Emergency drug usage during flight and airline safety management for passengers

During flight, passengers may experience aviation-related symptoms such as headache, nausea, respiratory failure, and panic disorders. To treat patients with these symptoms, emergency drugs are prepared in the cabin and crews treat patients according taking into account usage and dose guidelines described on the drug containers. However, certain types of drugs are limited and not adequately prepared in the cabin. The aim of this study was to examine (1) emergency drugs used during flight and frequency of symptoms experienced in passengers and (2) cognizance of drug usage among crews was also determined in low-cost carriers. Most frequent symptoms recorded were headache (74.1%), abdominal pain (72.3%), nausea (70.5%), and ear pain (60.7%). Panic disorder (50.9%) is the fifth frequent syndrome in passengers, but emergency drugs are not available for this condition in the cabin. The cognizance survey showed that 21% of crews out of 112 who responded were not interested in usage guidelines of emergency drugs or simply ignored. Thirty-seven percent of crews failed to pay attention to drug expiration dates. Our findings suggest that crews need to be better trained for preparation and usage of emergency drugs in the cabin for passengers suffering from various symptoms. Further, it is recommended that airline companies need to consider to improve the emergency drug management system by requesting training from pharmacists and doctors for safe drug usage.

Delta: The Value That Matters in Fatigue Risk Management

INTRODUCTION: Noninferiority or equivalence testing are often used when comparing a novel pharmaceutical, operation, or procedure to the current standard designated as safe. Noninferiority and equivalence testing require estimates of a metric called delta: the margin of meaningful difference. Inappropriate delta margins can lead to invalid conclusions, thereby creating uncertainty about a studys scientific credibility. We recommend that a working group be convened with the following goals: 1) to evaluate delta values currently in use in aviation; 2) to determine if it is possible to develop a systematic, evidence-based, and replicable process to derive delta values based on statistical properties from population data, rather than a mixture of evidence- and opinion-based processes; and 3) based on the findings of the second goal, update the current delta values in use in aviation. This working group should include, at a minimum, government agencies and other key stakeholders using these values within operational settings.Lamp ACM, Rempe MJ, Belenky GL. Delta: the value that matters in fatigue risk management. Aerosp Med Hum Perform. 2021; 92(2):127128.

A comparison of general aviation accidents involving airline pilots and instrument-rated private pilots

INTRODUCTION

The extremely low accident rate for U.S air carriers relative to that of general aviation (∼1 and ∼60/million flight hours respectively) partly reflects advanced airman certification, more demanding recurrency training and stringent operational regulations. However, whether such skillset/training/regulations translate into improved safety for airline pilots operating in the general aviation environment is unknown and the aim of this study.

METHODS

Accidents (1998-2017) involving airline pilots and instrument-rated private pilots (PPL-IFR) operating non-revenue light aircraft were identified from the NTSB accident database. An online survey informed general aviation flight exposure for both pilot cohorts. Statistics used proportion testing and Mann-Whitney U tests.

RESULTS

In degraded visibility, 0 and 40% (χ²p = 0.043) of fatal accidents involving airline and PPL-IFR airmen were due to in-flight loss-of-control, respectively. For landing accidents, airline pilots were under-represented for mishaps related to airspeed mismanagement (p = 0.036) relative to PPL-IFR but showed a dis-proportionate count (2X) of ground loss-of-directional control accidents (p = 0.009) the latter likely reflecting a preference for tail-wheel aircraft. The proportion of FAA rule violation-related mishaps by airline pilots was >2X (7 vs. 3%) that for PPL-IFR airmen. Moreover, airline pilots showed a disproportionate (χ²p = 0.021) count of flights below legal minimum altitudes. Not performing an official preflight weather briefing or intentionally operating in instrument conditions without an IFR flight plan represented 43% of airline pilot accidents involving FAA rule infractions.

CONCLUSIONS

These findings inform safety deficiencies for: (a) airline pilots, landing/ground operations in tail-wheel aircraft and lack of 14CFR 91 familiarization regulations regarding minimum operating altitudes and (b) PPL-IFR airmen in-flight loss-of-control and poor landing speed management. Practical Applications: For PPL-IFR airmen, training/recurrency should focus on unusual attitude recovery and managing approach speeds. Airline pilots should seek additional instructional time regarding landing tail-wheel aircraft and become familiar with 14CFR 91 rules covering minimum altitudes.

The Predictive Capacity of Air Travel Patterns During the Global Spread of the COVID-19 Pandemic: Risk, Uncertainty and Randomness

Air travel has a decisive role in the spread of infectious diseases at the global level. We present a methodology applied during the early stages of the COVID-19 pandemic that uses detailed aviation data at the final destination level in order to measure the risk of the disease spreading outside China. The approach proved to be successful in terms of identifying countries with a high risk of infected travellers and as a tool to monitor the evolution of the pandemic in different countries. The high number of undetected or asymptomatic cases of COVID-19, however, limits the capacity of the approach to model the full dynamics. As a result, the risk for countries with a low number of passengers from Hubei province appeared as low. Globalization and international aviation connectivity allow travel times that are much shorter than the incubation period of infectious diseases, a fact that raises the question of how to react in a potential new pandemic.

Skyborn: in-flight emergency births on commercial airlines

BACKGROUND

This study reports the global occurrence of in-flight emergency births on commercial airlines. To date, no existing research investigating in-flight emergency births has been published.

METHODS

A retrospective study was conducted of all known in-flight births on commercial airlines between 1929 and 2018.

RESULTS

Between 1929 and 2018, there were 74 infants born on 73 commercial flights. Seventy-one of the infants survived delivery, two died shortly after delivery and the status of one is unknown. Seventy-seven percent of the flights were designated international flights, and 26% of all flights were diverted due to the in-flight emergency births. The gestational age at delivery ranged from 25 to 38 weeks with 10% of the infants born at 37-38 weeks, 16% born at 34-36 weeks, 19% born at 31-33 weeks and 12% born prior to 32 weeks. Physicians, nurses, the flight crew and other medical personnel provided medical assistance in 45% of the births.

CONCLUSION

In-flight emergency births are infrequent but not trivial. Commercial airlines are dependent on physicians and other medically trained passengers to help with in-flight deliveries.Despite US Federal Aviation Authority and Joint Aviation Authority standards, on-board medical and first aid kits are depleted and inadequate for in-flight deliveries.

A global model for predicting the arrival of imported dengue infections

With approximately half of the world's population at risk of contracting dengue, this mosquito-borne disease is of global concern. International travellers significantly contribute to dengue's rapid and large-scale spread by importing the disease from endemic into non-endemic countries. To prevent future outbreaks and dengue from establishing in non-endemic countries, knowledge about the arrival time and location of infected travellers is crucial. We propose a network model that predicts the monthly number of dengue-infected air passengers arriving at any given airport. We consider international air travel volumes to construct weighted networks, representing passenger flows between airports. We further calculate the probability of passengers, who travel through the international air transport network, being infected with dengue. The probability of being infected depends on the destination, duration and timing of travel. Our findings shed light onto dengue importation routes and reveal country-specific reporting rates that have been until now largely unknown. This paper provides important new knowledge about the spreading dynamics of dengue that is highly beneficial for public health authorities to strategically allocate the often limited resources to more efficiently prevent the spread of dengue.

