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PubMed1975

The management of radioactive wastes resulting from emergency situations on land and sea.

The term 'emergency' applies to unplanned events that have generated, or had the potential to generate, radioactive wastes that could not be handled locally. Reports of past emergencies form the basis for discussion of future trends in emergency situations, the factors that influence waste management, the technology of waste management and personnel requirements. The number of past emergencies has been small and these have not increased the volume of radioactive wastes significantly. The majority of future emergencies are likely to be associated with reactors as they have been in the past. Little change in the nature of the waste is expected, although the greater use of separated plutonium may create some new problems. The factors that influence emergency waste management fall into two categories, those that are concerned with the location of the emergency event, and those concerned with the characteristics of the wastes. As in the past, it can be expected that in most emergencies proven waste management techniques will be adapted to suit the local circumstances but there is a need for simpler and more economic methods. Trained personnel and comprehensive planning are cited as key factors in successful waste management operations.

Accidents↗
PubMed2001

Dental identification after two mass disasters in Croatia.

AIM: To determine the usefulness of dental methods in the identification of victims in the railway accident in Zagreb (August 30, 1974) and midair collision of a British and a Slovenian airplane near Vrbovec (September 10, 1976). METHODS: There were 152 people killed in the railway accident, and 176 fatalities in the plane crash (63 in the British and 113 in the Slovenian plane). Individual victim identification and autopsy forms, and group identification reports were analyzed. RESULTS: Of the railway accident victims, 111 were identified. Dental characteristics, along with clothes, personal descriptions, personal documents, fingerprints, and jewelry, proved to be decisive in 5% of the cases. All 63 passengers and crew members from the British plane were identified; in 33% of the victims dental features, along with other characteristics, were decisive. From the Slovenian plane 103 victims were identified, 14% exclusively by teeth and 16% by teeth in combination with other characteristics. Ten bodies remained unidentified. CONCLUSION: The reasons for the small number of dental identifications in the victims of the railway accident were incomplete or unavailable antemortem data provided by relatives and friends of the deceased, and the predominant orientation toward other forensic identification methods. The significant number of dental identifications in the plane crash is explained by the provision of complete and accurate antemortem odontological data. Dental characteristics proved to be particularly valuable in the identification of carbonized victims.

Accidents, Aviation↗
PubMed1992

[Disasters in former East Germany--experiences and problems of the Leipzig "Identification" Task Group].

Mass-disasters with high numbers of victims are a real challenge to the specialists. The role of forensic experts is generally emphasized. The missions of the Leipzig Taskgroup for identification and the experience gained during them confirm, that special training necessary staff members is. Compared with the general signs of identity, like clothing, jewelry and accessories, scars etc., the marks of ears and observations of forensic odonto-stomatology provide good chances for identification. For forensic odonto-stomatology, we developed computer programs.

Accidents, Aviation↗
PubMedDate not supplied

Surveillance of traumatic occupational fatalities in Alaska--implications for prevention.

Data on occupational injury fatalities in Alaska for the period 1980-85 were complied from workers' compensation claims and death certificates. These data yielded 422 unique cases for the 6-year period, for an average annual fatality rate of 36.3 per 100,000 workers. This rate is 5 times higher than the Bureau of Labor Statistics estimate of 7.6 per 100,000 for the United States during the same period. The four industries with the highest fatality rates were the same for Alaska as for the nation (agriculture-forestry-fishing, construction, mining, and transportation-communication-public utilities). The leading causes of occupational fatalities in Alaska, however, were considerably different than for the United States as a whole. Nationally, motor vehicles and industrial equipment accidents are the leading causes of death. In Alaska, the leading causes of occupational injury mortality are aircraft crashes and drowning. These findings highlight the benefit of local surveillance in planning prevention strategies.

Accidents, Aviation↗
PubMed1992

Fatal occupational injury related to helicopters in the United States 1980-1985.

This paper discusses characteristics of occupational traumatic deaths, caused by helicopters, during 1980-1985. Death certificate data are used to describe demographic characteristics and causes of death. Information from National Transportation Safety Board (NTSB) investigations is used to describe pilot experience and environmental circumstances surrounding the incident. During 1980-1985, 374 worker deaths involving helicopters were identified in the National Traumatic Occupational Fatality (NTOF) database. The majority of deaths resulted from trauma to body organs (including the brain). According to NTSB investigations, 59% of crashes in this study were attributed to pilot error, compared to 16.5% from mechanical failure of the helicopter. Thirty percent of deaths were related to military use of helicopters. While death due to occupational exposure to helicopters is not common, some workers (e.g., helicopter pilots) appear to be at especially high risk. This group should be studied further to develop better strategies for their protection.

Accidents, Aviation↗
PubMedDate not supplied

[Principles of medical and trace examinations in expert evaluation of transport accident traumas based on roentgenological methods].

Airtraffic and car traumas illustrate possibilities of x-ray methods in expert examination of transport trauma. X-ray data is most important in clarification of traumatic mechanisms and defects on the clothes of the victims which point to the accident details. Further accumulation of the material will allow introduction of more precise assays of the signs assessment.

Accidents, Aviation↗
PubMed2006

Human factors in remotely piloted aircraft operations: HFACS analysis of 221 mishaps over 10 years.

