Evaluation of the Blood Circulation System in Pilots of Deck Aircrafts during Long-distance Missions

The goal of this study was to evaluate the state of cardiovascular system in fighter and helicopter pilots during a long-distance naval mission. The study was carried out aboard a heavy aircraft carrier in pilots of deck aircrafts, and its participants were represented by 17 fighter pilots, 9 helicopter pilots, as well as 21 flight operations controllers. The circulation indicators were studied by the method of volumetric compression oscillography, using an APKO-8 oscillometric analyzer of circulation. An AnnaFlash 2000 digital 24-h ECG accumulator was used to monitor the time course of heart rate (HR) in fighter and helicopter pilots flying off the deck of the carrier. The analysis of the central and peripheral hemodynamic indicators has shown a significant predominance of pilots with prehypertension and mild hypertension among the flight personnel of deck-based aviation. Maximal values of systolic, diastolic, and mean blood pressure prevailed in helicopter pilots, while minimal values were characteristic of fighter pilots. Differences in these parameters between helicopter and fighter pilots tended to increase gradually with the duration of the long-distance mission. Maximum HR increases (up to 157 bpm) were recorded in fighter pilots during landing on the carrier deck). The most stressful task for helicopter pilots proved to be the descent of a rescuer in a winch, which was evidenced by the HR values increasing up to 132 bpm. The indicators of adaptation to the conditions of a naval mission varied within wide ranges. Fighter pilots adapted themselves more successfully than helicopter pilots. Hence the conclusion about the necessity to upgrade the system of flight personnel selection and training for operating under the conditions of a long-distance naval mission, as well as the monitoring of the health state of pilots.     

Structural and functional reserves of the autonomic nervous system in pilots of high-maneuver aircrafts

The purpose of the study was to analyze morbidity among pilots of different categories of aircraft and to investigate reactivity of the autonomic nervous system (ANS) in pilots of high-maneuver aircrafts who varied in age and flying time. Morbidity of the flying personnel was analyzed based on the data of aviation medical exams. The ANS investigation involved 56 pilots of fighter and assault aircrafts both in inter-flight periods and during duty shifts. Cytochemistry was used to measure glycogen in peripheral blood neutrophils in 77 pilots. It was shown that the pre-stress state in pilots with a flying time of more than 1000 h may transform into chronic stress, provided that flight duties remain heavy. Cytochemical data studies of the concentration of neutrophilic glycogen revealed that the level of this substance was controlled by hormonal components of the sympathetic and parasympathetic divisions of the ANS and indicated the energy potential of peripheral blood leukocytes.     

Security aspects of Danish and Norwegian law of the sea policies

Abstract

Denmark and Norway are strategically located near two of the major Soviet fleets stationed at Kaliningrad and Murmansk. In order for the Baltic Fleet stationed at Kaliningrad to gain access to the high seas of the North Atlantic Ocean, it must pass through the Belts, the Kattegat, the Skaggerak, and the North Sea or the Straits of Dover. In order for the Northern Fleet stationed at Murmansk to gain access to the high seas of the North Atlantic Ocean, it must pass through the Svalbard Passage between the North Cape of Norway and the Svalbard archipelago down through the Greenland‐Iceland‐United Kingdom (GIUK) gap. These strategic locations of Denmark and Norway give rise to several security issues that affect the law of the sea policies of both states.     

军事飞行员血浆脂蛋白与同型半胱氨酸水平及其相关性分析

目的:分析某部军事飞行员血浆脂蛋白和同型半胱氨酸水平及其相关性。方法:比较某部军事飞行员与地勤人员总胆固醇(TC)、甘油三酯(TG)、高密度脂蛋白胆固醇(HDLC)、低密度脂蛋白胆固醇(LDLC)、载脂蛋白A1(apoA1)、载脂蛋白B(apoB)、同型半胱氨酸(Hcy)血清水平,并分析Hcy与TC、TG、HDLC、LDLC、apoA1、apoB等的相关性。结果:多元线性回归分析飞行员组的Hcy与HDLC值正相关(t=2.42,Sig=0.017),与apoA1值负相关(t=-2.49,Sig=0.014);飞行员与地勤人员的LDLC、apoB、apoA1水平差异有统计学意义(P0.05);高Hcy飞行员组的HDLC、apoB、apoB/apoA1比正常Hcy飞行员组显著增高,差异有统计学意义(P0.05)。结论:军事飞行员常规体检增加Hcy、apoA1、apoB及其比值检测,对异常结果分析后进行早期干预和治疗,这对飞行员的健康维护和保障飞行安全具有现实意义。     

