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At least 19 recordsLinked to original sources
PubMed1991

Toxicological findings in Federal Aviation Administration general aviation accidents.

Blood, urine, and tissue specimens were received from 377 Federal Aviation Administration (FAA) aviation fatalities during fiscal year 1989. Carbon monoxide at less than 10% saturation was found in 94% of the cases, and cyanide at less than 0.5 mg/L was found in 96% of the cases. Ethanol at greater than 10 mg/dL was found in 14.8% of the cases, but only 4.5% were determined to be due to ethanol ingestion from toxicological findings. Excluding nicotine and ethanol, 12.6% of the cases were positive for one or more drugs. Acetaminophen and salicylate were the most frequently found drugs. Cannabinoids were found in 1.3% of the cases and benzoylecgonine in 1.6%. There was minimal use of therapeutic drugs that cause central nervous system depression or stimulation. These results show no consistent pattern of drug involvement in civilian aviation fatalities.

Accidents, Aviation↗
PubMed2000

Radiation exposure during air travel: guidance provided by the Federal Aviation Administration for air carrier crews.

Air carrier crews are occupationally exposed to ionizing radiation, principally from galactic cosmic radiation. To promote radiation safety in aviation the Federal Aviation Administration has: issued educational material on the nature of the radiation received during air travel; recommended radiation exposure limits for pregnant and nonpregnant aircrew members; developed computer programs that estimate for a given flight profile the amount of galactic radiation received on a current flight or on one flown at any time back to January 1958; published tables that enable aircrew members to estimate possible health risks associated with their occupational exposure to radiation; and conducted research on effects of radiation during pregnancy. References for this material are given in the article. In addition, graphic and tabular data in the article show how galactic radiation levels and the composition of the galactic radiation has changed between 1958 and 1999. Also given are estimates of effective doses received by air travelers on a wide variety of air carrier flights.

Aircraft↗
PubMed2002

Field experience with the FAA's Web-based medical certification system "AMCS/DIWS". Federal Aviation Administration.

The October 1, 1999, introduction in the U.S. of a Web-based medical certification process for civil aircrew opened a new era within civil aviation. The Federal Aviation Administration's (FAA) Aeromedical Certification System/Document Imaging Workflow System (AMCS/DIWS) has imposed certain new requirements on the designated Aviation Medical Examiners (AMEs), including the use of Internet systems and procedures. A number of AMEs elected to discontinue their work as the classic medical certification processes were replaced. The authors document their personal experience with respect to the new system, and cite the overall advantages that modernized medical certification procedures bring. These advantages include far fewer "mistakes of omission" by AMEs, more timely receipt by the FAA of aircrew certification data, and a developing master aircrew database for analytic studies.

Aerospace Medicine↗
PubMed2000

The NIOSH/FAA Working Women's Health Study: evaluation of the cosmic-radiation exposures of flight attendants. Federal Aviation Administration.

Air crew are exposed to elevated levels of cosmic ionizing radiation of galactic and solar origin and are among the more highly exposed occupational groups to ionizing radiation in the United States. Depending on flight route patterns, the annual dose may range from 0.2 to 5 mSv. By comparison, the average annual radiation dose equivalent of occupationally exposed adults in the United States is estimated to be 1.1 mSv. Cosmic-radiation dose depends primarily on altitude and geomagnetic latitude and to a lesser degree on solar activity. Although the International Commission on Radiological Protection has recommended that air crew exposures to natural radiation in-flight be treated as occupational exposures, United States flight crew exposures to natural cosmic radiation are not regulated or typically monitored. There are approximately 148,000 air crew (flight deck crew and flight attendants) in the United States.

Adult↗
PubMed1991

Special conditions: modified Boeing Model 767-200 and -300 series airplanes; installation of a medical oxygen system utilizing liquid oxygen--Federal Aviation Administration. Final special conditions; request for comments.

These special conditions are issued to E-Systems for design of Civil Reserve Air Fleet aeromedical evacuation ship set kits used to modify Boeing Model 767-200 and -300 series airplanes. Removal of existing passenger seats and installation of the kit will result in these airplanes being equipped with an aeromedical evacuation interior that can accommodate up to 111 litter patients and their attendants. The aeromedical evacuation ship set kit includes an additional oxygen system, utilizing liquid oxygen for storage, that provides medical oxygen for the litter patients. The applicable regulations do not contain adequate or appropriate safety standards for the design and installation of liquid oxygen systems. These special conditions contain the additional safety standards which the Administrator considers necessary to ensure that the design and installation of the liquid oxygen system is such that a level of safety equal to that intended by the applicable regulations is provided.

