WorldCat Identities

Civil Aerospace Medical Institute

Works: 309 works in 593 publications in 1 language and 25,808 library holdings
Genres: Periodicals  Classification 
Classifications: RC1054.U5, 616.9
Publication Timeline
Most widely held works about Civil Aerospace Medical Institute
Most widely held works by Civil Aerospace Medical Institute
Federal Air Surgeon's medical bulletin( )

in English and held by 293 WorldCat member libraries worldwide

Screening air traffic control specialists for psychopathology using the Minnesota multiphasic personality inventory-2 by Raymond E King( )

3 editions published in 2008 in English and held by 260 WorldCat member libraries worldwide

This paper models and documents the use of the Minnesota Multiphasic Personality Inventory-2 (MMPI-2) as a psychological screening tool for conditionally selected Federal Aviation Administration Air Traffic Control Specialists (ATCSs). A sample of 1,014 ATCSs in training voluntarily completed the MMPI-2 as part of a research program. The data is used to estimate the number of future candidates that will be referred for follow-up psychological evaluations, given varying MMPI-2 scale cut-scores.--P. i
Flight attendant fatigue, recommendation II : flight attendant work/rest patterns, alertness, and performance assessment by Peter G Roma( )

2 editions published in 2010 in English and held by 255 WorldCat member libraries worldwide

"Impaired performance induced by fatigue may compromise safety in commercial aviation. Given the direct role flight attendants play in passenger safety, the U.S. Congress ordered a comprehensive examination of fatigue in cabin crew, including a field study of actual flight operations. This report provides an overview of the field study results, focusing on objective measures of sleep patterns and neurocognitive performance (Psychomotor Vigilance Test, PVT) over a 3-4 week period in 202 U.S.-based flight attendants of all seniority levels working for network, low-cost, and regional carriers embarking on domestic and international flight operations. On average, flight attendants slept 6.3 hr on days off and 5.7 hr on work days, fell asleep 29 min after going to bed, awoke four times per sleep episode, and spent 77% of each episode actually sleeping. After controlling for reserve status, gender, and age, junior-level flight attendants had the shortest sleep latencies on their days off. Those working international operations slept significantly less (4.9 hr vs. 5.9 hr) and less efficiently (75% vs. 79%), compared with their colleagues in domestic operations. All flight attendants exhibited significant impairments during prework PVT tests when compared to their own optimum baseline performance. Across the workday, regional flight attendants committed fewer premature PVT responses, junior-level participants produced significantly higher post-work reaction times, and those working international flights produced better pre-work reaction times but had a greater increase in lapses. These objective data are consistent with other shift work research and echo subjective survey findings across the U.S. flight attendant community. Additional planned analyses of this dataset may identify the precise operational variables that contribute to fatigue in cabin crew."--Report documentation page
Human error and general aviation accidents : a comprehensive, fine-grained analysis using HFACS by Douglas A Wiegmann( )

5 editions published in 2005 in English and held by 253 WorldCat member libraries worldwide

The Human Factors Analysis and Classification System (HFACS) is a theoretically based tool for investigating and analyzing human error associated with accidents and incidents. Previous research performed at both the University of Illinois and the Civil Aerospace Medical Institute has successfully shown that HFACS can be reliably used to analyze the underlying human causes of both commercial and general aviation (GA) accidents. These analyses have helped identify general trends in the types of human factors issues and aircrew errors that have contributed to civil aviation accidents. The next step was to identify the exact nature of the human errors identified. The purpose of this research effort therefore, was to address these questions by performing a fine-grained HFACS analysis of the individual human causal factors associated with GA accidents and to assist in the generation of intervention programs. This report details those findings and offers an approach for developing interventions to address them
Drug usage in pilots involved in aviation accidents compared with drug usage in the general population from 1990 to 2005 by Sabra R Botch( )

3 editions published in 2008 in English and held by 252 WorldCat member libraries worldwide

"The purpose of this study was to compare usage of both illegal drugs and abused prescription medications in pilots involved in civil aviation accidents from 1990 to 2005 with that of the general population in the United States. Comparisons included abused drugs routinely screened for by the Federal Aviation Administration (FAA) such as marijuana, cocaine, methamphetamine, and ecstasy, as well as prescription medications---barbiturates, benzodiazepines, opiates, and ketamine. The Civil Aerospace Medical Institute's (CAMI's) Forensic Toxicology Research Laboratory analyzes postmortem specimens collected from pilots involved in civil aviation accidents. [snip] Trends in illicit and prescription drug use in pilots of civil aviation accidents are comparable to those seen in emergency departments (ED) and community data from major metropolitan areas collected by DAWN and Community Epidemiology Work Group (CEWG)."--Page i
Toxicological findings in 889 fatally injured obese pilots involved in aviation accidents( )