Correction of the functional state of aircraft-carrier aviation pilots by a course of inhalation of therapeutic doses of xenon during a long sea campaign

The article considers the efficacy of the courses of xenon-oxygen inhalation for the correction of the functional state of aircraft-carrier aviation pilots in a distant sea campaign. The course of inhalation procedures was shown to stabilize the vagosympathetic balance of the body, to restore the level of the functional state of the cardiovascular system, and to retain its functional reserve at an adequate level, thus considerably improving the subjective psychoemotional state of the pilots, which manifests itself in the improvement of self-esteem, an increase in activity, well-being, and mood, as well as in an adequate decrease in the level of reactive anxiety. The results obtained give evidence of the benefits of the use of special xenon-based gas mixtures for correcting the pilots’ functional state in the most stressful periods of their professional activity. Recommendations on the application of this method by military medicine have been given.     

Prenosological approach to attaining the objectives of aviation medical expert assessment

Early diagnosis of diseases and conditions undesirable in terms of flight safety in senior pilots is tightly linked with the evaluation of disease risks. Prenosological diagnostics is focused on borderline states that may pass from health to disease (prenosology and premorbidity) and, vice versa, from disease to recovery (post-nosology). Regarding health as a vital adaptation reserve, prenosology diagnostics is concerned with the ability of the body to adapt to the environment rather than develop a disease. A constant drain of adaptation reserves may become the reason for increased risks of disease. Heart rate variability analysis is one of the instruments of prenosological diagnostics. The paper discusses the applicability of the space-medicine oriented probabilistic approach to the evaluation of adaptation risks by medical expert assessment boards certifying civil pilots. The results of two series of investigations showed increased adaptation risks and reduced functional reserves in pilots found unfit to continue their careers.     

Overweight,Medical Comorbidity and Health‐related Quality of Life in a Community Sample of Women and Men

Associations among gender, overweight and obesity, medical comorbidity, and health‐related quality of life (HRQoL) were examined in a general population sample of 4,181 women and men aged 18–65 years. Anthropometric measurements and medical comorbidity were assessed as part of a computer‐assisted physician interview. HRQoL was assessed with the Physical and Mental Component Summary scales of the Medical Outcomes Study Short Form (SF‐36 PCS, MCS). General linear models were used to examine the associations among gender, weight status, medical comorbidity, and HRQoL. Controlling for age, social status, the occurrence of specific medical conditions, and the total number of medical conditions, mild obesity was associated with impairment in physical health functioning, as measured by the PCS, among women, whereas impairment in men's physical health was apparent only for moderate obesity. There was no association between weight status and psycho‐social functioning, as measured by the MCS, in women, whereas overweight was associated with better perceived psycho‐social functioning in men. The findings are consistent with the hypothesis that w omen suffer a disproportionately large share of the disease burden of overweight and obesity that is not due solely to differences in medical comorbidity. The possibility that aspects of emotional well‐being may mediate the association between obesity and physical health functioning warrants further attention in this regard. The findings also indicate the need to stratify data by gender and to include more sensitive measures of psycho‐social functioning in future studies.     