Association of Medical Certification Factors with All-Cause Mortality in U.S. Aviators

INTRODUCTION: The value of aeromedical certification in reducing adverse medical outcomes is an especially important question for this era of increasing flight operations that do not require an FAA medical certificate. The study of this question has previously been thwarted by a lack of information about pilots when their medical certificates are not renewed.METHODS: We matched airmen in the FAA medical certification database to the U.S. Social Security Death Index to identify date of death for deceased pilots. Logistic regression models were used to explore associations of certification data with odds of death while holding a medical certificate and within 4 yr of expiration of a medical certificate.RESULTS: FAA aeromedical waivers were associated with 33% lower odds of death while holding a medical certificate and 35% increased odds of death within 4 yr after expiration of a medical certificate. Denial was associated with 21% increased odds of death in the next 4 yr. Only 13 of 47 medical conditions having significant associations were associated with increased odds of death during certification.DISCUSSION: We found that FAA aeromedical certification reduces the odds of death while holding a medical certificate compared to the 4 yr after certificate expiration. We believe this helps provide a positive answer to the question of whether medical certification reduces medically related events.Mills WD, Greenhaw RM. Association of medical certification factors with all-cause mortality in U.S. aviators. Aerosp Med Hum Perform. 2019; 90(11):938-944.

U.S. Army Parachute Mishap Fatalities: 2010-2015

INTRODUCTION: Despite the large number of U.S. military members who conduct parachuting operations, its inherent safety risks, and the introduction of a new military parachute in 2010, little has been published in the last decade on U.S. military parachute fatalities.METHODS: Parachute fatality investigative records maintained by the U.S. Army Combat Readiness Center were reviewed for U.S. Army fatalities resulting from military parachuting operations from January 1, 2010, through December 31, 2015. De-identified data on cases were collected, including causes, lethal injuries, and demographic, environmental, and missional factors. A descriptive analysis was performed.RESULTS: There were 13 cases which met study inclusion criteria. Most occurred during static-line operations and were jumps from a C-17 aircraft using a T-11 parachute. The two most common assigned accident codes were "improper or abnormal exit" and "unstable or improper body position," which combined accounted for 33% of cases. Also noteworthy at 11% each were "entanglement," "parachute malfunction," and "dragged on the drop zone," and at 6% each were "static line injury," "lost or stolen air," and "drop zone hazard." In 69% of cases blunt force trauma was the cause of death.DISCUSSION: Incident factors included human actions, equipment failure, and the environment. Death from blunt force trauma upon impact with the ground as the most frequent lethal injury was expected for parachute operations. This descriptive study provides awareness to military leaders of circumstances in which fatalities occur. Future investigations should include data on the total number of jumps to provide a more comprehensive analysis of risk.Johnson ES, Gaydos SJ, Pavelites JJ, Kotwal RS, Houk JE. U.S. Army parachute mishap fatalities: 2010-2015. Aerosp Med Hum Perform. 2019; 90(7):637-642.

Insomnia, Work-Related Burnout, and Eating Habits Affecting the Work Ability of Flight Attendants

BACKGROUND: Work ability is an important component of occupational health assessments and reflects how a persons' physical and mental health affect their ability to perform their job. However, little is known about factors relating to the work ability status of flight attendants. The aim of this study was to investigate the physical, mental, and work-related factors that affect flight attendants' work ability.METHODS: A questionnaire-based cross-sectional study and simple random sampling was conducted with participants employed at a Taiwan-based airline for longer than 1 yr. Analysis of variance and Pearson correlation tests were carried out to analyze work ability according to the flight attendants' social demographics, physical and mental health, and work-related factors. Multiple regression analysis was used to predict the flight attendants' work abilities.RESULTS: A total of 472 flight attendants were recruited and the response rate was 78.67%. The work ability of the flight attendants ranged from 'moderate' to 'excellent' (WAI score, 34.1 ± 1.8 to 45.1 ± 1.5). In a regression analysis, work ability was positively associated with gender, age, and good eating habits; in contrast, insomnia and work-related burnout were negatively associated with work ability (R² = 32.4%).DISCUSSION: Insomnia, work-related burnout, and eating habits had a significant impact on flight attendants' work abilities. Hence, it is important to address insomnia and high workloads and maintain a healthy lifestyle in the workplace.Hu C-J, Hong R-M, Yeh G-L, Hsieh I-C. Insomnia, work-related burnout, and eating habits affecting the work ability of flight attendants. Aerosp Med Hum Perform. 2019; 90(7):601-605.

EFFECTS OF FLIGHT ROUTE VARIATION AND GREAT-CIRCLE APPROXIMATION ON AVIATION DOSE ASSESSMENT FOR POPULAR FLIGHTS FROM TAIWAN

Galactic cosmic-ray-induced secondary particles in the atmosphere constitute an important source of radiation exposure to airline crews and passengers. In this study, a systematic dose assessment was conducted for 11 popular flights from Taiwan, with an emphasis on the effects of flight route variation and assumption. The case studies covered a broad range of commercial flights departing from Taipei, from a domestic flight of <1 h to a long-haul international flight of more than 14 h. For each route under study, information on 100 actual flight routes was retrieved from flight tracking data collected from June to September 2017, and the information was analyzed using a self-developed program called the 'NTHU Flight Dose Calculator'. The resulting distribution of route doses provided not only the mean value and associated standard deviation but also information on the characteristics of aviation dose assessment and management. Furthermore, compared with actual flight routes, the dose differences introduced by great-circle approximation were evaluated, and the effects of solar activity on the dose assessment of these flights were reported.

Malaria Prophylaxis Adherence Among Aircrew Members

INTRODUCTION: Joint Base Charleston's C-17 Globemaster III mission is executed by 400 active-duty members from three operational and support wings. Aircrew and mission-essential personnel travel to locations with endemic diseases which are mostly eradicated in the United States. Recently, two members contracted malaria after missions in Africa which required advanced hospital care. Personnel were provided chemoprophylaxis, but the members who contracted malaria were among several who chose not to take it. This preliminary survey assessed aircrew malaria prophylaxis adherence and examined potential factors contributing to nonadherence.METHODS: JB Charleston aircrew members who visited the Flight and Operational Medicine Clinic between January and April 2018 were administered a retrospective, online survey. Researchers performed descriptive statistics and Chi-squared analysis.RESULTS: Most respondents were pilots under 30 yr of age and were prescribed malaria chemoprophylaxis while on a mission. More than two-thirds of respondent aircrew members did not take the medication as prescribed or did not take it at all. Of those, over half of respondents stated too many pills/too many days and medication side effects as the main reasons for nonadherence. Furthermore, almost 70% of adherent members experienced negative medication side effects such as nausea and heightened dreams. There was no statistical relationship between crew position, age, side effects, and prophylaxis adherence.DISCUSSION: Numerous factors contribute to poor prophylaxis regimen compliance among aircrew members. This study highlighted the need for risk-based policy validation, improved patient education, prophylaxis enforcement, process improvements to facilitate adherence, and evaluation of perceived vs. actual risk.Rutherford AE, Yale RS, Finn MF. Malaria prophylaxis adherence among aircrew members. Aerosp Med Hum Perform. 2019; 90(7):643-646.

