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    <title>Transport Research International Documentation (TRID)</title>
    <link>https://trid.trb.org/</link>
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    <language>en-us</language>
    <copyright>Copyright © 2026. National Academy of Sciences. All rights reserved.</copyright>
    <docs>http://blogs.law.harvard.edu/tech/rss</docs>
    <managingEditor>tris-trb@nas.edu (Bill McLeod)</managingEditor>
    <webMaster>tris-trb@nas.edu (Bill McLeod)</webMaster>
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      <title>Transport Research International Documentation (TRID)</title>
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      <link>https://trid.trb.org/</link>
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    <item>
      <title>In-Flight Medical Events on Commercial Airline Flights</title>
      <link>https://trid.trb.org/View/2611420</link>
      <description><![CDATA[In-flight medical events are an inevitable challenge in commercial aviation. Managing these events is complicated by constrained medical resources and delayed access to definitive care.  To characterize the epidemiology of in-flight medical events and identify factors associated with aircraft diversion, hospital transport, and in-flight mortality. This cohort study included 77790 in-flight medical events reported to a global ground-based medical support center from January 1, 2022, through December 31, 2023. All passengers experiencing an in-flight medical event across 84 participating airlines during the study period were included. Data were collected from consultations initiated by flight crew via radio or satellite communication with a dedicated ground-based physician. No demographic or clinical exclusions were applied. Medical conditions occurring during commercial flights that prompted contact with the ground-based support center. Data included clinical presentation, in-flight management, passenger demographics, involvement of volunteer medical professionals, and disposition.  Primary outcome was aircraft diversion, and secondary outcomes were hospital transport and in-flight mortality. Descriptive statistics, univariate analyses, and multivariable analyses were used to identify clinical and operational variables associated with these outcomes. Among 77790 in-flight medical events, the overall incidence was 39 events per 1 million enplanements, with 1 event per 212 flights, or 17 events per billion revenue passenger kilometers. The median (IQR) age of affected passengers (42316 females [54.4%]) was 43 (27-61) years. Aircraft diversion occurred in 1.7% of cases, most frequently due to neurologic (41%) and cardiovascular (27%) conditions. Suspected stroke (adjusted OR [AOR], 20.35; 95% CI, 12.98-31.91) and acute cardiac emergencies (AOR, 8.16; 95% CI, 6.38-10.42) were the factors associated with the highest odds of diversion. The involvement of a physician volunteer was also associated with increased odds of diversion (AOR, 7.86; 95% CI, 4.49-13.78). In this cohort study of 77790 in-flight medical events, these events occur more frequently than previously reported. Serious neurologic conditions, cardiac events, and physician volunteer involvement are each associated with higher odds of diversion. These findings contribute to the understanding of in-flight medical event frequency and outcomes and may inform policy, flight crew training, and diversion protocols.]]></description>
      <pubDate>Wed, 18 Feb 2026 13:22:00 GMT</pubDate>
      <guid>https://trid.trb.org/View/2611420</guid>
    </item>
    <item>
      <title>Optimizing social costs in post-pandemic humanitarian distribution models</title>
      <link>https://trid.trb.org/View/2549012</link>
      <description><![CDATA[In response to the COVID-19 pandemic, the Red Cross Society of China played a crucial role in distributing medical donations, but the initial efforts were inefficient and neglected medical personnel’s welfare. This study proposes a time-sensitive humanitarian distribution model that optimizes the social costs by integrating logistics and deprivation costs that cares about human suffering. The authors use the Gini coefficient to evaluate delays in distribution, aiding trade-off analysis between logistics efforts and social welfare. The authors' findings show that the proposed model improves the Gini coefficient by an average of 33.96% across 500 scenarios. Additionally, investing 23.7% more in logistics costs reduces the Gini coefficient by 0.1, enhancing the social welfare of medical supplies distribution. Sensitivity analysis examines the impact of time delay and cost investment on the Gini coefficient, offering insights into balancing logistics investments and social welfare.]]></description>