Obesity and Functional Impairment: Influence of Comorbidity,Joint Pain,and Mental Health

To examine the relationship between obesity and functional impairment and the influence of comorbidity, joint pain, and mental health on this association, we used US adult respondents (N = 430,912) to the 2007 Behavioral Risk Factor Surveillance Survey (BRFSS‐07). Functional impairment was indicated if a respondent was either (i) limited in any way or in any activities because of physical, mental, or emotional problems, or (ii) had any health problem that required using special equipment such as a cane, wheelchair, special bed, or special telephone. Approximately 62.8% of respondents were overweight or obese and 20.3% were functionally impaired. The unadjusted relationship between obesity and functional impairment revealed a classical J‐shaped pattern with odds ratios (95% confidence interval) compared to the normal weight group: 1.63 (1.54–1.73), 1.22 (1.20–1.25), 1.77 (1.73–1.81), 2.43 (2.36–2.51), and 4.12 (3.97–4.27) for underweight, overweight, obesity class I, II, and III, respectively. Although inclusion of different combinations of sociodemographic and medical covariates substantially attenuated the unadjusted association, the collective inclusion of all covariates in a single model did not eliminate the significant J‐shaped association resulting in the following corresponding adjusted odds ratios: 1.19 (1.13–1.25), 1.01 (0.99–1.04), 1.23 (1.19–1.27), 1.38 (1.32–1.44), and 1.92 (1.82–2.02). The attenuation was mostly influenced by medical comorbidity. In conclusion, functional impairment is associated with obesity, primarily due to medical comorbidity conditions. The significant residual association highlights the importance of sustainable obesity prevention and treatment at both the individual and public level as functional impairment can create burdens at individual, familial, and societal levels.     

Impact of layover length on sleep, subjective fatigue levels, and sustained attention of long-haul airline pilots

Long-haul airline pilots often experience elevated levels of fatigue due to extended work hours and circadian misalignment of sleep and wake periods. During long-haul trips, pilots are typically given 1-3 d off between flights (i.e., layover) to recover from, and prepare for, duty. Anecdotally, some pilots prefer long layovers because it maximizes the time available for recovery and preparation, but others prefer short layovers because it minimizes both the length of the trip, and the degree to which the body clock changes from "home time" to the layover time zone. The aim of this study was to examine the impact of layover length on the sleep, subjective fatigue levels, and capacity to sustain attention of long-haul pilots. Participants were 19 male pilots (10 Captains, 9 First Officers) working for an international airline. Data were collected during an 11- or 12-d international trip. The trips involved (i) 4 d at home prior to the trip; (ii) an eastward flight of 13.5 h across seven time zones; (iii) a layover of either 39 h (i.e., short, n = 9) or 62 h (i.e., long, n = 10); (iv) a return westward flight of 14.3 h across seven time zones; and (v) 4 d off at home after the trip. Sleep was recorded using a self-report sleep diary and wrist activity monitor; subjective fatigue level was measured using the Samn-Perelli Fatigue Checklist; and sustained attention was assessed using the psychomotor vigilance task for a personal digital assistant (PalmPVT). Mixed-model regression analyses were used to determine the effects of layover length (short, long) on the amount of sleep that pilots obtained during the trip, and on the pilots' subjective fatigue levels and capacity to sustain attention. There was no main effect of layover length on ground-based sleep or in-flight sleep, but pilots who had a short layover at the midpoint of their trip had higher subjective fatigue levels and poorer sustained attention than pilots who had a long layover. The results of this study indicate that a short layover during a long-haul trip does not substantially disrupt pilots' sleep, but it may result in elevated levels of fatigue during and after the trip. If short layovers are used, pilots should have a minimum of 4 d off to recover prior to their next long-haul trip.     

