The aim of this study was to examine whether F-16 pilots are at an increased risk of (cervical) spine degeneration.
Retrospectively, X-ray slides were examined of pilots of the Royal Netherlands Air ...Force who were systematically radiographed (at least twice). In total, 316 pilots were evaluated: 188 F-16 pilots and 128 pilots in the control group. Two radiologists, who were blinded as to whether the X-ray films were of F-16 pilots or the control group, examined these X-rays separately. In both groups, the time between the two X-rays was on average 6 yr.
Though the inter-rater agreement of the X-rays was rather low, both radiologists found comparable statistically significant differences between the two groups. In the F-16 group, an increased osteophytic spurring was found at levels C4-C5 and C6-C7, and increased arthrosis deformans was found in the cervical spine. Further analysis of the data of a selected group of pilots, whereby the difference in age between both groups was minimized, showed that the higher mean age of the F-16 pilots was possibly correlated with the increased degeneration in this group. No consistent relationship was found between spinal degeneration and initial radiological status. Also, a clear relationship between spinal degeneration and flying hours could not be demonstrated.
These findings suggest that frequent exposure to high +Gz forces might cause premature degeneration of the spine of F-16 pilots. Future research must demonstrate to what extent age, mission, and number of flying hours have influenced the results. An uniform international classification and coding system in combination with establishing an international database is recommended.
This is the report of the thirty-fifth of a series of workshops organised by the European Centre for the Validation of Alternative Methods (ECVAM). ECVAM's main goal, as defined in 1993 by its ...Scientific Advisory Committee, is to promote the scientific and regulatory acceptance of alternative methods which are of importance to the biosciences and which reduce, refine or replace the use of laboratory animals. One of the first priorities set by ECVAM was the implementation of procedures which would enable it to become well informed about the state-of-the-art of non-animal test development and validation, and the potential for the possible incorporation of alternative tests into regulatory procedures. It was decided that this would be best achieved by the organisation of ECVAM workshops on specific topics, at which small groups of invited experts would review the current status of various types of in vitro tests and their potential uses, and make recommendations about the best ways forward (1). This joint ECVAM/FELASA (Federation of European Laboratory Animal Science Associations) workshop on The Immunisation of Laboratory Animals for the Production of Polyclonal Antibodies was held in Utrecht (The Netherlands), on 20-22 March 1998, under the co-chairmanship of Coenraad Hendriksen (RIVM, Bilthoven, The Netherlands) and Wim de Leeuw (Inspectorate for Health Protection, The Netherlands). The participants, all experts in the fields of immunology, laboratory animal science, or regulation, came from universities, industry and regulatory bodies. The aims of the workshop were: a) to discuss and evaluate current immunisation procedures for the production of polyclonal antibodies (including route of injection, animal species and adjuvant ); and b) to draft recommendations and guidelines to improve the immunisation procedures, with regard both to animal welfare and to the optimisation of immunisation protocols. This report summarises the outcome of the discussions and includes a number of recommendations and a set of draft guidelines (included in Appendix 1).
The use of EEG in aircrew selection Hendriksen, I J; Elderson, A
Aviation, space, and environmental medicine,
11/2001, Letnik:
72, Številka:
11
Journal Article
The value of the electroencephalograph (EEG) as a screening device in aviation medicine is questioned, because few subjects are disqualified on grounds of an EEG exam. At the Netherlands Aeromedical ...Institute, pilot applicants are rejected with a diagnosis of epilepsy or with severe EEG abnormalities (including epileptiform patterns where epilepsy is highly suspected). Although several studies have shown a low incidence of epileptiform EEG abnormalities in candidate pilots, subjects with an epileptiform EEG have a substantially increased risk of sudden incapacitation during their flying careers. In this review, we calculate the probability that a candidate with epileptiform EEG, but no history of epileptic seizures, will develop seizures during his flying career. This probability is about 25%, more than 12 times higher than for subjects with normal EEG and no history of epileptic seizures (2%). Subjects with epileptiform EEGs not only have increased risk of future epileptic seizures, but additionally it is recognized that epileptiform EEG discharges may be associated with episodic functional impairment, which can be a danger when a subject is flying. Taking this into account, one should consider rejecting all candidates with epileptiform EEGs in the future. This is at the expense of a small group of subjects with false-positive EEGs, but we believe that concern for public safety must override other considerations in these rare cases. To improve the understanding of the usefulness of the EEG in pilot screening procedures, an international classification and coding system should be developed, so that data from different countries can be compared.