      <pubDate>Thu, 26 Jun 2025 11:42:14 GMT</pubDate>
      <guid>https://trid.trb.org/View/2549012</guid>
    </item>
    <item>
      <title>Multilevel moderated mediation effects of sleep on the relationship between individual demands and daily unsafe driving while commuting via persistent fatigue of hospital nurses</title>
      <link>https://trid.trb.org/View/2369467</link>
      <description><![CDATA[Hospital nurses frequently experience persistent fatigue and suboptimal sleep, potentially leading to unsafe driving behaviors. The increasing demands placed on nursing services may exacerbate this issue, given the global shortage of nurses, yet this complex relationship and how it affects nurses on a day-to-day basis remains largely underexplored. This study investigates the relationships between work demands, off-work demands, persistent fatigue, and daily unsafe driving among nurses while commuting. Using a multilevel diary study spanning five to seven consecutive days, 172 hospital nurses provided 976 data points with three momentary points per day (T1-T3). Hierarchical Linear Modeling (HLM) and Monte-Carlo methods for assessing mediation (2–1-1) and moderated mediation were applied to explore the complex interactions between work demands, off-work demands, persistent fatigue, sleep duration, sleep quality, and unsafe driving. The model was controlled for various factors such as age, gender, number of children, commuting impedance, within-person work demands, and off-work demands. Results revealed positive associations between between-person work demands, off-work demands, persistent fatigue, and unsafe driving while commuting to work on the next shift. Sleep duration was identified as a key factor mitigating the indirect relationships between individual demands, persistent fatigue, and unsafe driving. However, the study did not find significant evidence regarding sleep quality's influence on unsafe driving through persistent fatigue. Overall, this research sheds light on the intricate relationships among work demands, persistent fatigue, sleep, and daily unsafe driving, emphasizing the critical role of sleep in attenuating fatigue-induced risks during nurses' commutes.]]></description>
      <pubDate>Thu, 09 May 2024 09:24:25 GMT</pubDate>
      <guid>https://trid.trb.org/View/2369467</guid>
    </item>
    <item>
      <title>Healthcare provider influence on driving behavior after a mild traumatic brain injury: Findings from the 2021 SummerStyles survey</title>
      <link>https://trid.trb.org/View/2134708</link>
      <description><![CDATA[Research shows that a mild traumatic brain injury (mTBI) impairs a person's ability to identify driving hazards 24 h post injury and increases the risk for motor vehicle crash. This study examined the percentage of people who reported driving after their most serious mTBI and whether healthcare provider education influenced this behavior.  Self-reported data were collected from 4,082 adult respondents in the summer wave of Porter Novelli’s 2021 Consumer Styles survey. Respondents with a driver’s license were asked whether they drove right after their most serious mTBI, how safe they felt driving, and whether a doctor or nurse talked to them about when it was ok to drive after their injury. About one in five (18.8 %) respondents reported sustaining an mTBI in their lifetime. Twenty-two percent (22.3%) of those with a driver’s license at the time of their most serious mTBI drove within 24 h, and 20% felt very or somewhat unsafe doing so. About 19% of drivers reported that a doctor or nurse talked to them about when it was safe to return to driving. Those who had a healthcare provider talk to them about driving were 66% less likely to drive a car within 24 h of their most serious mTBI (APR = 0.34, 95% CI: 0.20, 0.60) compared to those who did not speak to a healthcare provider about driving. Increasing the number of healthcare providers who discuss safe driving practices after a mTBI may reduce acute post-mTBI driving. Inclusion of information in patient discharge instructions and prompts for healthcare providers in electronic medical records may help encourage conversations about post-mTBI driving.]]></description>
      <pubDate>Tue, 21 Mar 2023 09:22:12 GMT</pubDate>
      <guid>https://trid.trb.org/View/2134708</guid>
    </item>
    <item>
      <title>Home healthcare staff dimensioning problem for temporary caregivers: A matheuristic solution approach</title>
      <link>https://trid.trb.org/View/2109837</link>
