Can body temperature be maintained during aeromedical transport?

Prehospital Active and Passive Warming in Trauma Patients

OBJECTIVE

Hypothermia is common among trauma patients and can lead to a serious rise in morbidity and mortality. This study was performed to investigate the effect of active and passive warming measures implemented in the prehospital phase on the body temperature of trauma patients.

METHODS

In a multicenter, multinational prospective observational design, the effect of active and passive warming measures on the incidence of hypothermia was investigated. Adult trauma patients who were transported by helicopter emergency medical services (HEMS) or ground emergency medical services with an HEMS physician directly from the scene of injury were included. Four HEMS/ground emergency medical services programs from Canada, the United States, and the Netherlands participated.

RESULTS

A total of 80 patients (n = 20 per site) were included. Eleven percent had hypothermia on presentation, and the initial evaluation occurred predominantly within 60 minutes after injury. In-line fluid warmers and blankets were the most frequently used active and passive warming measures, respectively. Independent risk factors for a negative change in body temperature were transportation by ground ambulance (odds ratio = 3.20; 95% confidence interval, 1.06-11.49; P = .03) and being wet on initial presentation (odds ratio = 3.64; 95% confidence interval, 0.99-13.36; P = .05).

CONCLUSION

For adult patients transported from the scene of injury to a trauma center, active and passive warming measures, most notably the removal of wet clothing, were associated with a favorable outcome, whereas wet patients and ground ambulance transport were associated with an unfavorable outcome with respect to temperature.

Body temperature change and outcomes in patients undergoing long-distance air medical transport

BACKGROUND

Short-distance air medical transport for adult emergency patients does not significantly affect patients' body temperature and outcomes. This study aimed to examine the influence of long-distance air medical transport on patients' body temperatures and the relationship between body temperature change and mortality.

METHODS

We retrospectively enrolled consecutive patients transferred via helicopter or plane from isolated islands to an emergency medical center in Tokyo, Japan between April 2010 and December 2016. Patients' average body temperature was compared before and after air transport using a paired t-test, and corrections between body temperature change and flight duration were calculated using Pearson's correlation coefficient. Multivariable logistic regression models were then used to examine the association between body temperature change and in-hospital mortality.

RESULTS

Of 1253 patients, the median age was 72 years (interquartile range, 60-82 years) and median flight duration was 71 min (interquartile range, 54-93 min). In-hospital mortality was 8.5%, and average body temperature was significantly different before and after air transport (36.7 °C versus 36.3 °C; difference: -0.36 °C; 95% confidence interval, -0.30 to -0.42; p < 0.001). There was no correlation between body temperature change and flight duration (r = 0.025, p = 0.371). In-hospital death was significantly associated with (i) hyperthermia (>38.0 °C) or normothermia (36.0-37.9 °C) before air transport and hypothermia after air transport (odds ratio, 2.08; 95% confidence interval, 1.20-3.63; p = 0.009), and (ii) winter season (odds ratio, 2.15; 95% confidence interval, 1.08-4.27; p = 0.030).

CONCLUSION

Physicians should consider body temperature change during long-distance air transport in patients with not only hypothermia but also normothermia or hyperthermia before air transport, especially in winter.

When do trauma patients lose temperature? - a prospective observational study

BACKGROUND

The prevalence of hypothermia in trauma patients is high and rapid recognition is important to prevent further heat loss. Hypothermia is associated with poor patient outcomes and is an independent predictor of increased mortality. The aim of this study was to analyze the changes in core body temperature of trauma patients during different treatment phases in the pre-hospital and early in-hospital settings.

METHODS

A prospective observational cohort study in severely injured patients. Continuous core temperature monitoring using an epitympanic sensor in the auditory canal was initiated at the scene of injury and continued for 3 h. The degree of patient insulation was photo-documented throughout, and graded on a binary scale. The outcome variable was temperature change in each treatment phase.

RESULTS

Twenty-two patients were included with a median injury severity score (ISS) of 21 (IQR 14-29). Most patients (N = 16, 73%) were already hypothermic (< 36°C) on scene at their first measurement. Twenty patients (91%) became colder at the scene of injury; on average, the decline was -1.7°C/h. Full clothing reduced this value to -1.1°C/h. Temperature remained essentially stable during ambulance and emergency department phases.

CONCLUSION

Trauma patients are at risk for hypothermia already at the scene of injury. Lay persons and professionals should focus on early prevention of heat loss. An active, individually tailored approach to counter hypothermia in trauma should begin immediately at the scene of injury and continue during transportation to hospital. Active rewarming during evacuation should be considered.

A prospective observational study of the association between cabin and outside air temperature, and patient temperature gradient during helicopter transport in New South Wales

The prevalence of hypothermia in patients following helicopter transport varies widely. Low outside air temperature has been identified as a risk factor. Modern helicopters are insulated and have heating; therefore outside temperature may be unimportant if cabin heat is maintained. We sought to describe the association between outside air, cabin and patient temperature, and having the cabin temperature in the thermoneutral zone (18-36°C) in our helicopter-transported patients. We conducted a prospective observational study over one year. Patient temperature was measured on loading and engines off. Cabin and outside air temperature were recorded for the same time periods for each patient, as well as in-flight. Previously identified risk factors were recorded. Complete data was obtained for 133 patients. Patients' temperature increased by a median of 0.15°C (P=0.013). There was no association between outside air temperature or cabin temperature and patient temperature gradient. The best predictor of patient temperature on landing was patient temperature on loading (R2=0.86) and was not improved significantly when other risk factors were added (P=0.63). Thirty-five percent of patients were hypothermic on loading, including those transferred from district hospitals. No patient loaded normothermic became hypothermic when the cabin temperature was in the thermoneutral zone (P=0.04). A large proportion of patients in our sample were hypothermic at the referring hospital. The best predictor of patient temperature on landing is patient temperature on loading. This has implications for studies that fail to account for pre-flight temperature.

Influence of helicopter flight on temperature of helicopter EMS crewmembers

INTRODUCTION

Thermoregulation of critically ill patients during helicopter emergency medical service (HEMS) transport can be influenced by the flight, increasing the risk of hypothermia. However, the literature is unclear as to whether temperature decrease among those patients is affected by the flight itself or by the patients' clinical status and therapies. We evaluated the effect of helicopter flight on the body temperature of the healthy members of the HEMS crew of the Friuli Venezia Giulia region, Italy.

METHODS

From August 12 to September 3, 2009, and from February 12 to April 1, 2010, tympanic temperature was measured, on a voluntary basis, before and after the flight among the crewmembers. The effect of flight and personal characteristics on temperature after the flight was analyzed through multivariate regression.

RESULTS

Ninety-five records were analyzed. On average, the temperature increased by 0.2 ± 0.5°C. In 29.5% of the cases, however, it decreased. The only factors that were significantly associated with the temperature after the flight were temperature at liftoff and mountain rescue flights.

CONCLUSION

Among healthy subjects, the helicopter vibrations may induce an increase in body temperature. Small sample size and lack of information on a number of potential confounders prevented the identification of the possible determinants of a temperature decrease among some subjects.