Risk of Fatigue Among Airline Crew During 4 Consecutive Days of Flight Duty

BACKGROUND: Airline crew are being exposed to extended workdays and compressed work periods, with quick returns between duties, implying a heightened physiological and psychological strain that may lead to sleep deprivation and fatigue. The aim of the study was assessment of the effect of an extended day of flight duty and a compressed work week with regard to recovery, cumulative fatigue, and neurobehavioral performance.METHODS: We followed 18 pilots and 41 cabin crewmembers during four consecutive days of flight duty, comprising a total of ≥ 39 h, where the first day was ≥ 10 h. Information on demographics, work characteristics, health status, and physical activity was collected at baseline. Subjects completed logs for the first and fourth workday, including the Samn-Perelli Fatigue Checklist at three time points during these workdays. Two computer-based neurobehavioral tests were completed the evening prior to the first shift, and after the first and the fourth day of the work period.RESULTS: Number of flight sectors during the work period was 10-20. Self-reported fatigue levels increased during the workdays. Neurobehavioral test-scores did not deteriorate. The effects of each additional flight sector during the work period was elevated reaction times (RT) both among cabin crewmembers (B = 5.05 ms, 95% CI 0.6, 9.5) and pilots (B = 4.95 ms, 95% CI 0.4, 9.5). Precision was unaffected.DISCUSSION: Airline pilots and cabin crewmembers seem to obtain satisfactory sleep before and during the period of 4 consecutive days. The association between multiple flight sectors and increased fatigue supports previous findings.Goffeng EM, Wagstaff A, Nordby K-C, Meland A, Goffeng LO, Skare Ø, Lilja D, Lie J-AS. Risk of fatigue among airline crew during 4 consecutive days of flight duty. Aerosp Med Hum Perform. 2019; 90(5):466-474.

Otitis Media with Effusion in Aircrew Members

BACKGROUND: Middle-ear barotrauma is a common problem reported by aircrew members and passengers. Studies have shown that 20-50% of passengers report ear complaints during the flight or after landing. The aim of this study is to determine the prevalence of otitis media with effusion in aircrew members and describe the time to resolution of the condition.METHODS: All aircrew members presenting at Civil Aviation Center at Congonhas Airport at São Paulo for annual flight medical examinations from September 2014 to May 2015 were reviewed retrospectively for the presence of otologic disorders. Eligible participants were all pilots, copilots, and flight attendants with a diagnosis of otitis media with effusion confirmed by immittance testing.RESULTS: Of 1607 aircrew members, 155 (9.65%) were diagnosed as having otitis media with effusion. Most participants were men (51.6%). Regarding aircrew position, 81.9% were flight attendants, 11.6% were copilots, and 6.5% were pilots. The mean time to resolution of the otitis media was 8.23 (± 3.02) days.DISCUSSION: Otolaryngologists must be aware of the effects of gas expansion in the middle ear at higher altitudes for the appropriate treatment of diseases related to pressure changes. The recommendation for an aircrew member to return to flying duties should occur only after the individual has been treated and complete resolution, confirmed by immittance testing, has been documented.Pinto JA, dos Santos Sobreira Nunes H, dos Santos RS, Cavallini A, Freitas G, Knoll D, Duarte C. Otitis media with effusion in aircrew members. Aerosp Med Hum Perform. 2019; 90(5):462-465.

Safety Implications of 6-Month vs. 1-Year First-Class Aeromedical Certificates

INTRODUCTION: This study explores the safety risk due to delayed detection of hazardous health conditions that would result from increasing the duration of U.S. first-class aeromedical certificates from 6 mo to 12 mo for pilots ages 40 yr old through 60 yr old.METHODS: All pilots who submitted a U.S. first-class application in 2014 with no electrocardiogram and with the previous exams 4.5 to 7.5 mo prior were selected from the FAA pilot medical database. Proportions of Federal Aviation Administration (FAA) denial pathology codes and Aviation Medical Examiner (AME) deferrals were compared for these exams within and between age groups from 40 yr old through 75 yr old. The absolute incidence rates for delayed detection were calculated and relative incidence of these proportions was compared graphically.RESULTS: The relative risk between age groups for delayed identification of disqualifying medical conditions showed that the 56-60-yr-old group would be at about twice the risk as the 40-45-yr-old group. The absolute incidence for the 56-60-yr-old group was 0.46% for denial conditions and 0.60% for AME deferrals over 6 mo.DISCUSSION: Increasing FAA first-class medical certificate duration from 6 mo to 12 mo would put 56-60-yr-old pilots at double the currently accepted risk for delayed detection of significant medical conditions. The absolute risk for this 6-mo delayed identification for the 56-60-yr-old group would average 0.53%.Mills WD, DeJohn CA. Safety implications of 6-month vs. 1-year first-class aeromedical certificates. Aerosp Med Hum Perform. 2019; 90(5):484-487.

Occupant Injury Severity in General Aviation Accidents Involving Excessive Landing Airspeed

BACKGROUND: Of all phases of flight operations, accidents during landings are the most frequent. Of these, poor speed management during landing has ramifications for injury severity since: 1) impact forces increase as a square of forward velocity; and 2) an aerodynamic stall, associated with inadequate landing speed, imparts high vertical G forces. Herein, the proportion of landing accidents involving deficient airspeed control and occupant injury severity was determined.METHODS: General aviation landing accidents (1997-2016) were identified from the NTSB database. An accident involving high-airspeed (high-energy) was one for which the NTSB cited airplane porpoising, multiple bounces, or floating, whereas an inadequate airspeed related (low energy) mishap was one citing this term or in which an aerodynamic stall occurred. An anonymous online survey of certificated pilots was used to inform landing technique. Statistical analyses used Poisson distribution and Chi-squared tests.RESULTS: Relative to the earliest period (1997-2001), the landing accident rate was undiminished for more recent years (2007-2016). Of 235 accidents, 38% involved high-energy, whereas 4% were inadequate airspeed-related. For the former, 17% resulted in occupants with fatal-serious injuries, twofold higher than for mishaps with no evidence of mis-speed. Of 1392 survey respondents, 73% selected a landing airspeed higher than required for an under-maximum weight airplane.CONCLUSION: For landing accidents involving airspeed mismanagement, those related to excessive energy predominate and are associated with more severe injuries. Two mitigating strategies are advanced: 1) pilot training should discuss landing airspeed adjustment for aircraft weight; and 2) installation of inflatable restraints for reducing injury severity should be encouraged.Boyd DD. Occupant injury severity in general aviation accidents involving excessive landing airspeed. Aerosp Med Hum Perform. 2019; 90(4):355-361.

Flight Anxiety Reported from 1986 to 2015

BACKGROUND: Fear of flying is one of the most common phobias. It hinders people in performing their work and hampers family relations. Even though flight traffic has increased, there are new fears. Valid studies are needed to answer whether there have been changes in the prevalence of flight anxiety, are there sex differences in relation to fear of flying, use of alcohol, and tranquilizers, which situations cause the most flight anxiety, and whether the above factors have changed compared to a similar study from 1986.METHODS: A questionnaire was distributed to a representative random sample of the Norwegian population (N = 5500), where 36% answered. To assess flight anxiety across the time period, we used similar instruments to those we used in 1986.RESULTS: The prevalence of an assumed flight phobia decreased from 8% in 1986 to 3% in 2015. The percentage of those reported to never fly had decreased from 5% in 1986 to 0.5% in 2015. There were 11.0% who always used alcohol in 1986 and 7.5% in 2015 and 3% and 2%, respectively, always used tranquillizers. More women reported being afraid of both flying and other situations compared to men. Turbulence, unknown sounds, and fear of terror attacks caused the most anxiety.DISCUSSION: Flight anxiety still affects a considerable proportion of the Norwegian population and more women than men report that they are afraid of flying. However, in spite of methodology, people are significantly less afraid of flying than in 1986.Grimholt TK, Bonsaksen T, Schou-Bredal I, Heir T, Lerdal A, Skogstad L, Ekeberg Ø. Flight anxiety reported from 1986 to 2015. Aerosp Med Hum Perform. 2019; 90(4):384-388.