3 editions published in 2010 in English and held by 252 WorldCat member libraries worldwide

Obesity continues to be a public health concern and its impact on aviation community has not been fully evaluated. Toxicological findings in fatally injured aviation accident obese pilots were examined. Toxicological results and aeromedical histories of these aviators were retrieved from the CAMI toxicology and medical certification databases, and the cause/factors in the related accidents were retrieved from the National Transportation Safety Board's aviation accident database. In 311 of the 889 pilots, carbon monoxide, cyanide, ethanol, and drugs were found. Many of these drugs were for treating overweight, depression, hypertension, and cardiac conditions. Of the 889 pilots, 107 had an obesity-related medical history. The health and/or medical condition(s) of, and/or the use of ethanol and/or drugs by, pilots were the cause/factors in 55 (18%) of the 311 accidents. Findings emphasize monitoring of obesity and diabetes in pilots and understanding the potential implications of these health conditions in relation to flight safety
An experiment to evaluate transfer of low-cost simulator-based upset-recovery training by Rodney O Rogers( )

3 editions published in 2009 in English and held by 251 WorldCat member libraries worldwide

"Many air transport training programs provide simulator-based upset-recovery instruction for company pilots. However, apparently no prior research exists to demonstrate that such training transfers to an airplane in flight. We report on two-phase FAA-funded research experiment to evaluate upset-recovery training transfer. In two separate training/testing evolutions involving two different general aviation aircraft, participant pilots were trained using low-cost desktop flight simulation, then subjected to serious in-flight upsets in an aerobatic airplane. Their performance in upset-recovery maneuvering was compared with the performance of control group pilots who received no upset-recovery training. Data collected during both flight testing periods suggest that simulator-based training improves a pilot's ability to recover an airplane from an upset. However, in the most important measure of upset maneuvering skills-minimizing altitude loss-trained pilots fell well short of the performance routinely achieveable by pilots experienced in all-attitude manuevering. We summarize prior related research, describe the experiments, present and analyze data collected during both flight testing periods, and advance recommendations for future upset maneuvering training. Although we conducted flight testing in a general aviation airplane, our research has important implications for heavy aircraft upset-recovery trainers."--Page i
The effects of NEXRAD graphical data resolution and direct weather viewing on pilots' judgments of weather severity and their willingness to continue a flight by Dennis B Beringer( )

4 editions published in 2004 in English and held by 249 WorldCat member libraries worldwide

A study was conducted to determine how variations in displayed NEXRAD weather data resolution interact with the pilot's direct view of weather. Pilots (32) were assigned to on of four groups; 8km, 4km, or 2km resolution, and a baseline condition without NEXRAD imagery. Each flew the simulator from Santa Rosa, NM with the intent to land at Albuquerque. Heavy precipitation moved into the area during the flight, and pilots were required to decide, using both the NEXRAD data and their out-the-window view, whether to continue or to divert to an alternate airport. Pilots spent more time looking at higher-resolution images than at the lower-resolution ones. Baseline-and 2km-condition pilots deferred their decisions longer than did the other two groups
Flight attendant fatigue by Katrina E Bedell-Avers( )

3 editions published in 2009 in English and held by 246 WorldCat member libraries worldwide

"Today's aviation industry is a 24/7 operation that produces a variety of challenges for cabin crew members, including extended duty periods, highly variable schedules, and frequent time zone changes. While these operational requirements may be necessary, they are far from ideal with respect to the human body's biological rhythms for managing sleep and alertness. In fact, acute sleep loss, sustained periods of wakefulness, and circadian factors resulting from this form of misalignment are all contributors to fatigue and fatigue-related mishaps (Caldwell, 2005; Rosekind et al., 1996). The strategic management of fatigue is necessary for safety improvement throughout the industry. Employee educational programs regarding the dangers of fatigue, the causes of sleepiness, and the importance of proper sleep hygiene to improve sleep quality may be critical for effective fatigue management (Caldwell, 2005). This report outlines specific recommendations regarding fatigue countermeasures training and its potential benefits to flight attendant operations."--Report documentation page
Increased cannabinoids concentrations found in specimens from fatal aviation accidents between 1997 and 2006( )

2 editions published in 2009 in English and held by 246 WorldCat member libraries worldwide