Who is too old for shift work? Developing better criteria

Demographic and social trends in industrialized countries are expected to lead to increasing numbers of older shift workers, raising concerns about possible health and safety risks. For older night workers, the International Labour Organization has recommended options for transferring to day work or early retirement, but few States have adopted these measures. For commercial air transport pilots, the International Civil Aviation Organization has implemented a series of regulatory measures that could manage the risks associated with aging, including a mandatory retirement age, regular medical assessments for fitness to fly, and limits on the duration of duty and rest. Each of these approaches has strengths and weaknesses. The mandatory retirement age is effectively arbitrary, has been controversial, and was recently increased from 60 to 65 yrs for one member of a two-person cockpit crew. Medical assessments offer a more individualized approach, but to improve safety, they must address aspects of health and physical or mental function that affect work performance and safety outcomes. The traditional focus has been on cardiovascular risk factors, although cardiac incapacitation is not a cause of accidents in a two-person cockpit aircraft. On the other hand, while pilot fatigue is an acknowledged cause of accidents, there is currently no requirement to consider issues associated with fatigue or sleep problems in fitness-to-fly medical assessments. Older long-haul pilots show greater sleep fragmentation than their younger colleagues and those in the general population. Sleep becomes more fragmented with increasing age, but the functional significance of this remains unclear. Among younger adults, experimental sleep fragmentation leads to increased sleepiness and degradation of performance and mood. Greater sleep loss is reported by older long-haul pilots, as well as other older shift workers, compared to younger people working similar duty patterns. Experimental sleep restriction causes a degradation of performance and mood that is cumulative and dose-dependent. In addition, a recent large-scale flight simulation study indicates that the duration of sleep obtained by individual pilots is an independent predictor of crew performance in a two-person cockpit. Based on these considerations, we propose that fatigue and sleep-related issues should become a standard part of fitness-for-work medical assessments, particularly for older shift workers. A multi-layered approach is proposed, with a routine structured sleep history leading to referral to specialist sleep services where appropriate. Criteria for specialist referral and medical retirement should be related to the workplace risk represented by an older worker. Additional research is needed to develop and validate sleep-related criteria for assessing fitness for work. For example, a better understanding of the effects of sleep fragmentation on the waking function of older workers might lead to a fragmentation threshold for fitness for work. The potential negative effects of unemployment and early retirement also need to be taken into account when considering the options for managing the occupational health and safety needs of older shift workers.     

山西省县级公立医院综合改革的探索与思考

在深化医药卫生体制改革的背景下，山西省将县级公立医院综合改革作为工作重点，经过几年的探索与实践，改革取得显著成效。2013年，全省综合改革试点县（市、区）总数达到83个，占全省119个县（市、区）的70%。。现就山西省县级公立医院的改革进程分析，以期为深化改革提供参考。     

Who Is Too Old for Shift Work? Developing Better Criteria

Demographic and social trends in industrialized countries are expected to lead to increasing numbers of older shift workers, raising concerns about possible health and safety risks. For older night workers, the International Labour Organization has recommended options for transferring to day work or early retirement, but few States have adopted these measures. For commercial air transport pilots, the International Civil Aviation Organization has implemented a series of regulatory measures that could manage the risks associated with aging, including a mandatory retirement age, regular medical assessments for fitness to fly, and limits on the duration of duty and rest. Each of these approaches has strengths and weaknesses. The mandatory retirement age is effectively arbitrary, has been controversial, and was recently increased from 60 to 65 yrs for one member of a two‐person cockpit crew. Medical assessments offer a more individualized approach, but to improve safety, they must address aspects of health and physical or mental function that affect work performance and safety outcomes. The traditional focus has been on cardiovascular risk factors, although cardiac incapacitation is not a cause of accidents in a two‐person cockpit aircraft. On the other hand, while pilot fatigue is an acknowledged cause of accidents, there is currently no requirement to consider issues associated with fatigue or sleep problems in fitness‐to‐fly medical assessments. Older long‐haul pilots show greater sleep fragmentation than their younger colleagues and those in the general population. Sleep becomes more fragmented with increasing age, but the functional significance of this remains unclear. Among younger adults, experimental sleep fragmentation leads to increased sleepiness and degradation of performance and mood. Greater sleep loss is reported by older long‐haul pilots, as well as other older shift workers, compared to younger people working similar duty patterns. Experimental sleep restriction causes a degradation of performance and mood that is cumulative and dose‐dependent. In addition, a recent large‐scale flight simulation study indicates that the duration of sleep obtained by individual pilots is an independent predictor of crew performance in a two‐person cockpit. Based on these considerations, we propose that fatigue and sleep‐related issues should become a standard part of fitness‐for‐work medical assessments, particularly for older shift workers. A multi‐layered approach is proposed, with a routine structured sleep history leading to referral to specialist sleep services where appropriate. Criteria for specialist referral and medical retirement should be related to the workplace risk represented by an older worker. Additional research is needed to develop and validate sleep‐related criteria for assessing fitness for work. For example, a better understanding of the effects of sleep fragmentation on the waking function of older workers might lead to a fragmentation threshold for fitness for work. The potential negative effects of unemployment and early retirement also need to be taken into account when considering the options for managing the occupational health and safety needs of older shift workers.     