What went right? An analysis of the protective factors in aviation near misses

Learning from successful safety outcomes, or what went right, is an important emerging component of maintaining safe systems. Accordingly, there are increasing calls to study normal performance in near misses as a part of safety management activities. Despite this, there is limited guidance on how to accomplish this in practice. This article presents a study in which using Rasmussen's risk management framework to analyse 16 serious incidents from the aviation domain. The findings show that a network of protective factors prevents accidents with factors identified across the sociotechnical system. These protective networks share many properties with those identified in accidents. The article demonstrates that is possible to identify these networks of protective factors from incident investigation reports. The theoretical implications of these results and future research opportunities are discussed. Practitioner Statement: The analysis of near misses is an important part of safety management activities. This article demonstrates that Rasmussen?s risk management framework can be used to identify networks of protective factors which prevent accidents. Safety practitioners can use the framework described to discover and support the system-wide networks of protective factors.

A Method of Applying Flight Data to Evaluate Landing Operation Performance

Pilots' operation has an important effect on flight safety and performance, particularly in the final landing stage when pilots need to deal with complicated operations. This study aims to determine the potential value of flight data and develop a method of evaluating a pilot's performance during landing phase based on flight quick access recorder (QAR) data from the perspective of risk assessment. First, a Landing Operation Performance Evaluation Model was developed based on risk evaluation principles. Three landing parameters, which are touchdown distance, touchdown vertical acceleration and touchdown pitch angle, were selected as indicators to evaluate the pilots' landing operation performance in this model. Second, the flight landing operation performance evaluation system (FLOPES) was set up based on the evaluation model. Test results showed that FLOPES can accomplish all calculation flow of operation performance evaluation. Finally, it concluded that this method is a more accurate and effective way for evaluating the landing operation performance of a flight. It could be as a practical tool for airlines to manage landing risk quantitatively and to provide a more practical support for improving training and design in aviation.Practitioner summary: This study aims to determine the potential value of flight data and to develop a method of evaluating pilot's landing operation performance from the risk evaluation perspective. Test results showed that this method is effective and could be as a practical tool for airlines to manage landing risk and improve training.Abbreviations:QAR: Quick Access Recorder; FLOPES: Flight Landing Operation Performance Evaluation System; ICAO: International Civil Aviation Organization; IATA: International Air Transport Association; SMS: Safety Management System; CAAC: Civil Aviation Administration of China; FOQA: Flight Operations Quality Assurance; VBA: Visual Basic for Applications.

Cardiac Inflight Incapacitations of U.S. Airline Pilots: 1995-2015

INTRODUCTION

Inflight medical incapacitations are rare events that can result in the loss of lives and aircraft. The potential for an in-flight medical event deserves the attention of certification authorities. Cardiac emergencies are among the most common serious events. The primary focus of this study was to examine whether the proportions of pilots with reported cardiac conditions could be used to identify those who had inflight medical incapacitations.

METHODS

The Civil Aerospace Medical Institute Inflight Incapacitation Registry was searched to identify airline pilots with a cardiac history and an inflight medical event between 1995 and 2015. The Federal Aviation Administration's Decision Support System was searched for airline pilots without an inflight medical event. The cardiovascular history of incapacitated pilots was then compared to that of airline pilots without incapacitation events.

RESULTS

Although a significantly greater proportion of airline pilots with cardiac events had pacemakers than a control group with the same cardiac history who did not have inflight events, no significant difference was found in the proportions of other markers of cardiac health.

CONCLUSION

The proportions of airline pilots with identified cardiac conditions could not be reliably used to identify which pilots had inflight incapacitations.DeJohn CA, Mills WD, Hathaway W, Larcher J. Cardiac inflight incapacitations of U.S. airline pilots: 1995-2015. Aerosp Med Hum Perform 2018; 89(9):837-841.

Understanding Human Error in Naval Aviation Mishaps

OBJECTIVE

To better understand the external factors that influence the performance and decisions of aviators involved in Naval aviation mishaps.

BACKGROUND

Mishaps in complex activities, ranging from aviation to nuclear power operations, are often the result of interactions between multiple components within an organization. The Naval aviation mishap database contains relevant information, both in quantitative statistics and qualitative reports, that permits analysis of such interactions to identify how the working atmosphere influences aviator performance and judgment.

METHOD

Results from 95 severe Naval aviation mishaps that occurred from 2011 through 2016 were analyzed using Bayes' theorem probability formula. Then a content analysis was performed on a subset of relevant mishap reports.

RESULTS

Out of the 14 latent factors analyzed, the Bayes' application identified 6 that impacted specific aspects of aviator behavior during mishaps. Technological environment, misperceptions, and mental awareness impacted basic aviation skills. The remaining 3 factors were used to inform a content analysis of the contextual information within mishap reports. Teamwork failures were the result of plan continuation aggravated by diffused responsibility. Resource limitations and risk management deficiencies impacted judgments made by squadron commanders.

CONCLUSION

The application of Bayes' theorem to historical mishap data revealed the role of latent factors within Naval aviation mishaps. Teamwork failures were seen to be considerably damaging to both aviator skill and judgment.

APPLICATION

Both the methods and findings have direct application for organizations interested in understanding the relationships between external factors and human error. It presents real-world evidence to promote effective safety decisions.

Common mental disorders among US army aviation personnel: Prevalence and return to duty

OBJECTIVES

Assess the prevalence of US Army aviation personnel with common mental disorders, the percentage that return to duty following mental health treatment, and predictors of return to duty.

METHODS

Examined the prevalence over a 5-year period. The percentage of personnel who were granted a waiver to return to flying duty following treatment was also determined.

RESULTS

The results revealed a 5-year prevalence of 0.036 (95% CI = 0.034-0.038) for personnel experiencing one or more of the mental disorders (N = 1,155). Prevalence was highest for adjustment disorders and for nonpilot participants. Overall, personnel were granted a waiver 55.3% of the time and suspended or disqualified 44.7% of the time. Waivers were more likely to be granted for an adjustment disorder and for pilots.

CONCLUSIONS

Discussion focuses on the importance of aviation personnel receiving mental health treatment when problems are not severe to maximize the likelihood of returning to duty.

Recurrent On-Duty Sleepiness and Alertness Management Strategies in Long-Haul Airline Pilots

INTRODUCTION

We examined whether long-haul airline pilots without recurrent on-duty sleepiness obtain more prior sleep and use more effective in-flight alertness management strategies than their colleagues with recurrent on-duty sleepiness.

METHODS

There were 51 pilots who flew at least twice from Helsinki to Asia. Of them, 44 flew at least twice back to Helsinki following 1 local night. On-duty sleepiness was measured by the Karolinska Sleepiness Scale (KSS), alertness management strategies by a diary, and sleep by a diary and activity monitor. Pilots who rated KSS ≥ 7 on each, some, or none of the flights were classified as "regularly", "sometimes", and "never" sleepy, respectively. This classification was performed separately for the outbound and inbound flights.