      <description><![CDATA[Staff dimensioning, defined as determining the required numbers of caregivers with different types of skills, is a key decision for home healthcare systems. Home healthcare providers often use a combination of permanent and temporary (casual) caregivers. Determining the required number of temporary caregivers with different skill sets considering uncertainty and routing cost is the main objective of this study. To this end, the authors propose a two-stage stochastic programming model for the staff dimensioning problem for temporary caregivers, taking into account uncertainties in the required class of service, the required number of visits, and the required service time for each patient. Staff dimensioning decisions are defined in the first stage, and assignment with routing are positioned in the second stage of the model. To solve the problem, a two-phase matheuristic algorithm is developed where an initial solution is generated in the first phase by using an intermediate mathematical model and solving a series of Traveling Salesman Problems (TSPs), then a fix-and-optimize strategy is developed in the second phase to improve the obtained solution. The efficiency of the proposed matheuristic algorithm is examined by various test problems. The results highlight that the proposed model and solution method can be used by HHC providers to effectively utilize the option of recruitment of temporary caregivers in their resource planning considering inevitable uncertain parameters.]]></description>
      <pubDate>Tue, 28 Feb 2023 17:06:30 GMT</pubDate>
      <guid>https://trid.trb.org/View/2109837</guid>
    </item>
    <item>
      <title>Long-Term Aircraft Noise Exposure and Risk of Hypertension in the Nurses’ Health Studies</title>
      <link>https://trid.trb.org/View/2072015</link>
      <description><![CDATA[Aircraft noise can affect populations living near airports. Chronic exposure to aircraft noise has been associated with cardiovascular disease, including hypertension. However, previous studies have been limited in their ability to characterize noise exposures over time and to adequately control for confounders. The aim of this study was to examine the association between aircraft noise and incident hypertension in two cohorts of female nurses, using aircraft noise exposure estimates with high spatial resolution over a 20-year period. The authors obtained contour maps of modeled aircraft noise levels over time for 90 U.S. airports and linked them with geocoded addresses of participants in the Nurses' Health Study (NHS) and Nurses' Health Study II (NHS II) to assign noise exposure for 1994–2014 and 1995–2013, respectively. The authors used time-varying Cox proportional hazards models to estimate hypertension risk associated with time-varying noise exposure (dichotomized at 45 and 55 dB(A)), adjusting for fixed and time-varying confounders. Results from both cohorts were pooled via random effects meta-analysis. In meta-analyses of parsimonious and fully-adjusted models with aircraft noise dichotomized at 45 dB(A), hazard ratios (HR) for hypertension incidence were 1.04 (95% CI: 1.00, 1.07) and 1.03 (95% CI: 0.99, 1.07), respectively. When dichotomized at 55 dB(A), HRs were 1.10 (95% CI: 1.01, 1.19) and 1.07 (95% CI: 0.98, 1.15), respectively. After conducting fully-adjusted sensitivity analyses limited to years in which particulate matter (PM) was obtained, the authors observed similar findings. In NHS, the PM-unadjusted HR was 1.01 (95% CI: 0.90, 1.14) and PM-adjusted HR was 1.01 (95% CI: 0.89, 1.14); in NHS II, the PM-unadjusted HR was 1.08 (95% CI: 0.96, 1.22) and the PM-adjusted HR was 1.08 (95% CI: 0.95, 1.21). Overall, in these cohorts, the authors found marginally suggestive evidence of a positive association between aircraft noise exposure and hypertension.]]></description>
      <pubDate>Tue, 20 Dec 2022 09:10:45 GMT</pubDate>
      <guid>https://trid.trb.org/View/2072015</guid>
    </item>
    <item>
      <title>At the Intersection of Safety and Job Performance: A Practitioner’s Case Report on a Mobile Medic Seat Design for Ground Vehicles</title>
      <link>https://trid.trb.org/View/2052333</link>
      <description><![CDATA[Complex user needs are often found at the intersection of safety and job performance. This is particularly so for combat medics who need to remain safe while providing en route casualty care in a ground vehicle during mission operations. The following practitioner’s case report describes how subject matter expert interviews, hierarchical task analyses, and a simulated workspace observation were used to uncover unique requirements to inform a design concept for new medic seating. The solution allows medics to perform life-saving interventions while harnessed in an energy attenuating system. Conclusions highlight on-going challenges designing systems to satisfy conflicting requirements.]]></description>