"The Civil Aerospace Medical Institute's toxicology laboratory receives biological specimens from more than 90% of all fatal aviation accidents that occur in the United States and its territories. As a part of the routine analysis of pilot specimens, the laboratory tests all cases for the presence of marijuana (cannabis). The National Institute on Drug Abuse (NIDA) and the Office of National Drug Control Policy (ONDCP) reported a 1.5-fold increase in the delta-9-tetrahydrocannabinol (THC) content of street cannabis seizures from 1997-2001 to 2002-2006. This study was conducted to compare the changes, over those years, in blood and urine cannabinoid concentrations with the potency of THC reported in the cannabis plant. In our laboratory, cannabinoids are screened using radioimmunoassay (RIA) for blood and fluorescence polarization immunoassay (FPIA) for urine and confirmed using GC/MS. A total of 95 individuals were found to be using cannabis from a total number of 2769 (3.4%) individuals tested over the period 1997 through 2006. Blood was received for analysis from 1676 fatally injured individuals. Urine was received for analyses from 1650 fatalities. Cannabinoids were found in 88 of the 1676 (5.3%) blood specimens received for analysis, and 64 of the 88 were from pilots. Cannabinoids were found in 68 of the 1650 (4.1%) urine specimens received for analysis, and 57 of the 68 were from pilots. Other impairing drugs were found in 39% of the cannabinoids-positive individuals."--Page i
Flight attendant fatigue( )

2 editions published in 2009 in English and held by 244 WorldCat member libraries worldwide

"Today's aviation industry is a 24/7 operation that produces a variety of challenges for cabin crew members including extended duty periods, highly variable schedules, frequent time zone changes, and increased passenger loads. While these operational requirements may be necessary, they are far from ideal with respect to the human body's biological rhythms for managing sleep and alertness. In fact, acute sleep loss, sustained periods of wakefulness, and circadian factors resulting from this form of misalignment all contribute to fatigue and fatigue related mishaps (Caldwell, 2005; Rosekind et al., 1996). This survey study was conducted to identify the specific operational factors that may contribute to fatigue in cabin crew operations. A retrospective survey was disseminated to flight attendants representing 30 operators (regional = 17, low-cost = 7, and network = 6). The survey addressed 7 main topics: work background, workload and duty time, sleep, health, fatigue, work environment, and general demographics. Participants were 9,180 cabin crew members who voluntarily and anonymously completed the survey and met the criteria to be included in the report (i.e., active flight attendant that had flown the previous bid period with their current airline). This report outlines the results of this survey and provides specific recommendations regarding fatigue issues in cabin crew operations."--Report documentation page
A summary of unmanned aircraft accident/incident data : human factors implications by Kevin W Williams( )

3 editions published in 2004 in English and held by 244 WorldCat member libraries worldwide

"A review and analysis of unmanned aircraft (UA) accident data was conducted to identify important human factors issues related to their use. UA accident data were collected from the U.S. Army, Navy, and Air Force. Classification of the accident data was a two-step process. In the first step, accidents were classified into the categories of human factors, maintenance, aircraft, and unknown. Accidents could be classified into more than one category. In the second step, those accidents classified as human factors-related were classified according to specific human factors issues of alerts/alarms, display design, procedural error, skill-based error, or other. Classification was based on the stated causal factors in the reports, the opinion of safety center personnel, and personal judgment of the author. The percentage of involvement of human factors issues varied across aircraft from 21% to 68%. For most of the aircraft systems, electromechanical failure was more of a causal factor than human error. One critical finding from an analysis of the data is that each of the fielded systems is very different, leading to different kinds of accidents and different human factors issues. A second finding is that many of the accidents that have occurred could have been anticipated through an analysis of the user interfaces employed and procedures implemented for their use. This paper summarizes the various human factors issues related to the accidents."--Abstract
Evaluation of a head injury criteria component test device by Rick DeWeese( )

4 editions published in 2004 in English and held by 242 WorldCat member libraries worldwide

"A series of sled and component tests were conducted to evaluate the HCTD's [HIC Component Test Device] predictability, repeatability, and degree of correlation with the sled tests. The device produced head impact velocity and HIC results that were very repeatable when impacting surfaces with consistent force/deflection properties. A relationship for impact velocity versus firing pressure was also developed. Several representative aircraft interior surfaces were tested at various head impact velocities and impact angles. These surfaces included padded rigid walls, unpadded composite walls and wall sections, and energy absorbing and non-energy absorbing seat backs. When the results for the two test methods were compared, impacts with some surfaces showed correlation and some did not. Impacts with padded rigid walls correlated well, while impacts with stiff walls or wall sections did not. Impacts with seat backs yielded mixed results with correlation being dependent on the stiffness of the area of the seat back being impacted. A MADYMO computer model was developed to investigate factors that could improve correlation. Further investigation is necessary to determine if modifications to the device could improve the degree of correlation."--Page i
Demographics and vision restrictions in civilian pilots : clinical implications by Van B Nakagawara( )

