ASMA 2011 MEETING ABSTRACTS

[442] COMMERCIAl SUBORBITAL SPACEFLIGHT: A NEWCHAllENGE FOR THE CONSUlTING FliGHT SURGEONG. KLUGE, C. STERN AND MW. TRAMMERAeromedical Center, German Aerospace Center, Institut ofAerospace Medicine, Köln, Germany

INTRODUCTION: Commercial suborbital and orbital humanspaceflight has huge perspectives in the next decades. Passengers ofthese ffights need to be medically selected, checked and prepared fortheir f1ight. As most commercial spaceflight participants in the nextdecade might be participants of suborbital flights. This rapidly growingmass market is achallenge to define selection and training methodsthat allow a rapid decision as to whether a possible participant is fit tofly. Participants are going to have only a short and intensive prepara­tion time for the f1ight. The broad medical situation of requestingpasseng'ers becomes a rising challenge for the consulting flightsurgeon. The save and comfortable flight for the passengers and the riskred\1ction for the medical induced critical incidence and the preven­tion of tble final f1,ght abortion seems to be the main goal for the futureof commercial spaceflight

learning Objectives:1 Selection and training methods that allow a rapid decision as to

whetffer a ~ssenger is fit to take part in suborbital spaceflight

[443] AIR QUALITY IN AIRCRAFTS: IS OZONE STill ARElEVANT PROBLEM ON MEDIUM AND SHORT HAUlFliGHTS?J.F. HEDTMANN, T. SYE AND C. FEllENDirectorate for Occupational Safety and Health, BG Transportand Traffic, Hamburg, Germany

INTRODUCTION: The formation of ozone in the atmosphere inthe presence of ultraviolet light from < 240 nm wavelength in regionsmainly above the tropopause is weil known. Affected heights arebetween 20.000 ft and 100.000 ft. Relevant ozone concentrations inaircraft are expected at flight levels near the tropopause or aboveregardless of the season both in spring and winter mostlyon northernflight routes. The current international limit value recommendations forozone on workplaces are 0.1 ppm. On flight levels higher than thetropopause ozone concentrations more than 0.1 ppm are very Iikely.On f1ight levels below the tropopause ozone concentration > 0.1 ppmcannot be completely excluded, probably due to ozone bubbles in theatmosphere. These values were confirmed by measurements of theBG-Verkehr (Germanys social accident insurance body for transportand traffic industry) in 2009 and 2010 during flights in aircraft ofmember companies. The field studies were carried out on medium haulflights within Europe in the cockpit and the galley of aircraft (total morethen 150 single readings). Examined aircraft types were Boing 737 andCanadair CRJ 900. Possible solutions to avoid or to reduce ozoneexposure of aircraft staff such as the installation of effective ozoneconverters or the selection of lower flight levels as weil as organiza­tional measures are in discussion.

learning Objectives:1 The audience will learn that ozone is still a relevant occupational

problem for aircraft staff on medium and short hauI flights.2 The ozone levels in aircraft cockpit and cabin have been measured

and will be presented.3 Consequences must be drawn out of the ozone level-measurements.

[444] SMOKE AND FUMES IN COCKPIT AND CABIN - IS TCPA RISK FOR FlYING PERSONNEl?C. FELTEN, U. METZDORF AND J. HEDTMANNOccupational Health and Industrial Hygiene, Berufsgenos­senschaft für Transport und Verkehrswirtschaft, Hamburg,Germany

INTRODUCTION: Since the early fifties cockpit crews andcabin staff reported sporadically oil smell incidents. Diverse health

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issues were chronicled. In fact components of oils could enter intocabin or cockpit aCcidentally. This difficulty is not an isolated theme,because there are some more possible harmful influences likechronodisruption, low humidity, changed pressure conditions, ozoneor manifold other smells. A reason for concern is that pilots reportedfeelings of inca-pacity after oil smell-incidents. For aircraft turbinesspecial synthetic oils are used, based on fatty acid esters and withphosphoric acid esters as additives - e.g. tricresylphosphates (TCP). Ifturbine oil reaches the bleed air system pyrolysis is imaginable. Thespectrum of oil and pyrolysis components is immense. In suchsituations usually a measurement project is planned to identify criticalcomponents and their concentrationsin the air. Valid methods forsampling, analytics and biomonitoring have been developed recently.But it is almost impos-sible to perform a comprehensive measurementcampaign forTCP concentrations in work-place air, because theoccurrence of oil smell incidents cannot be predicted. Simulationprocesses are being searched andJor suitable biomonitoring shortlyafter a fume incident has to be carried out. The research results ofexposure parameters like duration, frequency, probable concentrationand marginal skin contacts give reasons for a low risk. Based on theinformation currently available TCP are not the cause for hazardeffects. Knowledge about the mode of action ofTCP shows lowconsensus with the reported symptoms of flying per-sonne!. Neverthe­less all possible TCP-related reasons for the occurrence of incapacityhave to be cleared urgently.