      <pubDate>Mon, 21 Nov 2022 16:21:19 GMT</pubDate>
      <guid>https://trid.trb.org/View/2052333</guid>
    </item>
    <item>
      <title>The relationship between burnout, commuting crashes and drowsy driving among hospital health care workers</title>
      <link>https://trid.trb.org/View/2001640</link>
      <description><![CDATA[This article reports on a study that investigated the relationship between burnout, commuting crashes and drowsy driving among hospital health care workers.  The authors used an online survey to query 291 health care workers (HCWs) from a hospital in Haifa, Israel.  The survey questions focused on burnout, work satisfaction, commuting crashes, and drowsy driving, especially to and from work.  The study found that of the 31% of HCWs involved in at least one motor vehicle crash, over half (56.4%) had at least one incident of drowsy driving. The crashes resulted in physical, mental and quality-of-life harm in more than half of the respondents who had experienced a crash.  Physicians had the highest burnout scores and administrative staff reported the highest work satisfaction. Low work satisfaction was significantly associated with higher severity of reported mental harm in all groups who had experienced a crash.  The authors conclude with a brief discussion of the need to recognize commuting crashes as work-related, in order to introduce strategies to prevent and minimize risk factors that may lead to commuting crashes in this population.]]></description>
      <pubDate>Mon, 26 Sep 2022 09:10:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/2001640</guid>
    </item>
    <item>
      <title>Evaluation of an education intervention for Australian health practitioners to support people with dementia with driving decisions: A pretest-posttest survey</title>
      <link>https://trid.trb.org/View/1986492</link>
      <description><![CDATA[ObjectiveDrivers with dementia will at some stage need to stop driving. The timing of driving retirement is informed by the advice of health practitioners, however many find this task complex and challenging as they feel unprepared or lack confidence, having limited training and education on dementia and driving. Few opportunities exist for Australian health practitioners to advance learning about dementia and driving. This study evaluated the impact of a Dementia and Driving Education Module on practitioner self-perceived knowledge, confidence, and competence in supporting people living with dementia with decisions about driving.MethodsA single group, pretest-posttest survey was conducted for this study. Health practitioners were recruited over 19?months via email and invited to attend a face-to-face dementia and driving workshop. The workshop comprised of a two-hour Dementia and Driving Education Module including seven learning activities incorporating six vignettes, five self-reflections, one case study and a paper copy of a dementia and driving decision aid. Participants completed a survey prior to, immediately after and six weeks post completion of the education module.ResultsA total of 240 health practitioners, from over six disciplines, took part in one of eleven workshops delivered via face-to-face and online across five states of Australia. Significant increases occurred in all outcome measures of perceived knowledge, confidence and competence between baseline and immediately post-education module survey responses and between baseline and six weeks post-survey responses.ConclusionsThe Dementia and Driving Education Module and accompanying decision aid demonstrate an efficacious solution for a diverse range of health practitioners to enhance their knowledge, confidence, and competence in supporting people living with dementia with driving retirement decisions.]]></description>
      <pubDate>Mon, 18 Jul 2022 09:28:20 GMT</pubDate>
      <guid>https://trid.trb.org/View/1986492</guid>
    </item>
    <item>
      <title>2020 Aerospace Medical Certification Statistical Handbook</title>
      <link>https://trid.trb.org/View/1990732</link>