Comorbidities and Crash Involvement among Younger and Older Drivers

Previous studies identified comorbidities as predictors of older driver performance and driving pattern, while the direct impact of comorbidities on road crash risk in elderly drivers is still unknown. The present study is a cross-sectional aimed at investigating the association between levels of comorbidity and crash involvement in adult and elderly drivers. 327 drivers were stratified according to age range in two groups: elderly drivers (age ≥70 years old, referred as older) and adult drivers (age <70 years old, referred as younger). Driving information was obtained through a driving questionnaire. Distance traveled was categorized into low, medium and high on the basis of kilometers driven in a year. CIRS-illness severity (IS) and CIRS-comorbidity indices (CI) in all populations were calculated. Older drivers had a significantly higher crash involvements rate (p = .045) compared with the younger group based on the number of licensed drivers. Dividing comorbidity indices into tertiles among all licensed subjects, the number of current drivers significantly decreased (p<.0001) with increasing level of comorbidity. The number of current drivers among older subjects significantly decreased with increasing comorbidity level (p = .026) while no difference among younger group was found (p = .462). Among younger drivers with increasing comorbidity level, the number of road accidents significantly increased (p = .048) and the logistic regression analysis showed that comorbidity level significantly associated with crash involvement independent of gender and driving exposure. Older subjects with high level of comorbidity are able to self-regulate driving while comorbidity burden represents a significant risk factor for crash involvements among younger drivers.     

Evaluation of total purchasing pilots in England and Scotland and implications for primary care groups in England: personal interviews and analysis of routine data

Objectives: To evaluate the reported achievements of the 52 first wave total purchasing pilot schemes in 1996-7 and the factors associated with these; and to consider the implications of these findings for the development of the proposed primary care groups. Design: Face to face interviews with lead general practitioners, project managers, and health authority representatives responsible for each pilot; and analysis of hospital episode statistics. Setting: England and Scotland for evaluation of pilots; England only for consideration of implications for primary care groups. Main outcome measures: The ability of total purchasers to achieve their own objectives and their ability specifically to achieve objectives in the service areas beyond fundholding included in total purchasing. Results: The level of achievement between pilots varied widely. Achievement was more likely to be reported in primary than in secondary care. Reported achievements in reducing length of stay and emergency admissions were corroborated by analysis of hospital episode statistics. Single practice and small multipractice pilots were more likely than large multipractice projects to report achieving their objectives. Achievements were also associated with higher direct management costs per head and the ability to undertake independent contracting. Large multipractice pilots required considerable organisational development before progress could be made. Conclusion: The ability to create effective commissioning organisations the size of the proposed primary care groups should not be underestimated. To be effective commissioners, these care groups will need to invest heavily in their organisational development and in the short term are likely to need an additional development budget rather than the reduction in spending on NHS management that is planned by the government.

Key messages

• The level of reported achievement between the total purchasing pilots in 1996-7 varied widely; achievement was more likely to occur in primary than in secondary care
• Single practice and small multipractice pilots were more likely than large multipractice pilots to report achieving their objectives in 1996/97; achievements were also associated with higher direct management costs per head
• Large multipractice pilots needed more time for organisational development before progress could be made
• Difficulties in creating effective commissioning organisations the size of the proposed primary care groups should not be underestimated
• Primary care groups will need to invest heavily in organisational development and are likely to need an additional development budget in the short term

     