2 editions published in 2004 in English and held by 242 WorldCat member libraries worldwide

The Federal Aviation Administration (FAA) permits airmen with certain medical conditions or diseases to be medically certified, provided that such action does not compromise aviation safety. The FAA Office of Aerospace Medicine helps guide policy decisions through the study of common medical pathologies, including visual disorders and the use of new ophthalmic devices and refractive procedures by airmen. To perform this function properly, an in-depth knowledge of the airman population is required. This study examined demographic statistics for the civil airman population, including vision pathologies, for the period 1976 to 2001 and their relevance to the clinical care of aviators by eyecare practitioners
Use of alternative primers for gender discrimination in human forensic genotyping( )

2 editions published in 2008 in English and held by 242 WorldCat member libraries worldwide

"An assay using the Federal Bureau of Investigation's human Combined DNA Identity System (CODIS) primers has been developed for polymerase chain reaction (PCR)-based human identity testing. Recent forensic literature has identified several human populations that carry a deletion mutation in the Y-chromosome copy of the amelogenin locus. This is the standard locus used for gender determination in CODIS. Additionally, the amelogenin male PCR products are very close in size requiring manual annotation of PCR electrophoresis results for this locus. This study was designed to test several gender-specific primers which are to loci outside the amelogenin region, have well-separated PCR products, and could serve as additions or replacements to amelogenin in our human identity testing assay."--Page i
Accurate assignment of ethanol origin in postmortem urine : a case study( )

4 editions published in 2004 in English and held by 242 WorldCat member libraries worldwide

Specimens from fatal aviation accident victims are submitted to the FAA Civil Aerospace Medical Institute for toxicological analysis. Ethanol analysis is performed on all cases. Care must be taken when interpreting a positive ethanol result due to the potential for postmortem ethanol formation. Recently, our lab developed and validated an analytical method for conclusively determining whether recent antemortem ethanol consumption had occurred. In the current study, this new method was applied to five ethanol-positive aviation fatalities where the origin of the ethanol present could not previously be conclusively determined
Human factors associated with the certification of airplane passenger seats : life preserver retrieval by Van Gowdy( )

2 editions published in 2003 in English and held by 241 WorldCat member libraries worldwide

A series of human subject tests were conducted by the Biodynamics Research Team at the FAA's Civil Aerospace Medical Institute (CAMI) to investigate human factors associated with the "easy reach" requirement in FAA regulations for under-seat mounted life preservers. The protocol was designed to observe and measure the effects of human physical attributes and life preserver installation features relevant to the retrieval of life preservers. A mockup of a 30-inch pitch, economy class transport passenger seat installation was used to evaluate 4 configurations of life preserver installations. The position of the pull-strap, used to open the life preserver container, was the independent variable. One hundred thirty-two adult subjects were tested. Each subject was seated, restrained by the seat's lap belts, instructed to reach beneath the seat, open the lifer preserver container, and extract the packaged life preserver. The time for retrieval of the life vest was measured from videotapes of each test. The videotapes were also reviewed independently by 11 outside raters, who rated the difficulty for each subject on a scale of 1 (easy) to 7 (very difficult). There was significant agreement (Cronbach's alpha = 0.978) in the "ease" ratings. In comparing the ease ratings and retrieval times, an average ease rating <3 corresponded to a retrieval time <10 seconds. An "EASY10" benchmark, derived from these results, indicates that a life preserver retrieval time <10 seconds should be considered easy. Two of the configurations had average ratings <3. The installation features that distinguish the two configurations that passed the EASY10 benchmark, compared with the two that failed, were the position of the pull-strap, the pull-angle on the strap necessary to effect a quick opening of the life preserver container, and the position of the stowed life preserver relative to the front frame of the seat. The results indicate that the "easy reach" criteria should be sat
The effects of laser illumination on operational and visual performance of pilots conducting terminal operations by Van B Nakagawara( )

2 editions published in 2003 in English and held by 241 WorldCat member libraries worldwide