      <description><![CDATA[The biennial Aerospace Medical Certification Statistical Handbook reports descriptive characteristics of all active U.S. civil aviation airmen. The 2020 handbook documents the most recent and most widely relevant data on active civil aviation airmen. Medical certification records from 2015–2020 were selected from the Document Imaging Workflow System, which is the Federal Aviation Administration’s (FAA’s) medical certification database. All medical data were abstracted from the most recent medical examinations, except for medical conditions that were historical and current. Only those with a non-expired medical certificate remained in the dataset. Airman variables include age, issued and effective medical classes, height, weight, body mass index (BMI), gender, select medical conditions, special issuances (SIs), and FAA region of residence. As of December 31, 2020, 546,503 medically certified airmen were age 16 and older, and 46.6%, 17.9%, and 35.4% were issued a first-, second-, and third-class medical certificate, respectively. Across all medical classes, the average age was 40.6 years, 92% were male, and 8% were female. The mean BMI for female and male airmen was 24.2 kg/m² and 27.1 kg/m², respectively. Nearly 5.8% of issued certificates required an SI. The most-reported medical condition was hypertension treated with medication, reported among 7.2% of the population. This report contains widely requested data on the active U.S. civil airman population. This report is updated biennially and is used by the aerospace community, including FAA leadership, aerospace researchers, advocacy groups, legislative staff, and the general public.]]></description>
      <pubDate>Mon, 18 Jul 2022 09:25:37 GMT</pubDate>
      <guid>https://trid.trb.org/View/1990732</guid>
    </item>
    <item>
      <title>Long-term exposure to road traffic noise and all-cause and cause-specific mortality: a Danish Nurse Cohort study</title>
      <link>https://trid.trb.org/View/1906141</link>
      <description><![CDATA[Background: Long-term road traffic noise exposure is linked to cardio-metabolic disease morbidity, whereas evidence on mortality remains limited. Objectives: The authors investigated association of long-term exposure to road traffic noise with all-cause and cause-specific mortality. Methods: They linked 22,858 females from the Danish Nurse Cohort (DNC), recruited into the Danish Register of Causes of Death up to 2014. Road traffic noise levels since 1970 were modelled by Nord2000 as the annual mean of a weighted 24 h average (Lden). Cox regression models examined the associations between Lden (5-year and 23-year means) and all-cause and cause-specific mortalities, adjusting for lifestyle and exposure to PM₂.₅ (particulate matter with diameter < 2.5 μm) and NO₂ (nitrogen dioxide). Results: During follow-up (mean 17.4 years), 3902 nurses died: 1622 from cancer, 922 from CVDs (289 from stroke), 338 from respiratory diseases (186 from chronic obstructive pulmonary disease, 114 from lower respiratory tract infections [ALRIs]), 234 from dementia, 95 from psychiatric disorders, and 79 from diabetes. Hazard ratios (95% confidence intervals) for all-cause mortality from fully-adjusted models were 1.06 (1.01, 1.11) and 1.09 (1.03, 1.15) per 10 dB of 5-year and 23-year mean Lden, respectively, which attenuated slightly in the main model (fully-adjusted plus PM₂.₅: 1.04 [1.00, 1.10]; 1.08 [1.02, 1.13]). Main model estimates suggested the strongest associations between 5-year mean Lden and diabetes (1.14: 0.81, 1.61), ALRIs (1.13: 0.84, 1.54), dementia (1.12: 0.90, 1.38), and stroke (1.10: 0.91, 1.31), whereas associations with 23-year mean Lden were suggested for respiratory diseases (1.15: 0.95, 1.39), psychiatric disorders (1.11: 0.78, 1.59), and all cancers (1.08: 0.99, 1.17). Discussion: Among the female nurses from the DNC, the authors observed that long-term exposure to road traffic noise led to premature mortality, independently of air pollution, and its adverse effects may extend well beyond those on the cardio-metabolic system to include respiratory diseases, cancer, neurodegenerative and psychiatric disorders.]]></description>
      <pubDate>Mon, 28 Feb 2022 09:42:15 GMT</pubDate>
      <guid>https://trid.trb.org/View/1906141</guid>
    </item>
    <item>
      <title>Providing healthcare and fitness to drive assessments for long-haul truck drivers: A qualitative study of family physicians and nurse practitioners</title>
      <link>https://trid.trb.org/View/1901471</link>