慢性非特异性颈部不适飞行员与无症状飞行员之间头颈夹肌表面肌电特征的比较

目的:通过对慢性非特异性颈部不适飞行员与无症状飞行员之间头颈夹肌表面肌电特征的比较,为慢性非特异性颈部不适飞行员的早期诊断提供参考依据。方法:用表面肌电仪测量52名慢性非特异性颈部不适飞行员与11名无症状飞行员双侧头颈夹肌的松弛状态、等长收缩以及异长收缩时的表面肌电特征,分析不同状态下双侧头颈夹肌疲劳性肌电指标MFs、MPFs、ZCRs以及平均肌电AEMG值,用统计学软件SPSS 18.0分析实验结果。结果:非特异性颈部不适飞行员与无症状飞行员双侧头颈夹肌在松弛状态时疲劳性肌电指标MFs、MPFs、ZCRs比较均无统计学差异(P0.05),其双侧头颈夹肌在等长收缩和异长收缩时间有统计学差异(P0.05)。头颈夹肌处于松弛状态时,两组间平均肌电AEMG比较无统计学差异(P0.05),而在肌肉等长收缩和异长收缩时,两组间比较有统计学差异(P0.05)。结论:慢性非特异性颈部不适飞行员与无症状飞行员之间头颈夹肌表面肌电相关指标存在统计学差异,慢性颈部不适的飞行员相比无症状飞行员更易出现头颈夹肌的疲劳以及头颈夹肌的功能下降。头颈夹肌表面肌电特征有助于早期诊断慢性非特异性颈部不适飞行员的肌肉功能状态的改变。     

Impact of Layover Length on Sleep,Subjective Fatigue Levels,and Sustained Attention of Long-Haul Airline Pilots

Long-haul airline pilots often experience elevated levels of fatigue due to extended work hours and circadian misalignment of sleep and wake periods. During long-haul trips, pilots are typically given 1–3 d off between flights (i.e., layover) to recover from, and prepare for, duty. Anecdotally, some pilots prefer long layovers because it maximizes the time available for recovery and preparation, but others prefer short layovers because it minimizes both the length of the trip, and the degree to which the body clock changes from “home time” to the layover time zone. The aim of this study was to examine the impact of layover length on the sleep, subjective fatigue levels, and capacity to sustain attention of long-haul pilots. Participants were 19 male pilots (10 Captains, 9 First Officers) working for an international airline. Data were collected during an 11- or 12-d international trip. The trips involved (i) 4 d at home prior to the trip; (ii) an eastward flight of 13.5?h across seven time zones; (iii) a layover of either 39?h (i.e., short, n?=?9) or 62?h (i.e., long, n?=?10); (iv) a return westward flight of 14.3?h across seven time zones; and (v) 4 d off at home after the trip. Sleep was recorded using a self-report sleep diary and wrist activity monitor; subjective fatigue level was measured using the Samn-Perelli Fatigue Checklist; and sustained attention was assessed using the psychomotor vigilance task for a personal digital assistant (PalmPVT). Mixed-model regression analyses were used to determine the effects of layover length (short, long) on the amount of sleep that pilots obtained during the trip, and on the pilots' subjective fatigue levels and capacity to sustain attention. There was no main effect of layover length on ground-based sleep or in-flight sleep, but pilots who had a short layover at the midpoint of their trip had higher subjective fatigue levels and poorer sustained attention than pilots who had a long layover. The results of this study indicate that a short layover during a long-haul trip does not substantially disrupt pilots' sleep, but it may result in elevated levels of fatigue during and after the trip. If short layovers are used, pilots should have a minimum of 4 d off to recover prior to their next long-haul trip. (Author correspondence: greg.roach@cqu.edu.au)     

Factors limiting fish populations in the Loch Fleet system, an acidic drainage system in south-west Scotland