Several hundred incidents involving the illumination of aircrew members by laser light have been reported in recent years. Consequently, FAA Order 7400.2 was revised to establish new guidelines for Flight Safe Exposure Limits (FSEL) in specific zones of navigable airspace. The purpose of this study was to evaluate the performance of test subjects exposed to laser radiation while performing approach and departure maneuvers in the Critical Flight Zone (CFZ). Pilot performance was assessed in a Boeing 727-200, Level C, flight simulator using four levels of laser illumination (0, 0.5, 5, and 50 muW/cm2) and three operational maneuvers (takeoff and departure, visual approach, and instrument landing system ILS approach). Subjective responses were solicited after each trial and during an exit interview. The pilots were asked to rate on a scale from 1 to 5 (1 = none, 2 = slight, 3 = moderate, 4 = great, and 5 = very great) the affect each laser exposure had on their ability to operate the aircraft and on their visual performance. Average subjective ratings were calculated for each exposure level and flight maneuver, and an analysis of variance (ANOVA) was performed. Thirty-four pilots served as test subjects for this study. Average subjective ratings for operational and visual performance were 1.57 and 1.74, 1.89 and 2.15, 2.43 and 2.76, for the 0.5, 5 (i.e., CFZ), and 50 muW/cm2 laser exposure levels, respectively. ANOVA found a significant difference (p <0.05) between the subjective ratings for each exposure level. No significant differences were found between the types of flight maneuvers or between the ratings for operational and visual performance themselves for a given maneuver or exposure level. The FSEL of 5 muW/cm2 was validated for pilots illuminated by laser light while conducting terminal operations in the CFZ
Solar Radiation Alert system by Kyle Copeland( )

2 editions published in 2009 in English and held by 239 WorldCat member libraries worldwide

The Solar Radiation Alert (SRA) system continuously evaluates measurements of high-energy protons made by instruments on GOES satellites. If the measurements indicate a substantial elevation of effective dose rates at aircraft flight altitudes, the Civil Aerospace Medical Institute issues an SRA via the National Oceanic and Atmospheric Administration Weather Wire Service. This report describes a revised SRA system. SRA issue-criteria remain the same but significant improvements have been made in the calculations. The solar proton fluence to effective dose conversion coefficients have been recalculated using 2007 recommendations of the International Commission on Radiological Protection and the latest release of the Monte Carlo transport code, MCNPX 2.6.0. The shape of the <10 MeV secondary neutron spectrum is now accounted for down to 100 eV. The flux correction based on spectral index has been revised to smooth the flux spectrum of solar protons. Estimates of the>605 MeV spectral shape have been improved by the addition of correction factors for the differential interpretation of the>700 MeV integral flux channel. Estimates of galactic cosmic radiation background count rates in the GOES data are now median rather than mean values. Estimated solar cosmic radiation dose rates are about 10 times higher than those made using the previous version of the SRA system
USAF enlisted air traffic controller selection : examination of the predictive validity of the FAA air traffic selection and training battery versus training performance by Thomas R Carretta( )

3 editions published in 2008 in English and held by 239 WorldCat member libraries worldwide

Over the past decade, the U.S. military has conducted several studies to evaluate determinants of enlisted air traffic controller (ATC) performance. Research has focused on validation of the Armed Services Vocational Aptitude Battery (ASVAB) and has shown it to be a good predictor of training performance. Despite these efforts, enlisted ATC training and post-training attrition is higher than desirable, prompting interest in alternate selection methods to augment current procedures. The current study examined the utility of the FAA Air Traffic Selection and Training (AT-SAT) battery for incrementing the predictiveness of the ASVAB versus several enlisted ATC training criteria. Subjects were 448 USAF enlisted ATC students who were administered the ASVAB and FAA AT-SAT subtests and subsequently graduated or were eliminated from apprentice-level training. Training criteria were a dichotomous graduation/elimination training score, average ATC fundamentals course score, and FAA certified tower operator test score. Results confirmed the predictive validity of the ASVAB and showed that one of the AT-SAT subtests resembling a low-fidelity ATC work sample significantly improved prediction of training performance beyond the ASVAB alone. Results suggest training attrition could be reduced by raising the current ASVAB minimum qualifying score. However, this approach may make it difficult to identify sufficient numbers of trainees and lead to adverse impact. Although the AT-SAT ATC work sample subtest showed incremental validity to the ASVAB, its length (95 minutes) may be problematic in operational testing. Recommendations are made for additional studies to address issues affecting operational implementation.--P. i
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Alternative Names

controlled identityCivil Aeromedical Institute

controlled identityUnited States. Federal Aviation Administration


CAMI (Civil Aerospace Medical Institute)

Mike Monroney Aeronautical Center

Spojené státy americké Civil Aerospace Medical Institute

Spojené státy americké. Federal Aviation Administration. Civil Aerospace Medical Institute

United States Civil Aerospace Medical Institute

United States. Federal Aviation Administration. Civil Aerospace Medical Institute.

English (58)