      <description><![CDATA[Long-haul truck drivers are exposed to many workplace stressors that put them at greater health risk than the general population. Transport truck driving is currently the most common occupation for men in Canada and among the top most common occupations for men in the US, the United Kingdom and Australia. Literature to date suggests long-haul truck drivers have poor access to health care including primary care. Primary care reduces health inequity and has significant impact on the health of both individuals and populations. How primary care practitioners provide this important resource to their long-haul truck driver patients has not been well studied. In this study, the authors probed the responses of family physicians and nurse practitioners to the health experiences reported by long-haul truck drivers and explored their insights providing primary care to this occupational group. In-depth semi-structured interviews were conducted with three focus groups of primary care providers recruited from urban and small towns in Ontario, Canada. Analysis of the audiotaped and transcribed interviews was conducted using descriptive qualitative methodology. Two themes emerged from the analysis that reflect the challenges participants had forming therapeutic patient-physician relationships with their long-haul truck driver patients: lack of knowledge of the continuous complex environment of trucking; and responsibility for conducting drivers' medical exams at the expense of primary care. Nurse practitioners and family physicians appear to be conflicted in their dual roles of providing medical care and assessing fitness to drive for their long-haul truck driver patients. Designating separate health providers who are specially trained to determine medical fitness may allow family physicians and nurse practitioners to focus on providing good quality primary care to long-haul truck drivers who are in great need of resources to reduce their significant health inequity.]]></description>
      <pubDate>Tue, 25 Jan 2022 17:29:47 GMT</pubDate>
      <guid>https://trid.trb.org/View/1901471</guid>
    </item>
    <item>
      <title>2014 Aerospace Medical Certification Statistical Handbook</title>
      <link>https://trid.trb.org/View/1874814</link>
      <description><![CDATA[The annual Aerospace Medical Certification Statistical Handbook reports descriptive characteristics of all active U.S. civil aviation airmen and the aviation medical examiners (AMEs) that perform the required medical examinations. The 2014 annual handbook documents the most recent and most widely relevant data on active civil aviation airmen and AMEs. Medical certification records from 2009-2014 were selected from the Document Imaging Workflow System (DIWS), which is the Federal Aviation Administration (FAA) medical certification database. All medical data were abstracted from the most recent medical examinations, with the exception of medical conditions that were historical and current. Only those with a non-expired medical certificate remained in the dataset. AME records were selected from the Aviation Medical Examiner Information System (AMEIS). The current status of each AME was determined for each year of the study period from 2012-2014, retaining only those with an active status. Airman variables include age, issued and effective medical classes, height, weight, BMI, gender, select medical conditions, special issuances, and FAA region of residence. AME variables include AME type, age, gender, medical specialty, pilot license status, senior examiner status, and region. Airmen: As of December 31, 2014, there were 565,809 medically certified airmen age 16 and older, and 34.7%, 20.8%, and 44.5% were issued a Class 1, Class 2, and Class 3 medical certificate, respectively. Across all medical classes, the average age was 43.0 years, and 93.6% of the airmen were male. The mean BMI for both females and males was 24.1 and 27.2, respectively. Six percent of issued certificates required a special issuance. The most commonly reported medical condition was hypertension with medication, at 10.6%. AME: Of the 3,191 active AMEs, 92.8% were civilian, 1.9% federal, and 5.3% military. Of these, 48% reported their medical specialty as family practice. Their average age was 60.3 years; the majority (53.5%) did not hold a pilot license, and 87% were male. This report contains widely requested data on the active U.S. civil airman population. This report is updated annually and is used by the aerospace community, including FAA leadership, aerospace researchers, advocacy groups, legislative staff, and the general public.]]></description>
      <pubDate>Mon, 18 Oct 2021 23:23:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1874814</guid>
    </item>
    <item>
      <title>Assessing the Effectiveness of the Conditions AMEs Can Issue Program: 2013-2014</title>
      <link>https://trid.trb.org/View/1874813</link>