RESULTS

On the outbound flights, 22% of the pilots were "never", 54% "sometimes", and 24% "regularly" sleepy. For the inbound flights, the respective distribution was 25%, 48%, and 27%. Compared to the "regularly" sleepy group, the "never" sleepy group obtained 54 min more night sleep prior to the outbound flights. For the inbound flights, the respective difference was 1 h 23 min. Also, the "never" sleepy pilots slept 31 min more between days off than the "regularly" sleepy pilots. The results of the in-flight alertness management strategies were mixed.

DISCUSSION

The study demonstrates that pilots without recurrent on-duty sleepiness obtain more sleep than their colleagues with recurrent on-duty sleepiness. The result emphasizes the need to investigate whether the sleep of recurrently sleepy pilots can be increased and whether this increase would reduce their on-duty sleepiness.Sallinen M, Åkerstedt T, Härmä M, Henelius A, Ketola K, Leinikka M, Kecklund G, Sihvola M, Tuori A, Virkkala J, Puttonen S. Recurrent on-duty sleepiness and alertness management strategies in long-haul airline pilots. Aerosp Med Hum Perform. 2018; 89(7):601-608.

Cross-Sectional Analysis of Commonly Prescribed Medications in Military Aviation

BACKGROUND

Medication use by naval aviators, either prescription or over-the-counter, is not always relayed to the flight surgeon, resulting in unsafe flying environments. Many medications have debilitating effects that prohibit their use during aviation. Education and availability of resources on approved medications for flight status personnel is lacking.

METHODS

A retrospective search of the Department of Defense Composite Health Care System (DoD CHCS) was conducted from five geographic locations. Basic epidemiological information was obtained to determine the most common medications (N = 70) prescribed to active-duty flight status personnel. Analysis determined their medication category, flight status designation, and a generalized location comparison. A similar control medication list for nonflight status personnel was generated from one location.

RESULTS

Analysis found that many medications prescribed to aviators are not approved for use in aviation and are similar to those of nonflight status personnel. There were 8 of the top 15 (53%) and 40 of the 70 (57%) most commonly prescribed medications of flight status personnel which were not approved. Similarly, 49% of total prescriptions (N = 15,652) were not approved. Little difference was found in medications among nonflight and flight status personnel, as 11 of the top 15 prescription medications (73%) were identical.

DISCUSSION

This research demonstrates the need for education regarding certain medications and their prohibited use during flight. Results will provide the Flight Surgeon common medications prescribed to aviators to aid them in providing a safer flying environment.Ropp LG, Haight SP, Prudhomme MB, Ropp EL. Cross-sectional analysis of commonly prescribed medications in military aviation. Aerosp Med Hum Perform. 2017; 88(12):1129-1133.

Evaluation of the Intel Xeon Phi 7120 and NVIDIA K80 as accelerators for two-dimensional panel codes

To optimize the geometry of airfoils for a specific application is an important engineering problem. In this context genetic algorithms have enjoyed some success as they are able to explore the search space without getting stuck in local optima. However, these algorithms require the computation of aerodynamic properties for a significant number of airfoil geometries. Consequently, for low-speed aerodynamics, panel methods are most often used as the inner solver. In this paper we evaluate the performance of such an optimization algorithm on modern accelerators (more specifically, the Intel Xeon Phi 7120 and the NVIDIA K80). For that purpose, we have implemented an optimized version of the algorithm on the CPU and Xeon Phi (based on OpenMP, vectorization, and the Intel MKL library) and on the GPU (based on CUDA and the MAGMA library). We present timing results for all codes and discuss the similarities and differences between the three implementations. Overall, we observe a speedup of approximately 2.5 for adding an Intel Xeon Phi 7120 to a dual socket workstation and a speedup between 3.4 and 3.8 for adding a NVIDIA K80 to a dual socket workstation.

General aviation accidents related to exceedance of airplane weight/center of gravity limits

BACKGROUND

Obesity, affects a third of the US population and its corollary occupant weight adversely impacts safe flight operations. Increased aircraft weight results in longer takeoff/landing distances, degraded climb gradients and airframe failure may occur in turbulence. In this study, the rate, temporal changes, and lethality of accidents in piston-powered, general aviation aircraft related to exceeding the maximum aircraft weight/center of gravity (CG) limits were determined.

METHODS

Nation-wide person body mass were from the National Health and Nutrition Examination Survey. The NTSB database was used to identify accidents related to operation of aircraft outside of their weight/CG envelope. Statistical analyses employed T-tests, proportion tests and a Poisson distribution.

RESULTS

While the average body mass climbed steadily (p<0.001) between 1999 and 2014 the rate of accidents related to exceedance of the weight/CG limits did not change (p=0.072). However, 57% were fatal, higher (p<0.001) than the 21% for mishaps attributed to other causes/factors. The majority (77%) of accidents were due to an overloaded aircraft operating within its CG limits. As to the phase of flight, accidents during takeoff and those occurring enroute carried the lowest (50%) and highest (85%) proportion of fatal accidents respectively.

CONCLUSION

While the rate of general aviation accidents related to operating an aircraft outside of its weight/CG envelope has not increased over the past 15 years, these types of accidents carry a high risk of fatality. Airmen should be educated as to such risks and to dispel the notion held by some that flights may be safely conducted with an overloaded aircraft within its CG limits.

Quality of Life, Health, and Sleep of Air Traffic Controllers with Different Shift Systems

BACKGROUND

Air traffic controllers (ATC) work shifts and their work schedules vary according to the characteristics of each airport. The human body adapts to shiftwork differently. These adjustments affect the health-disease process, predisposing ATC to risk conditions associated with sleep deprivation and lack of night sleep, which can lead to conditions such as cardiovascular diseases, mood disorders, anxiety, and obesity. This study investigated the characteristics of health, sleep, and quality of life of ATC exposed to 8-h alternate work shifts and 6-h rotational work shifts.

METHODS

The study was cross-sectional with convenience samples consisting of 84 ATC from two international airports in Brazil. We applied questionnaires to collect data about socioeconomic conditions, quality of life, sleep, and physical activity levels. We also collected health data regarding nutritional status, body composition, and blood pressure. We analyzed the differences between ATC from the two airports considering the variables of sleep, quality of life, and health.

RESULTS

Differences were found between the groups in terms of body fat percentage (30.7% and 27.8%), scores of overall quality of life (56.2 and 68), concentration (3.37 and 3.96), energy (3.12 and 3.62), and sleep time on working days (5:20 h and 6:15 h).

CONCLUSION

ATC under 8-h alternate shifts showed lower scores for quality of life, higher body fat, and less sleep time on working days, which characterizes inadequate shiftwork for this population.

Risk Analysis for Unintentional Slide Deployment During Airline Operations

We present a risk analysis undertaken to mitigate problems in relation to the unintended deployment of slides under normal operations within a commercial airline. This type of incident entails relevant costs for the airline industry. After assessing the likelihood and severity of its consequences, we conclude that such risks need to be managed. We then evaluate the effectiveness of various countermeasures, describing and justifying the chosen ones. We also discuss several issues faced when implementing and communicating the proposed measures, thus fully illustrating the risk analysis process.

