Biomedical subjects

G B McNaughton

Publications and source records attributed to G B McNaughton.

5 recordsLinked to original sources

PubMed1983

Smoke/fumes in the cockpit.

During the period 1970-80, there were reported in USAF 89 incidents of smoke/fumes in the cockpit during flight. The origin of the fumes in most cases was organic petroleum derivatives, which caused a multitude of symptoms including CNS dysfunction and mucous membrane irritation. Flight surgeons should be well-read in aerospace toxicology because of the threat to flying safety posed by the many fluids and substances necessary for the operation of today's modern aircraft.

Accidents, Aviation↗

PubMed1983

Sudden incapacitation: USAF experience, 1970-80.

During the period 1970-80, there were reported 146 cases of in-flight sudden incapacitation in the USAF. Of these, 62 involved pilots, 14 were navigators, and 70 were student pilots. The etiologies of sudden incapacitation included illness without loss of consciousness, loss of consciousness, spatial disorientation, and improper M-1 maneuver. Each of these categories is analyzed with emphasis upon prevention, for example, not flying with symptomatic preexisting disease, continued emphasis upon spatial disorientation training, and correct performance of the M-1 maneuver. Based upon the data, conclusions and recommendations are suggested to minimize the risk of episodes of in-flight sudden incapacitation.

Accidents, Aviation↗

PubMed1983

Decompression sickness: USAF experience 1970-80.

During the period 1970-80, there were 58 cases of decompression sickness in one of its forms reported in USAF aircrewmen. These cases occurred in a number of different types of aircraft in which cabin/cockpit depressurization occurred either intentionally (because of operational requirements) or because of mechanical malfunction. The most common manifestation of decompression sickness was bends, although some airmen experienced various degrees of neurological dysfunction. Even though none of the aircraft was lost or damaged due to crew incapacitation, the threat was clearly there. The authors briefly review decompression sickness including prevention, treatment, and aeromedical disposition.

Adult↗

PubMed1983

Hypoxia: USAF experience 1970-1980.

During 1970-80, 298 USAF aircrewmen were reported as having experienced in-flight hypoxia. Although none of the incidents resulted in an aircraft accident, the potential was there in that many of the reported symptoms were incapacitating to some degree. Most often, the cause of the hypoxia incident was due to cockpit/cabin depressurization or some other malfunction of the oxygen system. However, it was sometimes due to poor oxygen discipline. The authors emphasize that, with a thorough preflight inspection of the mask, hose, and connections as well as a PRICE check, the risk of in-flight hypoxia would be significantly reduced.

Accidents, Aviation↗

PubMed1977

Visual field contraction during G stress at 13 degrees, 45 degrees, and 65 degrees seatback angles.

In support of the High Acceleration Cockpit program, two groups of six experienced subjects, operating a high-resolution visual field limit tracker, were exposed to gradual-onset (0.067 G/s) G stress to a 7-G maximum on the USAFSAM human centrifuge. Data obtained from one group described the G-induced vertical visual field contraction, and that from the other described horizontal visual field contraction--as they occurred in relaxed subjects in seats with 13 degrees, 45 degrees, and 65 degrees seatback angles. Curves of peripheral vision remaining vs. G level indicated a statistically significant difference in tolerance provided by the 65 degrees seat over that provided by the 13 degrees and 45 degrees seats in the 5- to 7-G range, and a significant difference in tolerance provided by the 45 degrees and 65 degrees seats over that provided by the 13 degrees seat in the 4- to 5-G range. Two-dimensional reconstructions of the superior half of mean binocular vision remaining at the various levels of G stress showed complete visual loss near 5 G in the 13 degrees seat, complete loss near 6 G in the 45 degrees seat, and substantial peripheral vision remaining at 7 G in the 65 degrees seat.

Aerospace Medicine↗