Loch Fleet is an oligotrophic upland lake in Galloway, south-west Scotland. It once supported a brown trout, Salmo trutta L., sport fishery with low annual catches (< 150 fish year ^?1) but catches declined markedly after 1950 and no fish were caught after 1975. Diatom records for the lake sediments indicate acute acidification since 1975, pH changing from c. 5–8 to 4–6. In 1984 a project was set up at Loch Fleet to investigate techniques of acidity mitigation, with a view to restoring fisheries in this and similarly affected waters. An underlying assumption of the project was that fish had been lost as a direct result of acidity and associated factors. Studies were therefore undertaken during a 2-year baseline period (1984–1986) to validate this assumption. Fish surveys using a variety of techniques (gill-netting, trapping, electrofishing) confirmed that trout were absent from the Loch and its afferent streams, and also from its main outlet stream, the Little Water of Fleet, for a distance of 7 km downstream. Trout were present below this point but are prevented from passing upstream by a 5-m waterfall. Eels, Anguilla anguilla L., were present throughout the Little Water of Fleet, though not in the Loch itself. Population densities of both species were low, with less than 7 eels and 5 trout per 100 m². Survival studies using brown trout ova and yolk-sac fry indicated that conditions in the Loch and its afferent streams were acutely toxic to these stages as a result of the low pH (pH 4.5), low calcium (I mg l^?1) and high aluminium concentrations (200 μg 1 ^?1 total Al, 60 μg 1 ^?1 inorganic monomeric Al). Trout fingerlings could survive these conditions in short-term tests (9 days) but, in chronic exposure tests lasting up to 180 days carried out in situ in streams adjoining the loch, no fish survived this period. This toxicity was eliminated in experiments where pH was raised to 5.4 by KOH addition. It is concluded that the loss of the brown trout fishery at Loch Fleet occurred as a direct result of acidity and related factors, probably acting in the first instance on the sensitive intra-gravel ova and yolk-sac fry stages, leading to recruitment failure.     

Comorbidity patterns in patients with chronic diseases in general practice

Introduction

Healthcare management is oriented toward single diseases, yet multimorbidity is nevertheless the rule and there is a tendency for certain diseases to occur in clusters. This study sought to identify comorbidity patterns in patients with chronic diseases, by reference to number of comorbidities, age and sex, in a population receiving medical care from 129 general practitioners in Spain, in 2007.

Methods

A cross-sectional study was conducted in a health-area setting of the Madrid Autonomous Region (Comunidad Autónoma), covering a population of 198,670 individuals aged over 14 years. Multiple correspondences were analyzed to identify the clustering patterns of the conditions targeted.

Results

Forty-two percent (95% confidence interval [CI]: 41.8–42.2) of the registered population had at least one chronic condition. In all, 24.5% (95% CI: 24.3–24.6) of the population presented with multimorbidity.In the correspondence analysis, 98.3% of the total information was accounted for by three dimensions. The following four, age- and sex-related comorbidity patterns were identified: pattern B, showing a high comorbidity rate; pattern C, showing a low comorbidity rate; and two patterns, A and D, showing intermediate comorbidity rates.

Conclusions

Four comorbidity patterns could be identified which grouped diseases as follows: one showing diseases with a high comorbidity burden; one showing diseases with a low comorbidity burden; and two showing diseases with an intermediate comorbidity burden.     

Intelligence quotients of pilots in civil aviation with atherosclerotic changes in the brain vessels

Intelligence quotients (IQs) in pilots of civil aviation were studied. A total of 73 healthy pilots (control group) and 70 pilots with atherosclerosis of the brain vessels, including 23 persons with atherosclerotic plaques, were studied. The study of intellectual indices was performed using the classical Eysenck??s tests and their modifications by Gorbov in a computer variant developed by Sobchik. In pilots with atherosclerosis of the brain vessels, a tendency towards an insignificant decrease in the indices of average values of IQ as compared to those of healthy pilots was recorded. The IQs of the examined pilots indicated their occupational fitness. Despite the presence of atherosclerotic plaques in the group of pilots examined by us, the results of numerical (IQ2) and verbal (IQ3) tests were not reduced. The presence of hemodynamically insignificant stable atherosclerotic plaques in pilots examined by us did not lead to a change in the cognitive functions; the intellectual capacities of pilots were preserved, which allowed them to continue flight work.