Occupant injury and fatality in general aviation aircraft for which dynamic crash testing is certification-mandated

Towards further improving general aviation aircraft crashworthiness, multi-axis dynamic tests have been required for aircraft certification (14CFR23.562) since 1985. The objective of this study was to determine if occupants in aircraft certified to these higher crashworthiness standards show a mitigated fraction of fatal accidents and/or injury severity. The NTSB aviation database was queried for accidents occurring between 2002 and 2012 involving aircraft certified to, or immune from, dynamic crash testing and manufactured after 1999. Only operations conducted under 14CFR Part 91 were considered. Statistical analysis employed proportion tests and logistic regression. Off-airport landings are associated with high decelerative forces; however for off-airport landings, the fraction of fatal accidents for aircraft subject to, or exempt from, dynamic crash testing was similar (0.53 and 0.60, respectively). Unexpectedly, for on-airport landings a higher fraction of fatalities was evident for aircraft whose certification mandated dynamic crash testing. Improved crashworthiness standards would be expected to translate into a reduced severity of accident injuries. For all accidents, as well as for those deemed survivable, the fraction of minor and serious injuries was reduced for occupants in aircraft certified to the higher crashworthiness standards. Surprisingly, the fraction of occupants fatally injured was not decreased for aircraft subject to dynamic crash tests. To shed light on this unexpected finding flight history, airman demographics and post-impact fires for aircraft for which dynamic crash testing is mandatory or exempt was examined. For the former cohort the median distance of the accident flight was nearly 44% higher. Aircraft subject to dynamic crash testing were also involved in a greater fraction (0.25 versus 0.12, respectively) of post-impact fires. Our data suggest that while the more stringent crashworthiness standards have mitigated minor and serious injuries, surprisingly the fraction of occupants fatally injured is unaltered. The unchanged fraction of fatal injuries may reflect partly (a) fatigue associated with longer flight distances and (b) a greater proportion of post-impact fires.

Causes and risk factors for fatal accidents in non-commercial twin engine piston general aviation aircraft

Accidents in twin-engine aircraft carry a higher risk of fatality compared with single engine aircraft and constitute 9% of all general aviation accidents. The different flight profile (higher airspeed, service ceiling, increased fuel load, and aircraft yaw in engine failure) may make comparable studies on single-engine aircraft accident causes less relevant. The objective of this study was to identify the accident causes for non-commercial operations in twin engine aircraft. A NTSB accident database query for accidents in twin piston engine airplanes of 4-8 seat capacity with a maximum certified weight of 3000-8000lbs. operating under 14CFR Part 91 for the period spanning 2002 and 2012 returned 376 accidents. Accident causes and contributing factors were as per the NTSB final report categories. Total annual flight hour data for the twin engine piston aircraft fleet were obtained from the FAA. Statistical analyses employed Chi Square, Fisher's Exact and logistic regression analysis. Neither the combined fatal/non-fatal accident nor the fatal accident rate declined over the period spanning 2002-2012. Under visual weather conditions, the largest number, n=27, (27%) of fatal accidents was attributed to malfunction with a failure to follow single engine procedures representing the most common contributing factor. In degraded visibility, poor instrument approach procedures resulted in the greatest proportion of fatal crashes. Encountering thunderstorms was the most lethal of all accident causes with all occupants sustaining fatal injuries. At night, a failure to maintain obstacle/terrain clearance was the most common accident cause leading to 36% of fatal crashes. The results of logistic regression showed that operations at night (OR 3.7), off airport landings (OR 14.8) and post-impact fire (OR 7.2) all carried an excess risk of a fatal flight. This study indicates training areas that should receive increased emphasis for twin-engine training/recency. First, increased training should be provided on single engine procedures in the event of an engine failure. Second, more focus should be placed on instrument approaches and recovery from unusual aircraft attitude where visibility is degraded. Third, pilots should be made aware of appropriate speed selection for inadvertent flights in convective weather. Finally, emphasizing the importance of conducting night operations under instrument flight rules with its altitude restrictions should lead to a diminished proportion of accidents attributed to failure to maintain obstacle/terrain clearance.

[Clinical and hygienic aspects of occupational neurosensory deafness in civil aviation flight personnel]

The article covers implementation of regulatory and legal concepts in prevention of risk caused by hazardous effects of noise in civil aviation flight personnel. The authors analyzed case histories of civil aviation flight personnel patients examined in occupational diseases clinic, with first diagnosed occupational neurosensory deafness.

Lifestyle factors, direct and indirect costs for a Brazilian airline company

OBJECTIVE To analyze lifestyle risk factors related to direct healthcare costs and the indirect costs due to sick leave among workers of an airline company in Brazil. METHODS In this longitudinal 12-month study of 2,201 employees of a Brazilian airline company, the costs of sick leave and healthcare were the primary outcomes of interest. Information on the independent variables, such as gender, age, educational level, type of work, stress, and lifestyle-related factors (body mass index, physical activity, and smoking), was collected using a questionnaire on enrolment in the study. Data on sick leave days were available from the company register, and data on healthcare costs were obtained from insurance records. Multivariate linear regression analysis was used to investigate the association between direct and indirect healthcare costs with sociodemographic, work, and lifestyle-related factors. RESULTS Over the 12-month study period, the average direct healthcare expenditure per worker was US$505.00 and the average indirect cost because of sick leave was US$249.00 per worker. Direct costs were more than twice the indirect costs and both were higher in women. Body mass index was a determinant of direct costs and smoking was a determinant of indirect costs. CONCLUSIONS Obesity and smoking among workers in a Brazilian airline company were associated with increased health costs. Therefore, promoting a healthy diet, physical activity, and anti-tobacco campaigns are important targets for health promotion in this study population.

Risk factors for injuries during airborne static line operations

US Army airborne operations began in World War II. Continuous improvements in parachute technology, aircraft exit procedures, and ground landing techniques have reduced the number of injuries over time from 27 per 1,000 descents to about 6 per 1,000 jumps. Studies have identified a number of factors that put parachutists at higher injury risk, including high wind speeds, night jumps, combat loads, higher temperatures, lower fitness, heavier body weight, and older age. Airborne injuries can be reduced by limiting risker training (higher wind speeds, night jumps, combat load) to the minimum necessary for tactical and operational proficiency. Wearing a parachute ankle brace (PAB) will reduce ankle injuries without increasing other injuries and should be considered by all parachutists, especially those with prior ankle problems. A high level of upper body muscular endurance and aerobic fitness is not only beneficial for general health but also associated with lower injury risk during airborne training.

US commercial air tour crashes, 2000-2011: burden, fatal risk factors, and FIA Score validation

INTRODUCTION

This study provides new public health data concerning the US commercial air tour industry. Risk factors for fatality in air tour crashes were analyzed to determine the value of the FIA Score in predicting fatal outcomes.

METHODS

Using the Federal Aviation Administration's (FAA) General Aviation and Air Taxi Survey and National Transportation Safety Board data, the incidence of commercial air tour crashes from 2000 through 2010 was calculated. Fatality risk factors for crashes occurring from 2000 through 2011 were analyzed using regression methods. The FIA Score, Li and Baker's fatality risk index, was validated using receiver operating characteristic (ROC) curves.

RESULTS

The industry-wide commercial air tour crash rate was 2.7 per 100,000 flight hours. The incidence rates of Part 91 and 135 commercial air tour crashes were 3.4 and 2.3 per 100,000 flight hours, respectively (relative risk [RR] 1.5, 95% confidence interval [CI] 1.1-2.1, P=0.015). Of the 152 air tour crashes that occurred from 2000 through 2011, 30 (20%) involved at least one fatality and, on average, 3.5 people died per fatal crash. Fatalities were associated with three major risk factors: fire (adjusted odds ratio [AOR] 5.1, 95% CI 1.5-16.7, P=0.008), instrument meteorological conditions (AOR 5.4, 95% CI 1.1-26.4, P=0.038), and off-airport location (AOR 7.2, 95% CI 1.6-33.2, P=0.011). The area under the FIA Score's ROC curve was 0.79 (95% CI 0.71-0.88).