      <description><![CDATA[This paper describes the results from a two-year review of the Conditions an AME Can Issue (CACI) monitoring safety assurance process. When an aviation medical examiner (AME) examines an airman during the medical certification process, there are conditions for which an AME must defer to Aerospace Medicine before the airman's certificate is issued. In 2013, the Office of Aerospace Medicine implemented changes for nine specific medical conditions to allow AMEs to process more applicants immediately following the examination. This process became known as Conditions an AME Can Issue (CACI). A review was needed to document the certification changes over time. Medical certification data from 2013 and 2014 were analyzed to determine the number of CACI-related conditions processed in the system. The study criteria for the first analysis included only those certificates that had at least one of the CACI pathologies and where the AME issued a non-time limited certificate. Criteria for the second analysis included certificates that only had one condition assigned to it, and that condition was a CACI. Certificates were individually examined to determine whether AMEs utilized the CACI process appropriately. The percentage of CACI certificates AMEs issued correctly increased slightly from 85% in 2013 to 91% in 2014. The percentage of certificates that also contained the proper CACI documentation improved from 19% in 2013 to 47% in 2014. When the certificates were categorized by each specific condition, the results of most categories improved between the two years. For the second analysis where CACI was assessed in the most ideal setting, the percentage of certificates where the AMEs issued correctly and wrote proper CACI documentation in the comments increased from 17% in 2013 to 51% in 2014. AMEs mismanaged 39% of the certificates in 2013 compared to only 9% in 2014. The results of the authors' study indicate AMEs are applying the CACI criteria without decreasing pilot safety. There was a substantial improvement in AME compliance over the two-year study. However, the study identified opportunities for continuing AME education aimed at what is required to issue appropriately for specific medical conditions. As more conditions are added to the CACI protocol list, systematic safety and quality assurances need to be implemented.]]></description>
      <pubDate>Mon, 18 Oct 2021 23:23:53 GMT</pubDate>
      <guid>https://trid.trb.org/View/1874813</guid>
    </item>
    <item>
      <title>2016 Aerospace Medical Certification Statistical Handbook</title>
      <link>https://trid.trb.org/View/1874936</link>
      <description><![CDATA[The biennial Aerospace Medical Certification Statistical Handbook reports descriptive characteristics of all active U.S. civil aviation airmen and the aviation medical examiners (AMEs) that perform the required medical examinations. The 2016 handbook documents the most recent and most widely relevant data on active civil aviation airmen and AMEs. Medical certification records from 2011-2016 were selected from the Document Imaging Workflow System (DIWS), which is the Federal Aviation Administration (FAA) medical certification database.  All medical data were abstracted from the most recent medical examinations, with the exception of medical conditions that were historical and current. Only those with a non-expired medical certificate remained in the dataset. AME records were selected from the Designee Management System (DMS). The current status of each AME was determined as of December 31, 2016, retaining only those with an active status.  Airman variables include age, issued and effective medical classes, height, weight, body mass index (BMI), gender, select medical conditions, special issuances, and FAA region of residence. AME variables include AME type, age, gender, medical specialty, senior examiner status, and region. Results. Airmen: As of December 31, 2016, there were 560,152 medically certified airmen age 16 and older, and 36.8%, 19.8%, and 43.5% were issued a 1st Class, 2nd Class, and 3rd Class medical certificate, respectively. Across all medical classes, the average age was 43 years, and 93.4% of the airmen were male. The mean BMI for both females and males was 24.1 and 27.2, respectively. Six percent of issued certificates required a special issuance. The most commonly reported medical condition was hypertension with medication, at 10.4%. Aviation medical examiners: Of the 2,955 active AMEs, 93.3% were civilian, 0.6% federal, 6.1% military, and 0.1% other. Of these, 47.7% reported their medical specialty as family practice. Their average age was 60.8 years and 87.4% were male. This report contains widely requested data on the active U.S. civil airman population. This report is updated biennially and is used by the aerospace community, including FAA leadership, aerospace researchers, advocacy groups, legislative staff, and the general public.]]></description>
      <pubDate>Wed, 22 Sep 2021 11:54:07 GMT</pubDate>
      <guid>https://trid.trb.org/View/1874936</guid>
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