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The Neurological Examination: Aeromedical Considerations
Published in Anthony N. Nicholson, The Neurosciences and the Practice of Aviation Medicine, 2017
Examples of neurological deficits without risk of progression are some cases of subarachnoid haemorrhage, some cases of head injury, spinal cord and peripheral nerve injuries, and some cases of dystonia, as well as some individuals who have undergone neurosurgery. However, in some cases of subarachnoid haemorrhage and of head injury there is the risk of progression or complications, as there is with multiple sclerosis, cervical myelopathy and cerebral angiomas. Neurodegenerative conditions are progressive, and conditions such as motor neuron disease and dementia preclude a medical certificate once diagnosed, but some neurodegenerative diseases, such as Parkinson’s disease, usually progress very slowly, an in-flight emergency is unlikely and a restricted medical certificate may be allowed. It is usually the need for disqualifying medication that limits a pilot’s flying career.
Aviation Mental Health and the Psychological Examination
Published in Carrie H. Kennedy, Gary G. Kay, Aeromedical Psychology, 2013
Mental health is a critical component within the flying environment and pilots are part of that environment. A pilot’s mental health status is briefly evaluated by the pilot’s AME during the mandated flight physical examination which takes place every six months to as infrequently as once every five years depending on the medical certificate applied for. A number of questions involving mental health issues are listed on the FAA Form 8500–8 (Department of Transportation 2013). Such issues may also be identified by the AME during an interview process. When possible mental health issues are identified by the AME, the pilot may be referred to a mental health specialist for further evaluation or to the FAA to review.
Ethical Issues in Aviation Medicine
Published in Elizabeth A. Hoppe, Ethical Issues in Aviation, 2018
One approach to identifying individuals with increased risk of heart disease is to consider pilot age. All pilots applying for a medical certificate to act as pilot in command of an aircraft with more than 19 passengers (for example, a US first-class medical certificate) are required to submit an electrocardiogram (ECG, electrical tracing of heart rhythms) to evaluate risk for heart disease. Since the incidence of heart disease is higher in this group, one needs additional monitoring to assess the risk of heart disease in these individuals.
Prediction of performance by heart rate-derived parameters in recreational runners
Published in Journal of Sports Sciences, 2018
Urtats Etxegarai, Ainhoa Insunza, Jon Larruskain, Jordan Santos-Concejero, Susana M Gil, Eva Portillo, Jon Irazusta
The study included 130 recreational male runners. Before enrollment, participants presented a medical certificate to ensure that they were free of cardiovascular, musculoskeletal and metabolic disease. This study was approved by the Ethics Committee for Research on Human Subjects of the University of Basque Country. The athletes received complete information about the tests and possible risks involved. Each athlete provided a written informed consent before testing. All participants were currently running at least 3 days/week and competing in recreational endurance races. Athletes were encouraged to be well rested and to abstain from hard training sessions and competition for 24 hours before testing.
Prevalence of cataract among Australian commercial airline pilots
Published in Archives of Environmental & Occupational Health, 2023
Kyoko Miura, Minas Coroneo, Jean Claude Dusingize, Catherine M. Olsen, Rick Tinker, Ken Karipidis, Ian Hosegood, Adèle C. Green
In addition to the standard annual medical examination, an eye examination is required by a CASA-designated aviation ophthalmologist at the initial issue of a medical certificate. These designated aviation ophthalmologists are located across Australia and overseas (New Zealand and UK) though the exact number during the study period is unknown. Further eye examination is required if the medical certification has lapsed for more than 5 years or if there is a specific condition that has been diagnosed and needs specialist surveillance. For pilots aged ≥60 years seeking a medical certificate, a biennial eye examination is required. Cataract diagnosis was based on a combination of cataract appearance and visual acuity. We initially identified pilots issued with class 1 medical certificates with suspected cataract diagnoses through Structured Query Language based on the presence of abnormality reported by the ophthalmologist, including the mention of 'cataracts/intraocular lens' in any application received between 01 January 2011 and 31 December 2016. Cataract diagnoses were then confirmed by manual review of ophthalmology reports. Data extracted for affected pilots included date of birth, state of residence, date of diagnosis, severity (mild/early, moderate, severe/advanced) and laterality of cataract (bilateral, unilateral). Based on standard Snellen chart at 6 meters, details on uncorrected distance visual acuity of the right and left eyes at baseline and subsequently every 2 years from age 60 were also extracted. The study was approved by the Ethics Committee of the QIMR Berghofer Medical Research Institute (P2208). Patient consent for publication was not required as all data from CASA was de-identified prior to release to the research team.