Aircraft↗
PubMed1991

Anti-drug program for personnel engaged in specified aviation activities--Federal Aviation Administration. Final rule.

On November 14, 1988, the FAA issued a final rule requiring specified aviation employers and operators to submit and implement anti-drug programs for personnel performing sensitive safety- and security-related functions. This final rule modifies that rule by excluding most entities conducting operations that do not require a part 121 or 135 certificate. Entities conducting sightseeing flights in an airplane or rotorcraft for compensation or hire will continue to be covered by the rule.

Aircraft↗
PubMed1975

Federal Aviation Administration's behavioral research program for defense against hijackings.

Behavioral research has been significant contributions to the government's successful program for defense against hijackers. Today's boarding gate defenses have a leading role in that program, but they were rejected until creation of the behavioral profile made selective search feasible. Metal detectors now make search of all travelers practical but with increasing involvement of boarding gate employees, so a behavioral program is used to monitor their performance. Experience shows that some persons have penetrated boarding gate defenses, so another requirement was in-flight defenses. Flightpersonnel had defeated some past hijackers, so a behavioral analysis of past hijackings was used to identify tactics for in-flight defense. These were incorporated into training programs and distributed to all U.S. airlines, many government organizations, and foreign carriers. Research continues for updating these and developing new courses for special needs, such as defense against gangs.

Accidents, Aviation↗
PubMed1984

Regulations and the air ambulance.

The recent biopolitical history of air ambulance development and the need for regulations is reviewed. There has been significant interaction between Aerospace Medical Association committees, the Federal Aviation Administration, and the Civil Aeronautics Board. The Federal Aviation Administration's Advanced Notice and Withdrawal of Proposed Rulemaking, the latter based on the FAA supposition that the "majority" of states had enacted regulations and guidelines, is compared to actual data that only seven states have regulations and two have guidelines. The precedence for FAA to act on regulations is established. The Aerospace Medical Association and the National Highway Traffic Safety Administration - not the FAA - have established and documented excellent guidelines. The FAA is providing a valuable service to aviation in general and air ambulance operations specifically through physiological training at military facilities which can provide information to promote patient protection in air ambulance operations.

Accident Prevention↗
PubMed1995

Health physics and aviation: 1990-1994.

For several years, the U.S. Federal Aviation Administration has explicitly recognized flight crew members as workers who are occupationally exposed to radiation. To help these workers assess their radiation risks, the FAA has developed a computer program that will estimate cosmic-ray exposures from individual flights. They have published documents which inform crew members of the statistical risks associated with their radiation exposure, and they have issued an advisory to the commercial air carriers suggesting that they institute an appropriate educational program for their employees. These developments represent a significant change from ten years ago when the Federal Aviation Administration concluded that, in the area of in-flight radiation exposure, any regulatory involvement on their part would be unwarranted because the vast majority of crew members would not exceed the recommended maximum permissible dose limits then applicable to members of the general public.

Aviation↗
PubMed1986

A review of the medical standards for civilian airmen. Synopsis of a two-year study.

This article summarizes the report of a comprehensive review by the American Medical Association (AMA) of the medical standards for civilian airmen. The present standards were promulgated by the Federal Aviation Administration in 1959; the alcoholism and cardiovascular standards were revised in 1982. The AMA report recommends new or revised standards for cardiovascular, mental and behavioral, visual, endocrine, respiratory, hematological, hearing and equilibrium, musculoskeletal, and nervous system disorders. It also provides guidance for the medical certification of airmen with conditions not covered specifically by the standards and recommends a new medical history and examination form for use by aviation medical examiners. Risk factors for the development of sudden incapacitating disease, such as coronary heart disease and stroke, receive special attention. Final standards will be developed by the Federal Aviation Administration.

Adult↗
PubMed2001

DNA analysis and the Freedom of Information Act: information or invasion?