DISCUSSION

Commercial air tour crash rates were high relative to similar commercial aviation operations. Disparities between Part 91 and 135 air tour crash rates reflect regulatory disparities that require FAA action. The FIA Score appeared to be a valid measurement of fatal risk in air tour crashes. The FIA should prioritize interventions that address the three major risk factors identified by this study.

Impact of aviation non-CO₂ combustion effects on the environmental feasibility of alternative jet fuels

Alternative fuels represent a potential option for reducing the climate impacts of the aviation sector. The climate impacts of alternatives fuel are traditionally considered as a ratio of life cycle greenhouse gas (GHG) emissions to those of the displaced petroleum product; however, this ignores the climate impacts of the non-CO(2) combustion effects from aircraft in the upper atmosphere. The results of this study show that including non-CO(2) combustion emissions and effects in the life cycle of a Synthetic Paraffinic Kerosene (SPK) fuel can lead to a decrease in the relative merit of the SPK fuel relative to conventional jet fuel. For example, an SPK fuel option with zero life cycle GHG emissions would offer a 100% reduction in GHG emissions but only a 48% reduction in actual climate impact using a 100-year time window and the nominal climate modeling assumption set outlined herein. Therefore, climate change mitigation policies for aviation that rely exclusively on relative well-to-wake life cycle GHG emissions as a proxy for aviation climate impact may overestimate the benefit of alternative fuel use on the global climate system.

An exploration of the utility of mathematical modeling predicting fatigue from sleep/wake history and circadian phase applied in accident analysis and prevention: the crash of Comair Flight 5191

On 27 August 2006 at 0606 eastern daylight time (EDT) at Bluegrass Airport in Lexington, KY (LEX), the flight crew of Comair Flight 5191 inadvertently attempted to take off from a general aviation runway too short for their aircraft. The aircraft crashed killing 49 of the 50 people on board. To better understand this accident and to aid in preventing similar accidents, we applied mathematical modeling predicting fatigue-related degradation in performance for the Air Traffic Controller on-duty at the time of the crash. To provide the necessary input to the model, we attempted to estimate circadian phase and sleep/wake histories for the Captain, First Officer, and Air Traffic Controller. We were able to estimate with confidence the circadian phase for each. We were able to estimate with confidence the sleep/wake history for the Air Traffic Controller, but unable to do this for the Captain and First Officer. Using the sleep/wake history estimates for the Air Traffic Controller as input, the mathematical modeling predicted moderate fatigue-related performance degradation at the time of the crash. This prediction was supported by the presence of what appeared to be fatigue-related behaviors in the Air Traffic Controller during the 30 min prior to and in the minutes after the crash. Our modeling results do not definitively establish fatigue in the Air Traffic Controller as a cause of the accident, rather they suggest that had he been less fatigued he might have detected Comair Flight 5191's lining up on the wrong runway. We were not able to perform a similar analysis for the Captain and First Officer because we were not able to estimate with confidence their sleep/wake histories. Our estimates of sleep/wake history and circadian rhythm phase for the Air Traffic Controller might generalize to other air traffic controllers and to flight crew operating in the early morning hours at LEX. Relative to other times of day, the modeling results suggest an elevated risk of fatigue-related error, incident, or accident in the early morning due to truncated sleep from the early start and adverse circadian phase from the time of day. This in turn suggests that fatigue mitigation targeted to early morning starts might reduce fatigue risk. In summary, this study suggests that mathematical models predicting performance from sleep/wake history and circadian phase are (1) useful in retrospective accident analysis provided reliable sleep/wake histories are available for the accident personnel and, (2) useful in prospective fatigue-risk identification, mitigation, and accident prevention.

Validity of suspected alcohol and drug violations in aviation employees

AIMS

In the United States, transportation employees who are suspected of using alcohol and drugs are subject to reasonable-cause testing. This study aims to assess the validity of suspected alcohol and drug violations in aviation employees.

METHODS

Using reasonable-cause testing and random testing data from the Federal Aviation Administration for the years 1995-2005, we calculated the positive predictive value (PPV) and positive likelihood ratio (LR+) of suspected alcohol and drug violations. The true status of violations was based on testing results, with an alcohol violation being defined as a blood alcohol concentration of ≥0.04 mg/dl and a drug violation as a test positive for marijuana, cocaine, amphetamines, phencyclidine or opiates.

RESULTS

During the 11-year study period, a total of 2284 alcohol tests and 2015 drug tests were performed under the reasonable-cause testing program. The PPV was 37.7% [95% confidence interval (CI), 35.7-39.7%] for suspected alcohol violations and 12.6% (95% CI, 11.2-14.1%) for suspected drug violations. Random testing revealed an overall prevalence of 0.09% for alcohol violations and 0.6% for drug violations. The LR+ was 653.6 (95% CI, 581.7-734.3) for suspected alcohol violations and 22.5 (95% CI, 19.6-25.7) for suspected drug violations.

CONCLUSION

The discriminative power of reasonable-cause testing suggests that, despite its limited positive predictive value, physical and behavioral observation represents an efficient screening method for detecting alcohol and drug violations. The limited positive predictive value of reasonable-cause testing in aviation employees is due in part to the very low prevalence of alcohol and drug violations.

The SKYNET data: demography and injury reporting in Swedish skydiving

BACKGROUND

The Swedish Parachute Association (SFF) national registry of skydiving injuries is one of the few trauma databases available for research on sport parachuting. The usefulness of this compulsory reporting system may benefit from a description of its base population and an evaluation of its sensitivity and specificity.

METHODS

Cross-sectional analysis based on data collected through a web-based questionnaire (SKYNET), from all persons renewing a Swedish skydiving license 2008 (n=1049). Sensitivity was measured as the proportion of injury events fulfilling the reporting criterion (injury event requiring care of a physician) that were actually reported, by comparing the injury events reported to the SFF during the skydiving seasons 2006 and 2007 with the injury events retrospectively reported to the web-based questionnaire for the same time period. Specificity was measured as the proportion of false positives in relation to the defined reporting criterion for the same time period. Self-stated bone fractures, shoulder dislocations and cruciate ligament injuries were labeled as non-minor injuries. Factors affecting the likelihood of reporting were evaluated using logistic regression.

RESULTS

The response rate was 100%. The overall sensitivity of the reporting system 2006/2007 was 0.37 (95% confidence interval (CI) 0.24-0.51). With self-stated non-minor injuries as the target for reporting, the sensitivity was 0.67 (95% CI 0.43-0.85). No significant effect on reporting was found for gender, age, license level, years in the sport, total number of jumps or club affiliation. The specificity was 0.91 (95% CI 0.83-0.95). Descriptive statistics of the Swedish skydiving population show several gender differences.

CONCLUSIONS

The low sensitivity will yield false low incidence calculations, but as there is no evidence for differential underreporting, risk comparisons related to the candidate predictor variables appear reasonably valid. The false positive reporting warrants assortment of incoming data and a clarification of the reporting criteria. Attitudes to reporting may be of value to study, to understand the drivers and constraints for achieving a more complete notification of skydiving injuries.

Risk and severity of injury in a population of BASE jumpers

AIM

To determine the frequency and severity of accidents in a population of BASE jumpers (people who jump with parachute from a fixed object such as from a cliff).