learning Objectives:1 The audience wililearn to assess the health hazards to the flying

personnef due to Tricresyphospates (TCP) in cabin air during bysmoke incidents

[445] CASE REPORT: INFlAMMATORY BOWEl DISEASEAND FIT FOR FlYING?M.W. TRAMMERAeromedical Center, Institute ofAerospace Medicine, GermanAerospace Center, Köln, Germany

INTRODUCTION: A medical history or c1inical diagnosis ofinflammatory bowel disease (IBO), according to European Regulationsfor Flight Crew Licensing (JAR FCl), results in an unfit assessment forprofessional and private pilots. A 47-year-old professional pilot (ATP)reports during his yearly renewal examination in our AeromedicalCenter (AMC), that some months aga he had been diagnosed withcolitis ulcerosa. Therefore the issuance of his Medical Certificate has tobe refused. This case report describes the course of disease and theongoing review procedure according to European (German) standards.The necessary limitations for the pilot's recertification are definedandput forward for discussion. In addition a short overview of expectedinterferences between IBO (pathologic changes / complications /treatment's side effects) and environmental stress during flight duties isgiven.

learning Objectives:1 Interferences between IBO and environmental stress during flight

duties

[446] CHAllENGES OF THE MOUNTAIN WAVE PROJECT ATTIBETAN PLATEAU AND THE HIMAlAYASR. HEISP, K. OHLMANN1, A. GENS2 AND C. LEDDERHOS21Mountain Wave Project Team, Berlin, Germany; 2German AirForce Institute for Aviation Medicine, Fuerstenfeldbruck, Ger­many

INTRODUCTION: After two expeditions to the Andes, the MWPTeam is now in the planning process of a research mission to theTIbetan Plateau and the Himalayas pursuing a multidisciplinaryapproach, in which phenomena of physics of the atmosphere andhuman performance and limitations shall be studied. As the TIbetanPlateau is the only region on Earth where the Planetary Boundary Layeroften directly borders the Tropopause, one can expect the exchangeprocesses between the Earth's surface and the stratosphere to be much

Aviation, Space, and Environmental Medicine • Vol. 82, No. 3 • March 2011

ASMA 201 MEETING ABSTRACTS

PANEL: FROM PROCESS TO PRODUCT:YOUR RISK PROCESS AT WORK

[448] FROM PROCESS TO PRODUCT: YOUR RISK PROCESSATWORKC.E. KUNDROT, JA FOGARTY, j.B. CHARLES, L. BUQUO,j.D. SIBONGA, j.T. jAMES, j.M. EDWARDS AND WR. ANTO/\Space Life Sciences & Human Research Program, NASA-jSC,

PANEL OVERVIEW: The Space Life Sciences Directorate (SLSD)and Human Research Program (HRP) at the NASNjohnson SpaceCenter work together to address and manage the human health andperformance risks associated with human space flight. This includes allhuman system requirements before, during, and after space f1ight,providing for research, and managing the risk of adverse long-termhealth outcomes for the crew. We previously described the frameworkand processes developed for identifying and managing these humansystem risks. The focus of this panel is to demonstrate how theimplementation of the framework and associated processes hasprovided guidance in the mpnagement and communication of humansystem risks. The risks of eady onset osteoporosis, CO, exposure, andintracranial hypertension in particular have all benefitted from theprocesses developed for human system risk management. Moreover,we are continuing to develop capabilities, particularly in the area ofinformation architecture, which will also be described. We are workingto create a system whereby all risks and associated actions can betracked and related to one another electronically. Such a system willenhance the management and cdmmunication capabilities for thehuman system risks, thereby increasing the benefit to researchers andf1ight surgeons. a. Intro - brief mention of framework b; Ms. LynnBuquo - Information architecture & risk(requested} Ce Dr. jenn Fogarty ­Intracranial hypertension d. Dr. jean Sibonga - Bone risks - how theframework/tools were used to obtain solutions. (confirmed) i. RMATdrove the bone summit as weil e. Dr. john james - CO,

[449] HARNESSING THE RISK-RELATED DATA SUPPLYCHAIN: AN INFORMATION ARCHITECTURE APPROACH TOENRICHING HUMAN SYSTEM RESEARCH ANDOPERATIONS KNOWLEDGEL. BUQUO AND K. jOHNSON-THROOPSpace Life Sciences Directorate, NASA-jSC, Houston, TX

