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At least 19 recordsLinked to original sources
PubMed1977

Joint Committee on Aviation Pathology: VII. Aviation pathology in relation to aviation safety.

The mainstay of accident-prevention programs--and accident prevention programs, after all is said and done, are the ultimate objective--has been to educate populations exposed to certain hazards with respect to the nature of the risks involved. While human engineering can frequently limit or diminish the hazard potential in a given situation, it is unlikely that mechanical contrivances alone will offer a pragmatic solution to the human-factor accident. I would invite this group to expend its talent in further developing the application of clinical pathology as well as pathologic anatomy to the still-unanswered problems in aviation safety and join with us at the Naval Safety Center in an effort to make our air operation as safe as possible.

Accidents, Aviation↗
PubMed1977

Joint Committee on Aviation Pathology: XI. Evaluation and disposition of Army helicopter aviators with finger amputations.

During the period 1969-1975, 12 disqualified U.S. Army helicopter aviators with various finger amputations were evaluated by the U.S. Army Aeromedical Consultation Service for return to flying duties. The evaluations included both medical examinations and in-flight performance observed by aviation medicine specialists and standardization instructor pilots. The criteria for aeromedical disposition are presented with a discussion of the hand and finger requirements to fly U.S. Army UH-1 rotary wing aircraft. All evaluated aviators were presented to a board of senior U.S. Army flight surgeons, who recommended return to flying. Ten of the disqualified aviators were returned to unrestricted flying. Two required limitations to fly with another qualified aviator. At this time, 1 to 7 years after evaluation, 11 are current Army aviators. None have had to be reevaluated or suspended as a result of problems with their amputations. Not one of these aviators has had a fatal accident. The comprehensive medical and in-flight evaluations of well-motivated, disqualified aviator finger amputees has proven to be of benefit in retaining valued assets for U.S. Army aviation.

Adult↗
PubMed1975

Review of aviation safety measures which have application to aviation accident prevention.

Introduction of certain human-factors techniques has been followed by market reduction in military and airline accident rates. In this study, these safety measures are analyzed to determine the value of their application to general aviation activity. Some techniques are already in use. They are: 1. medical evaluation of iarcrews; 2. aeronautical innovations which tailor the machine to the man; 3. imporvement of precision navigational air traffic control and flight procedures; 4. standardization of flight training and flight procedures. A remaining field of interest, and one which appears to be underused, is that of supervision. After ending his association with the flight instructor, the general aviation pilot is essentially unsupervised. Accident data gathered over several years show that with increases in the proportion of pilots who have not maintained an association with a flight instructor, the general aviation fatal accident rate is increased. Current regulations, which require revalidation of airman's certificates, provide a method by which this association can be maintained. The flight instructor, or some similar aviation professional, can maintain an element of supervision with otherwise independent general aviation pilots. Data from previous years supports the hypothesis that such a program would make a substantial improvement in general aviation safety.

Accident Prevention↗
PubMed1977

Joint Committee on Aviation Pathology: XVIII. Correlation of occurrence of aircraft accidents with biorhythmic criticality and cycle phase in U.S. Air Force, U.S. Army, and civil aviation pilots.

The correlation of occurrence of aircraft accidents to critical and negative phases of the biorhythm cycles was investigated. Data from 880 U.S. Air Force pilot-involved accident cases were studied and added to 4,279 previously reported cases. The data were tested by chi-square analysis under the null hypothesis that there is no effect of biorhythm on aviation accidents. Under this hypothesis, the expected number of accidents occurring on critical days should be 179.13 for the U.S. Air Force; there were 179. In analyzing the effect of biorhythmic criticality for pilot-involved cases from all sources, there were were 300 individual chi-square values computed. The frequency of these values by their percentile distribution so closely matched the theoretical distribution that there was no evidence whatsoever to indicate an effect of biorhythmic criticality. There no correlation between multiply negative or individually negative phases of the biorhythm cycles and aircraft accidents in the U.S. Air Force or in the combined pilot-involved accident group.

Accidents, Aviation↗
PubMed1977

Joint Committee on Aviation Pathology: XVII. Round window tear in aviators.

It is the intent of this paper to draw attention to round window tears with the inherent symptomatology that has, for the first time, been documented in two aircrew members. It is also felt important to emphasize that the condition, regardless of etiology, could be catastrophic to the flying pilot and may be an up-recognized cause of otherwise unexplainable accidents. Not all cases of window tears cause vertigo-but some do. Not all vertigo so caused is prostrating--but some is. Because of the findings in two reported cases, it is postulated that round window membrane tear may be a significant cause of pilot disorientation. It may have been the root cause of peculiar and previously unexplained air crashes. The corollary of this hypothesis is the proposition that, in the future, careful attention be paid to the ears of pilots recovered from what would otherwise appear to be a mysterious accident.