This note explores the possibility of release of an individual's DNA analysis to any person who requests it through the Freedom of Information Act (FOIA), after an individual's post-aircraft accident DNA profile has been developed by the Federal Aviation Administration's (FAA) Civil Aerospace Medical Institute (CAMI). It analyzes whether the request would fall under the FOIA's 552(b)(6) exemption, which weighs a person's privacy interest against any public interest in such information, or if the release would constitute a "clearly unwarranted invasion of personal privacy."

Access to Information↗
PubMed1999

A bloodborne pathogen program in civilian aircraft accident investigation.

The Occupational Safety and Health Administration (OSHA) amended 29 CFR Part 1910 in 1991 to include regulations addressing occupational exposure to bloodborne pathogens (BBP). The rule affects all employees that have the potential for occupational exposure to these pathogens. The National Transportation Safety Board (NTSB) and Federal Aviation Administration (FAA) are the primary organizations involved in aircraft accident investigation in the United States. No other organizations in this country have a similar scope or mandate of responsibility. An accident scene presents significant challenges in terms of implementing a program which was primarily envisioned to affect personnel in "traditional" healthcare delivery facilities; the OSHA requirements now had to be met in the chaotic, inhospitable, and logistically difficult environment of an aircraft accident site. Unanticipated issues such as heat-related conditions, performance of physically demanding work in cumbersome gear, biohazard trash disposal from remote sites, and a host of other problems had to be dealt with. The FAA, in close cooperation with other Federal agencies, developed a training and administrative program to meet the requirements of the OSHA BBP rule as it relates to the unique environment of an aircraft accident site. The program has been implemented and successfully tested under actual field conditions at several major aviation accidents that have occurred recently. This article provides observations on the FAA's program and lessons learned from its implementation.

Accidents, Aviation↗
PubMedDate not supplied

Only pilots get tired and other urban myths.

Beginning in 1985, the Federal Aviation Administration (FAA) came to the realization that regulating crew rest for pilots was an overdue and effective risk-management tool. Fatigue was being increasingly recognized as a contributing factor in many emergency medical services (EMS) accidents. Federal aviation regulations were changed to include pilot crew rest and flight hour and duty time limitations.

Air Ambulances↗
PubMed1996

Special issuance of third-class airman medical certificates to insulin-treated diabetic airman applicants--FAA. Policy statement.

This document announces the new policy of the Federal Aviation Administration (FAA) regarding individuals with insulin-treated diabetes mellitus (ITDM) who apply for airman medical certification. It also addresses comments received concerning this policy as requested in a December 1994 Federal Register notice. The new policy will permit special issuance of third-class airman medical certificates to certain ITDM individuals who meet selection criteria and who successfully comply with an FAA-approved monitoring protocol.

Aerospace Medicine↗
PubMed2002

The age 60 rule: age discrimination in commercial aviation.

BACKGROUND: The Federal Aviation Administration's Age 60 Rule, promulgated in 1959, prohibits airline pilots from working in Part 121 operations once they have reached the age of 60. The Age 60 Rule remains a most contentious and politically sensitive topic, with challenges to the Rule currently mounted in both legislative and legal arenas. METHODS: An extensive review of the medical literature was accomplished using MEDLINE. Pertinent Federal Regulations were examined. Legal proceedings and public domain documents were noted. Letters and personal communication were solicited where necessary information could not be ascertained by other means. RESULTS: The Age 60 Rule was not based on any scientific data showing that airline pilots aged 60 and older were any less safe than younger pilots, and there is evidence to indicate that the choice of age 60 was actually based on economic rather than safety considerations. Airline pilots consistently exceed general population norms for longevity, physical health, and mental abilities. Fear of an adverse pilot health event causing a crash in standard multi-crew operations is not justified. For decades, airline pilots under age 60 have been granted the means to demonstrate their fitness for flying by taking medical, cognitive, and performance evaluations that are denied to airline pilots when they reach age 60. Actual flight experience demonstrates that older pilots are as safe as younger pilots. International aviation experience indicates that abolishing the Age 60 Rule will not compromise aviation safety. CONCLUSION: There appears to be no medical, scientific, or safety justification for the Age 60 Rule. As such, perpetuation of the Age 60 Rule, where age alone is used as the single criterion of older pilot fitness, represents age discrimination in commercial aviation.

Accidents, Aviation↗