INTRODUCTION: NASA's Human Research Program (HRP) andSpace Life Sciences Directorate (SLSD), not unlike many NASAorganizations today, struggle with ttle inherent inefficiencies caused b)dependencies on heterogeneous data systems and silos of data andinformation spread across decentralized discipline domains. Thecapture of operational and research-based data/information (bothin-f1ight and ground-based) in disparate IT systems impedes the extentto which that data/information can be efficiently and securely shared,analyzed, and enriched into knowledge that directly and rapidlysupports HRP's research-focused human system risk mitigation effortsand SLSD's operationally oriented risk management efforts. As a result,an integrated effort is underway to more fully understand anddocument how specific sets of risk-related data/information aregenerated and used and in what IT systems that data/informationcurrently resides. By mapping the risk-related data flow from raw datato useable information and knowledge (think of it as the data supplychain), HRP and SLSD are building an information architecture plan toleverage their existing, shared IT infrastructure. In addition, it isimportant to create a centralized structured tool to represent risksincluding attributes such as likelihood, cons~uence, contributingfactors, and the evidence supporting the information in all these fields.Representing the risks in this way enables reasoning about the risks, e.g.revisiting a risk assessment when a mitigation strategy is unavailable,

2:00 PMWednesday, May 11Kahtnu (Kenai) 1

more direct and intense than anywhere else on Earth. The Himalayanmountains' range reaches into the high-wind levels (often even into thejet-stream niveau) and thus, their effect on regional and even globalflow patterns is much more dramatic. To our best knowledge, therehave never been high-resolution aircraft-based scientific measurementsof atmospheric parameters carried out over the Tibetan Plateau or thehigh mountains surrounding it. METHODS: Therefore, there are amultitude of scientific questions that would greatly benefit, if even alimited set of such measurements could be made. The objective of thestudy includes high-resolution aircraft-based (Stemme S10VT) scientificmeasurements of atmospheric parameters (3-dimensional wind vector,turbulence parameters, turbulent fluxes of sensible and latent heat(evaporation) and CO" ozone, vertical momentum transfer and thediurnal anabatic flow in the complex terrain) as weil as measurementof vertical profiles of all parameters. Moreover, concomitant aspects ofhuman performance and limitations under these uniquely extremeenvironmental conditions (high altitude, low temperature, turbulences)are to be investigated in the intended study. For that purpose, theportable psychophysiological multisensor monitoring system (Health­Lab System) and an early warning oxygen deficiency sensor will beused. The study will be performed in cooperation with the Institute ofTibetan Plateau Research of the Chinese Academy of Sciences.

Learning Objectives:1 Physics of Atmosphere2 psychophysiological strain assessment3 non-invasive psychophysiological monitoring WI the HEALTHLAI

System

[447] TRAINING IN THE FIELD OF AEROSPACE MEDICINEAT GERMAN UNIVERSITIESV. HARSCHAerospace Medicine, MV Center for Occupational Health,Aviation and Travel Medicine, Neubrandenburg, Germany

INTRODUCTION: Aerospace Medicine is a specialty inGermany for decades. Postgraduate training is mainly performed atthe German Air Force Institute for Aviation Medicine in Fuerstenfeld­bruck and at the German Academy for Aviation and Travel Medicinein Frankfurt. As weil training of medical students, interested in thefjeld of aerospace medicine, is offered at several medical schools.The article shows the present state of aerospace medical training andmakes suggestions for further developments. METHODS: Oral historyand library research are performed to present a timeline in aerospacemedical training in Germany. In addition a questionaire wasdistributed to all aerospace medical specialists involved in acedemicaerospace medical training at German medical schools. RESULTS:Aerospace Medicine is a specialty in Germany since the 1920s.Specialists are mainly trained at the German Air Force Institute forAviation Medicine in Fuerstenfeldbruck and at the German Academyfor Aviation and Travel Medicine in Frankfurt. As weil training ofmedical students, interested in the field of aerospace medicine, isoffered at several Medical Schools. At the RWTH Aachen ProfessorDr. Gerzer from DLR is heading the leading institution in medicalstudent training. At several other medical schools aerospacemedicine is tought by flight surgeons and specialists in aerospacemediicne as in Berlin, Braunschweig, Greifswald, Hannover, Mainzand Munich. The author is lecturing aerospace medicine, travelmedicine and occupational health at the Ernst-Moritz-Arndt-Universityin Greifswald sindce 2006. The agenda of the training with itstheoretical and practical parts is compared to other aerospacemedical courses of different universities. DISCUSSION: Aerospacemedical training is offered on an individual basis at several Germanuniversities. To promote the scientific education it would be in futureadvisable, to offer the aerospace medical training at all medicalschools. In addition to support this mission the German Society of

. Aviation and Space Medicine DGLRM could coordinate the medicaltraining in this particular field.

Learning Objectives:

·l· 1 The audience wililearn about the development and present state ofaeromedical training at German universities.

Aviation, al Medü 337