Adult↗
PubMed1977

Joint Committee on Aviation Pathology: XII. Sarcoidosis: a review of some features of importance in aviation medicine.

Sarcoidosis is defined in terms of its histology and natural history. Emphasis is placed upon its insidious nature and potentially pronounced pathophysiological effects. The use of lung function studies as an index of disability in the three described phases is discussed. Though we have only found the disease coincidentally in aircraft accidents, stress is placed upon the need for careful monitoring of affected aircrew and the necessity for respiratory function tests.

Adult↗
PubMed1978

U.S. fatal general aviation accidents due to cardiovascular incapacitation: 1974-75.

A study was undertaken to determine the relative impact of inflight cardiovascular incapacitation among general aviation pilots with respect to general aviation flight safety. During calendar years 1974-75, the National Transportation Safety Board reports reveal that 13 U.S. general aviation pilots died of cardiovascular incapacitation during flight. The analysis of these accidents will bear on any suggested changes in pilot medical screening procedures for cardiovascular disease, as well as on pilot safety education programs. Of the 13 cases noted above, nine pilots were flying alone. Of the remaining multiple occupant cases, the nonpilot wife of one deceased victim managed to land the aircraft. Eighteen deaths resulted from the inflight incapacitations. The ages of the pilots ranged from 33-68 years, with both a mean and a median of 52. Postmortem examinations revealed extensive coronary disease (atherosclerosis) in 12 cases (no pilot autopsy data is available in the case where the passenger landed the aircraft). Of these 12 cases, five demonstrated recent occlusions. In four more, evidence of old infarcts was revealed by the postmortem examination. It is concluded that these 13 inflight cardiovascular incapacitations, occurring among a total of 1,404 fatal general aviation accidents in the 1974-75 period, constitute such a small proportion (0.93%) of the documented fatal general aviation accidents that extensive additional cardiovascular screening procedures are not justified at present on cost/yield basis.

Accidents, Aviation↗
PubMed1992

The pigmentary dispersion disorder in USAF aviators.

The pigmentary dispersion syndrome (PDS) can have serious ocular consequences. Visual changes due to glaucoma and the treatment required can threaten the high level of visual function necessary in military aviation. We reviewed the records of 50 aviators with PDS who were evaluated at the Aeromedical Consultation Service (formerly the USAF School of Aerospace Medicine) over the past 10 years. At last evaluation, 48 were still qualified to fly. Only two aviators were permanently removed from flying duties due to glaucoma. Initial intraocular pressures, cup-to-disc ratios, and refractions were not statistically correlated with progression to glaucoma, but sample sizes were small. At final evaluation, 20 of the 34 aviators with follow-up had glaucoma and required medication. Thirteen eyes underwent laser trabeculoplasty. With appropriate management, the majority of aviators with PDS were able to safely continue their flying careers.

Adult↗
PubMed1979

Medical barofunction testing of aviators with otorhinolaryngologic disease.

Forty aviators with otorhinolaryngologic pathology, previously considered physically disqualified for flight status, were tested in the hypobaric chamber to evaluate tolerance to rapid barometric pressure changes. Testing consisted of three sequential trials in the low-pressure chamber (LPC) at rates of 1,524 m, the second to 3,048 m, and the third to 5,486 m. Failure consisted of any symptoms (pain) or physical findings of barotrauma (aerosinusitis or aerootitis media). Results revealed a 22.5% failure rate. The findings indicate this type of "Medical Barofunction Test" is a practical adjunct to the clinical evaluation of the aviator. The profile is safe and free from serious dysbaric episodes experienced above 7.620 m. Follow-up studies revealed the incidence of false negatives to be only 8% by the LPC test. The findings are not significantly different from the medical disqualification rate of a normal student aviator comparison group.

Adult↗
PubMed1978

Longevity in military pilots: 37-year followup of the Navy's "1000 aviators".

The 37-year nonmilitary mortality rate for initially healthy aviators was determined in a followup program on the U.S. Navy's "1000 Aviator" cohort. Of the 800 survivors of World War II and the Korean conflict, 95 were found to have died from nonmilitary causes over this followup period. This is markedly less than the 208 that would be expected from a random sample of white American men over a similar period (p less than 0.005). It is also significantly less than the 143 that would have been expected from a group of men who had passed an initial insurance physical (p less than 0.005). Lower-than-expected death rates occurred in all three major categories of cause of death in this age group: cardiovascular, neoplastic, and accidental. The generally good socioeconomic background, the positive genetic influence of long-lived parents, the above average intelligence, and the health and fitness orientation of the military aviator are all thought to be factors contributing to this increased longevity.