BACKGROUND: A primary tool for evaluating fielded systems is to review mishaps. This study is a 10-yr cross-sectional quantitative analysis of the distribution and determinants of operator error in remotely piloted aircraft (RPA) mishaps within the U.S. military services using a standardized human factors taxonomy and a hierarchical model of human error. METHODS: Data on RPA mishaps during fiscal years 1994-2003 were obtained from the Air Force, Army, and Navy/Marines safety centers. Mishap reports were reviewed and human factors coded using the Department of Defense's Human Factors Analysis and Classification System (HFACS). Binary logistic regression was used to create models predicting operator error. RESULTS: A total of 221 mishaps were identified, of which 60.2% involved operations-related human causal factors. The frequency of human factors mishaps was 79.1%, 39.2%, and 62.2% for the Air Force, Army, and Navy/Marines, respectively. Latent failures at the organizational level were most prevalent and were associated with both operator error and mechanical failures. Predictors of operator error were technological environment and cognitive factors in the Air Force; organizational processes, psycho-behavioral factors, and crew resource management in the Army; and organizational processes, inadequate supervision, planned inappropriate operations, physical and technological environments, and cognitive and psycho-behavioral factors in the Navy. The frequency of specific types of errors differed between the services with skill-based errors more common in the Air Force and violations in the Army. CONCLUSION: Recurring human factors failure at the organizational, supervision, preconditions, and operator levels have contributed to more than half of RPA mishaps.

Accidents, Aviation↗
PubMed1991

Should helicopter frequent flyers wear head protection? A study of helmet effectiveness.

Flight helmets have been recommended as aircrew head protection since 1908, yet debate continues regarding their effectiveness. Estimates of helmet use in civilian helicopter aeromedical programs range from 6.5% to 13%. The effectiveness of the Army's SPH-4 flight helmet in reducing severe head injuries sustained during helicopter accidents was evaluated using the accident data base at the US Army Safety Center, Fort Rucker, Alabama. Analysis was restricted to severe (Class A) accidents that were at least partially survivable, using US Army Safety Center criteria. Occupants not wearing a protective helmet were significantly more likely to sustain severe and fatal head injuries than were occupants wearing the SPH-4 (RR = 3.8 and 6.3, respectively; P less than .01). Unhelmeted noncockpit occupants were at higher risk of head injuries (RR = 5.3 and 7.5; P less than .01). All personnel regularly participating in helicopter flight, civilian or military, should be equipped with protective headgear.

Accidents, Aviation↗
PubMed1989

Occupational injuries suffered by flight attendants while on board.

Inflight occupational injuries suffered by flight attendants are an important cause of medical disabilities. Mexicana Airlines has made an evaluation of this problem from 1983 to 1987. The injuries most frequently observed were contusions, skin cuts, sprains, fractures, spine disorders, and severe barotitis. The anatomic regions commonly affected were the hands, feet, and spine. These injuries are responsible for 15,573 work days lost for the average of 1,631 flight attendants. This study identified some unsafe actions and conditions in the flight attendants' working environment. The company has initiated an extensive training program to avoid unsafe actions and to eliminate certain unsafe conditions where possible.

Absenteeism↗
PubMed1989

Personal characteristics related to accident histories of Canadian pilots.

Over 8,800 returns of a questionnaire, distributed to Canadian pilots, were analyzed. Items were chiefly about life events, hobbies, humour, and characteristics which might bear on susceptibility to "pilot error" accidents. Sets of items were compiled which discriminated whether or not respondents had had an aircraft accident in the past 10 years. Around 70% of the respondents could be classified correctly according to the self-reported accident criterion. Somewhat over half the items were significant accident markers in at least one of four pilot-license categories examined. There was surprisingly little evidence of a "macho" syndrome associated with aircraft accidents; for example, participation in relatively risky hobbies was often negatively related to accident history. This report, like much past research, is entirely retrospective, so that some significant accident markers may only reflect accident aftereffects. Since the questionnaire was not anonymous, however, a follow-up study on the prediction of future accidents is feasible and is being considered.

Accidents, Aviation↗
PubMed1988

[Traumatic tricuspid insufficiency. 5 cases].

Five men (mean age 39 years) were followed up for 6 to 60 months for tricuspid valve regurgitation caused by a front-to-back injury (in a car in four cases, in an aircraft in one case). The time elapsed between the accident and the signal symptoms varied from 28 days to 20 years. The condition was diagnosed on clinical data (stage 2) and on the results of echocardiography and cardiac catheterization. Four patients were operated upon and provided with a bioprosthetic valve. The post-operative period was marked by resolutive atrioventricular block in one case and inferior myocardial infarction in one case. Four points ought to be highlighted: 1. The long-term development of dilatation of the annulus, cicatricial fibrosis or altered left ventricular contractility; 2. The usefulness of pulsed Doppler echocardiography for the diagnosis and surgical indications (quantification of the regurgitation, right ventricular kinetics); 3. The adaptation of treatment to the lesion: repair whenever possible, or annuloplasty, or bioprosthetic valve replacement (mechanical valves must be excluded); 4. The time for surgery is difficult to determine in view of the asymptomatic period, which may be very long. The decision to operate is based on clinical, echocardiographic, haemodynamic and dromotropic (complete arrhythmia due to atrial fibrillation) data. This decision must be reached before right ventricular myocardial deterioration sets in.

Accidents, Aviation↗
PubMedDate not supplied

[Mathematical modeling of the kinematic reaction of the human body to impact accelerations].

This paper considers the problem of selecting the structure of a mathematical model that describes the kinematic reactions of the human body during traffic accidents. The paper presents a calculation procedure and a program that allow selection of a structure (up to 17 elements) without deriving repeatedly equations of motion as well as automatic recalculation of all inertia and size parameters.

Acceleration↗