METHODS

To determine the frequency and characteristics of BASE jumping accidents, a cross-sectional survey of experienced BASE jumpers was completed.

RESULTS

35 BASE jumpers enrolled in the study. Findings revealed that there were approximately 9914 jumps made and the estimated rate of injury was 0.4%. 39 accidents involving 21 (60%) BASE jumpers were found. 28 accidents (72%) predominantly involved the lower limbs, 12 (31%) involved the back/spine, 7 (18%) the upper limbs, and 1 (3%) was a head injury.

CONCLUSION

BASE jumping is associated with a high risk of serious injury and appears to be significantly more dangerous than skydiving.

MMLC - ISCS aviation and hazardous sports study

OBJECTIVE

This study used the Impairment Study Capture System (ISCS) to examine the relationship between mortality and participation in aviation and/or hazardous sports in an insured population.

BACKGROUND

With ever improving mortality in the industry, the significance of mortality from these "risky" activities may be more impactful than ever. This study fills a 20-year gap in intercompany studies of these risks.

METHODS

We studied 45,206 policies submitted through the ISCS between 1989 and 2004 with codes signifying recent or anticipated participation in aviation or hazardous sports. Aviation activity included both private and commercial flying and was crudely stratified by hours flown. Hazardous sports included motor vehicle racing, flying in other than conventional aircraft, underwater sports, and other. Excess death rates per thousand, relative to the 2001 VBT were computed. Results were stratified by underwriting factors of interest.

RESULTS

Sixty-nine deaths were observed in the aviation study and 60 in hazardous sports over an average followup of 3.2 years. An additional 6 deaths were observed in policies belonging to both studies. Extra mortality was observed for aviation in early durations only whereas mortality from hazardous sports persisted longer. Mortality was higher for policies rated for these activities vs those issued at standard rates. No other variable of underwriting significance was meaningful.

CONCLUSIONS

Life insurance underwriting identifies the least risky of these activities and classifies them appropriately. The absence of extra mortality in later durations may be real or could be the artifact of study design.

Energy and transport

We examine the links between fossil-fuel-based transportation, greenhouse-gas emissions, and health. Transport-related carbon emissions are rising and there is increasing consensus that the growth in motorised land vehicles and aviation is incompatible with averting serious climate change. The energy intensity of land transport correlates with its adverse health effects. Adverse health effects occur through climate change, road-traffic injuries, physical inactivity, urban air pollution, energy-related conflict, and environmental degradation. For the world's poor people, walking is the main mode of transport, but such populations often experience the most from the harms of energy-intensive transport. New energy sources and improvements in vehicle design and in information technology are necessary but not sufficient to reduce transport-related carbon emissions without accompanying behavioural change. By contrast, active transport has the potential to improve health and equity, and reduce emissions. Cities require safe and pleasant environments for active transport with destinations in easy reach and, for longer journeys, public transport that is powered by renewable energy, thus providing high levels of accessibility without car use. Much investment in major road projects does not meet the transport needs of poor people, especially women whose trips are primarily local and off road. Sustainable development is better promoted through improving walking and cycling infrastructures, increasing access to cycles, and investment in transport services for essential needs. Our model of London shows how increased active transport could help achieve substantial reductions in emissions by 2030 while improving population health. There exists the potential for a global contraction and convergence in use of fossil-fuel energy for transport to benefit health and achieve sustainability.

An analysis of U.S. parachuting fatalities: 2000-2004

Between 2000 and 2004, 125 recreational parachuting fatalities were reported in the USA. Each was categorized using a previously reported taxonomy. While patterns of skydiving fatality were largely unchanged since the last such analysis of fatalities from 1993-1999, some variations were noted. As in previous analyses, most of the recent skydiving fatalities were the direct result of human error. Some examples of commonplace human error fatalities were turning low to the ground resulting in a hard landing, accidentally colliding with other skydivers resulting in entangled parachutes, and failure to deploy the reserve parachute correctly in the event of malfunctioning main parachute.

Injuries in Swedish skydiving

OBJECTIVE

To create a basis for prevention of modern skydiving injuries.

DESIGN

Descriptive epidemiological study.

SETTING

National total material.

PATIENTS

Data on all reported injury events (n = 257) in Swedish skydiving 1999-2003 (total 539,885 jumps) were retrieved from the Swedish Parachute Association. Non-fatally injured skydivers were sent a questionnaire asking for event and injury details (response rate 89%), and supplementary hospital records were retrieved for the most serious injuries (n = 85). Human, equipment and environmental factors were assessed for risk.

MAIN OUTCOME MEASUREMENTS

Frequency and severity of injuries.

RESULTS

Incidence of non-fatal injury events was 48 per 100,000 jumps. The lower extremities, spine and shoulders were important regions of injury. The most serious injuries were experienced by licensed skydivers, but students in training had a higher injury rate and more often left the sport because of the injury. Of two student-training systems, one had an incidence less than half that of the other.

CONCLUSIONS

A basis for prevention was created, showing a potential for reduction of frequency and severity of injuries with training and technical interventions.

Mortality among Rocketdyne workers who tested rocket engines, 1948-1999

OBJECTIVE

The objective of this study was to evaluate potential health risks associated with testing rocket engines.

METHODS

A retrospective cohort mortality study was conducted of 8372 Rocketdyne workers employed 1948 to 1999 at the Santa Susana Field Laboratory (SSFL). Standardized mortality ratios (SMRs) and 95% confidence intervals (CIs) were calculated for all workers, including those employed at specific test areas where particular fuels, solvents, and chemicals were used. Dose-response trends were evaluated using Cox proportional hazards models.

RESULTS

SMRs for all cancers were close to population expectations among SSFL workers overall (SMR = 0.89; CI = 0.82-0.96) and test stand mechanics in particular (n = 1651; SMR = 1.00; CI = 0.86-1.16), including those likely exposed to hydrazines (n = 315; SMR = 1.09; CI = 0.75-1.52) or trichloroethylene (TCE) (n = 1111; SMR = 1.00; CI = 0.83-1.19). Nonsignificant associations were seen between kidney cancer and TCE, lung cancer and hydrazines, and stomach cancer and years worked as a test stand mechanic. No trends over exposure categories were statistically significant.

CONCLUSION

Work at the SSFL rocket engine test facility or as a test stand mechanic was not associated with a significant increase in cancer mortality overall or for any specific cancer.

Fatalities in Swedish skydiving

Exact risk patterns in skydiving fatalities are not well known, but incomplete world injury data indicate that many are preventable. A comprehensive national material for Sweden of 37 skydiving fatalities 1964-2003 were reviewed to identify risk factors. In relation to jump volume, the period 1994-2003 had a fatality rate 11 times lower than 1964-1973. Student skydivers had the highest risk of fatal outcome, often caused by instability in freefall leading to unstable parachute activation with subsequent line entanglement, or parachute activation failure. Unintentional water landings also contributed to student fatality, with life jacket malfunctions, neglect to use life jackets, and automatic reserve parachute activation devices activated by water as aggravating factors. One-third of all fatalities had an inflated and operational parachute at some point prior to injury. A drastic worldwide increase in fatal landing incidents with fast wing parachutes during the 1990s did not occur in Sweden. Every fourth fatality caused by rapid deceleration against ground or water survived impact and died during transports or in hospitals. Rescue units and health care providers can improve management of skydiving incidents from knowledge about the incident and injury mechanisms we have described, and the skydiving community can target risk factors in preventive safety work.