Accidents↗
PubMed1977

Spirometric assessment of potential respiratory impairment in general aviation airmen.

Chronic obstructive pulmonary disease continues to manifest an increasing prevalence in male Americans. A recent study of commercial airline pilots revealed a 12% prevalence of more-than-minor spirometric impairment. Because commensurate data were not available for general aviation pilots, in whom such impairment could also compromise flight safety, a parallel study was made. The BMRC and smoking questionnaires, chest expansion, and spirometric measurements of FEV1, FVC, FEV1%, MVV, and FFF 25-75% were assessed in 181 male general aviation pilots. All showed a general relationship to increasing age and smoking amount. Based on FEV1% and FEF 25-75% combined, minor or more-than-minor degrees of spirometric impairment were manifested by 25.4% of the pilots and moderate degrees by 12.7%. Very little impairment was reflected in the remaining spirometric parameters. Subsequent testing of such spirometrically impaired pilots for altitude, fatigue, and orthostatic tolerances related to general aviation flight safety is planned.

Adult↗
PubMed1977

Organization and operation of civil aviation medicine in the Soviet Union.

The United States of America and the Soviet Union formalized an agreement in 1973 wherein periodic exchanges of information in civil aviation take place. During the period Aug. 21-Sept. 9, 1976, the author and an associate visited the Soviet Union as part of the exchange agreement. During the visit, the following information was covered. The civil ceviation medicine program in the Soviet Union involves preflight physical examinations for aircrew members, including flight attendants, quarterly physical examinations on pilots and flight engineers, and a special central hospital for diagnosis and treatment of problem medical cases occurring in aviation personnel. In addition, prophylactoria (special rest facilities) for flight crew are maintained at major airports. Certain other aspects of Soviet civil aviation medicine include preflight examinations on all children, and the provision at each airport of a designated medical emergency facility.

Aerospace Medicine↗
PubMed1977

Naval aviators admitted to a Naval hospital.

This paper discusses the hospitalization of aviators at the Naval Regional Medical Center, San Diego, Ca. The areas covered include cancer, trauma, cardiac cases, alcoholics, and the effect of hospitalization on the flying status of aviators. The variety of diagnoses accumulated in 2 years was suprising. Further follow-up of cardiac cases must be pursued, especially post-coronary artery bypass. Alcoholism as a diagnosis in hospitalized patients may be a larger problem than elicited in this series. Hopefully this paper will not be just a statistical study. We should think of prevention and care to decrease the number of aviators who have their wings clipped due to medical problems.

Aerospace Medicine↗
PubMed1977

Joint Committee on Aviation Pathology: I. Fatal aircraft accidents.

The Department of Aviation Pathology was established at RAF Halton in 1955, and is now 21 years old; the early history of aviation pathology and the establishment of the department following the Comet disaster in 1954 are briefly recounted. The past work of the department and possible future trends are discussed, including the importance of helicopter accidents, the value of periodical medical examination, the problems in large passenger aircraft crashes and the subsequent medico-legal difficulties.

Accidents, Aviation↗
PubMed1976

Aviation and environmental benzo(a)pyrene pollution.

Spectrofluorescent methods of analysis have shown that soot and exhaust products of aviation engines, both piston and turbine, contain benzo[a]pyrene (BP). A modern aircraft engine releases into the atmosphere from 2-10 mg BP per min. Extracts of aviation engine soot applied to the skin of mice induced malignant tumors in almost all treated animals. The ground within airports is polluted with BP, its level diminishing with distance from the runway. The concentration of carcinogenic hydrocarbons in aircraft exhausts is dependent on the working regime of the engine and on the character of fuel combustion.

Air Pollutants↗
PubMed1975

Motion sickness questionnaire and field independence scores as predictors of success in naval aviation training.

The present report has shown that a motion sickness questionnaire can be used to predict susceptibility to motion sickness or flight training success, depending on the items scored. There is a discussion of the theory that motion sickness results from conflicting perceptual inputs. This theory is related to aircraft operating conditions. Scores on a personality test which appear to be related to similar perceptual phenomena are related to aviation success. One phenotype, field independence, seems to be promising in this regard. In addition to use of this finding in aviator selection, it is felt that studies of this trait, as it relates to an ability to reconcile conflict and to motion sickness insusceptibility, should be conducted.

Aerospace Medicine↗