A 10-year experience in the use of air medical transport for medical scene calls

Characteristics of nontrauma scene flights for air medical transport

INTRODUCTION

Little is known about the use of air medical transport for patients with medical, rather than traumatic, emergencies. This study describes the practices of air transport programs, with respect to nontrauma scene responses, in several areas throughout the United States and Canada.

METHODS

A descriptive, retrospective study was conducted of all nontrauma scene flights from 2008 and 2009. Flight information and patient demographic data were collected from 5 air transport programs. Descriptive statistics were used to examine indications for transport, Glasgow Coma Scale Scores, and loaded miles traveled.

RESULTS

A total of 1,785 nontrauma scene flights were evaluated. The percentage of scene flights contributed by nontraumatic emergencies varied between programs, ranging from 0% to 44.3%. The most common indication for transport was cardiac, nonST-segment elevation myocardial infarction (22.9%). Cardiac arrest was the indication for transport in 2.5% of flights. One air transport program reported a high percentage (49.4) of neurologic, stroke, flights.

CONCLUSION

The use of air transport for nontraumatic emergencies varied considerably between various air transport programs and regions. More research is needed to evaluate which nontraumatic emergencies benefit from air transport. National guidelines regarding the use of air transport for nontraumatic emergencies are needed.

Characteristics of patients transported by an aeromedical service for acute toxicologic emergencies: a 5-year experience

INTRODUCTION

Aeromedical services are used routinely in the prehospital and interhospital transfer of patients with trauma, neurosurgical, cardiac, and other conditions requiring specialized care. The use of aeromedical transport in patients with acute toxicologic emergencies is not well described. We sought to investigate and describe the characteristics of patients transported by our aeromedical service.

SETTING

The study was performed at an urban critical care transport service operating both ground and aeromedical units and transporting an average of 3,362 patients per year during the study period.

METHODS

Charts from the 5-year period of 2000 to 2004 for which a toxicologic emergency was coded as the primary diagnosis were identified and reviewed by the authors. Data abstracted included age, sex, toxin(s) involved, treatment rendered at the scene/bedside and en route by the transport team, and additional data (electrocardiogram [ECG] findings, serum levels) when appropriate.

RESULTS

One hundred thirty-three patients were transported (for a total of 135 transports). Most (82%) were transported by air. Carbon monoxide was the most common toxic exposure, accounting for 16% of all transports. Fifty-seven percent of the patients were intubated, with 11% intubated by the flight crew. Antidotes were administered in 40 patients, with naloxone and bicarbonate being the most common.

CONCLUSION

Acute toxicologic emergencies accounted for a small percentage of total transports. The most common additional intervention by flight crews was endotracheal intubation. Identification of common poisonings encountered by flight crews may assist services in developing education and quality assurance programs.

Emergency Medical Service Aspects of Emergency Cardiac Care

Prehospital intervention has the potential for significantly affecting the outcome of cardiovascular emergencies. The authors examine multiple issues in prehospital care that can streamline and improve cardiac care. Improving access to prehospital care and increasing the use of the emergency medical services (EMS) system can speed interventions to the patients. The use of ECG in the out-of-hospital setting can reduce time to definitive treatment. Issues, such as the use of public access defibrillation and interfacility transports are also discussed.

When is the helicopter faster? A comparison of helicopter and ground ambulance transport times

BACKGROUND

A retrospective analysis of 7,854 ground ambulance and 1,075 helicopter transports was conducted.

METHODS

The 911-hospital arrival intervals for three transport methods were compared: ground, helicopter dispatched simultaneously with ground unit, and helicopter dispatched nonsimultaneously after ground unit response.

RESULTS

Compared with ground transports, simultaneously dispatched helicopter transports had significantly shorter 911-hospital arrival intervals at all distances greater than 10 miles from the hospital. Nonsimultaneously dispatched helicopter transport was significantly faster than ground at distances greater than 45 miles, and simultaneous helicopter dispatch was faster than nonsimultaneous at virtually all distances. Ground transport was significantly faster than either air transport modality at distances less than 10 miles from the hospital.

CONCLUSION

Ground ambulance transport provided the shortest 911-hospital arrival interval at distances less than 10 miles from the hospital. At distances greater than 10 miles, simultaneously dispatched air transport was faster. Nonsimultaneous dispatched helicopter transport was faster than ground if greater than 45 miles from the hospital.

Aborted air medical missions: a 4-year quality review of a Canadian province-wide air medical program

INTRODUCTION

EHS LifeFlight, the air medical transport program for the province of Nova Scotia, is a rotor-wing program with fixed-wing backup. It flies more than 600 missions per year, but a varying, significant number of other requested missions are aborted. The purpose of this study was to examine the reasons for these cancellations and related pertinent descriptive data and evaluate the potential implications for patient care and quality service.

METHODS

This study is a descriptive, retrospective review of all aborted missions between July 1, 1997, and June 30, 2001. Data source was the EHS LifeFlight computer patient care record database.

RESULTS

A total of 2723 air medical requests were received during the study period. Of these, 1846 were completed flight missions (68%) and 876 were aborted missions (32%). Reasons for aborted missions included weather (30%), aircraft not required/not appropriate (27%), aborted by medical control physician (15%), aircraft out on another mission (11%), aircraft down for maintenance (9%), patient died before aircraft arrival (5%), no suitable landing zone (2%), and other (1%).

CONCLUSIONS

A significant percentage of requested missions are aborted in this program. Reasons vary, but 20% of missions canceled could have been performed with the availability of a second dedicated aircraft. Overall, weather is the number 1 reason for aborting a mission.

How far is that by air? The derivation of an air: ground coefficient

The objective of this study was to derive a simple equation to convert distances between air miles traveled by a helicopter and ground miles traveled by an ambulance. We performed a retrospective analysis of a convenience sampling of 245 "lights and sirens" ground ambulance transports between 1993 and 1997. Ground distances were recorded from odometer miles for each transport. Air miles were calculated using the Global Positioning System (GPS), measuring the distance in a straight line from the scene to the hospital. Air and ground distances were entered into a computerized spreadsheet, and the correlation coefficient and regression equation were derived. A simple approximation equation was developed and compared against the derived regression equation. There was a strong linear correlation between ground miles and air miles at virtually all distances studied (R = 0.932, R(2) = 0.869). Regression analysis revealed the following relationship: Ground miles = 0.94 + 1.25 (air miles). This was simplified to an approximation of: Ground miles = 1.3 (air miles). The approximation equation yielded an answer within 1 mile of the regression equation for distances up to 40 air miles. It is concluded that in a mixed rural and urban EMS system, one may convert air and ground mileage estimates by using the simple relationship: Ground miles = 1.3 (air miles). This conversion coefficient may prove useful for EMS personnel in designing reasonable helicopter utilization policies, making accurate transport decisions and conducting research.