Altitude Chamber Research Articles

Investigation of Onboard Power Generation Method Using Waste Energy at Altitude Conditions

Abstract Demand for increased onboard power generation on small aircraft is ever growing due to increased electrical power demand. The objective of this study is to investigate onboard power generation using waste energy at various altitude and ambient conditions. Experiments were performed on a 2-liter turbocharged direct-injection intermittent combustion engine fueled with jet fuel (F-24). The turbocharger has an integrated motor-generator system that is designed to generate electricity using the enthalpy in the engine exhaust, or to use as a motor to rotate the turbocharger using the energy stored in onboard energy storage device. An electrically actuated wastegate was used to control useful exhaust flowrate that is used to generate electricity. An external power supply system was used to emulate the energy storage. The engine was installed in the US DEVCOM Army Research Laboratory?s altitude chamber in which absolute outside air pressure was controlled up to 37.6 kPa to simulate the altitude conditions up to 7,620 m (25,000 ft). Three different ambient conditions were selected to represent International Standard Atmosphere (ISA), polar, and tropical conditions. Based on the experimental results, a response surface model was developed to predict the power generation of the motor-generator integrated turbocharger using waste energy as a function of altitude, engine power, and the wastegate position. The result from this study provides an insight into onboard power generation method using waste energy at altitude conditions.

Systemic Inflammatory Effect of Hypobaria During Aeromedical Evacuation after Porcine Traumatic Brain Injury.

Traumatic brain injury (TBI)-related morbidity is caused largely by secondary injury resulting from hypoxia, excessive sympathetic drive, and uncontrolled inflammation. Aeromedical evacuation (AE) is used by the military for transport of wounded soldiers to higher levels of care. We hypothesized that the hypobaric, hypoxic conditions of AE may exacerbate uncontrolled inflammation after TBI that could contribute to more severe TBI-related secondary injury. Thirty-six female pigs were used to test TBI vs Sham TBI, hypoxia vs normoxia, and hypobaria vs ground conditions. TBI was induced by controlled cortical injury, hypobaric conditions of 12,000 ft were established in an altitude chamber, and hypoxic exposure was titrated to 85% SpO 2 while at altitude. Serum cytokines, ubiquitin C-terminal hydrolase L1, and TBI biomarkers were analyzed via ELISA. Gross analysis and staining of cortex and hippocampus tissue was completed for glial fibrillary acidic protein and phosphorylated tau. Serum interleukin-1β, interleukin-6, and tumor necrosis factor-α were significantly elevated after TBI in pigs exposed to altitude-induced hypobaria/hypoxia, as well as hypobaria alone, compared with ground level/normoxia. No difference in TBI biomarkers after TBI or hypobaric, hypoxic exposure was noted. No difference in brain tissue glial fibrillary acidic protein or phosphorylated tau when comparing the most different conditions of Sham TBI + ground or normoxia with the TBI + hypobaria/hypoxia group was noted. The hypobaric environment of AE induces systemic inflammation after TBI. Severe inflammation may play a role in exacerbating secondary injury associated with TBI and contribute to worse neurocognitive outcomes. Measures should be taken to minimize barometric and oxygenation changes during AE after TBI.

Brain Magnetic Resonance Imaging Responses to Nonhypoxic Hypobaric Decompression

INTRODUCTION: The pathophysiological basis of neurological decompression sickness and the association between cerebral subcortical white matter (WM) change and nonhypoxic hypobaria remain poorly understood. Recent study of altitude decompression sickness risk evaluated acute WM responses to intensive hypobaric exposure using brain magnetic resonance imaging. METHODS: Six healthy men (20 to 50 yr) completed 6 h of hyperoxic hypobaria during three same-day altitude chamber decompressions to pressure altitudes ≥ 22,000 ft (6706 m). Research magnetic resonance imaging sequences, conducted on the days preceding and following decompression, evaluated subcortical WM integrity, cerebral blood flow, neuronal integrity (fractional anisotropy), and neurometabolite concentrations. RESULTS: No subcortical lesions were evident on diffusion weighted imaging and WM fractional anisotropy was unaffected. Mean WM blood flow was upregulated by 20% to over 25 mL · 100 g−1 · min−1. Gray matter flow was unchanged. There were no changes in gray matter or cerebellar neurometabolites. In parietal subcortical WM, levels of γ-aminobutyric acid (GABA) fell from (mean ± SD) 1.68 ± 0.2 to 1.35 ± 0.3 institutional units while glutathione (GSH) fell from 1.71 ± 0.4 to 1.25 ± 0.3 institutional units. Lactate increased postexposure in five subjects. CONCLUSIONS: Postexposure decrements in GABA and GSH imply WM insult with loss of neuroprotection and oxidative stress. An association between decrements in GABA and GSH support a common origin, while GSH decrements also correlate with WM blood flow responses. WM lactate increments are prone to error but suggest dysregulation of subcortical microvascular flow. WM neurometabolite and blood flow indices did not normalize by 24 h postexposure. Connolly D, Davagnanam I, Wylezinska-Arridge M, Mallon D, Wastling S, Lee VM. Brain magnetic resonance imaging responses to nonhypoxic hypobaric decompression. Aerosp Med Hum Perform. 2024; 95(10):733–740.

Effects of moderate alcohol consumption and hypobaric hypoxia: implications for passengers’ sleep, oxygen saturation and heart rate on long-haul flights

BackgroundPassengers on long-haul flights frequently consume alcohol. Inflight sleep exacerbates the fall in blood oxygen saturation (SpO2) caused by the decreased oxygen partial pressure in the cabin. We investigated the...

Ketone monoester attenuates oxygen desaturation during weighted ruck exercise under acute hypoxic exposure but does not impact cognitive performance.

Acute ingestion of exogenous ketone supplements in the form of a (R)-3-hydroxybutyl (R)-3-hydroxybutyrate (R-BD R-βHB) ketone monoester (KME) can attenuate declines in oxygen availability during hypoxic exposure and might impact cognitive performance at rest and in response to moderate-intensity exercise. In a single-blind randomized crossover design, 16 males performed assessments of cognitive performance before and during hypoxic exposure with moderate exercise [2×20min weighted ruck (∼22kg) at 3.2km/h at 10% incline] in a normobaric altitude chamber (4572m, 11.8% O2). The R-BD R-βHB KME (573mg/kg) or a calorie- and taste-matched placebo (∼50g maltodextrin) were co-ingested with 40g of dextrose before exposure to hypoxia. The R-βHB concentrations were rapidly elevated and sustained (>3mM; P<0.001) by KME. The decline in oxygen saturation during hypoxic exposure was attenuated in KME conditions by 2.4%-4.2% (P<0.05) compared with placebo. Outcomes of cognitive performance tasks, in the form of the Defense Automated Neurobehavioral Assessment (DANA) code substitution task, the Stroop color and word task, and a shooting simulation, did not differ between trials before and during hypoxic exposure. These data suggest that the acute exogenous ketosis induced by KME ingestion can attenuate declining blood oxygen saturation during acute hypoxic exposure both at rest and during moderate-intensity exercise, but this did not translate into differences in cognitive performance before or after exercise in the conditions investigated.

Evaluation of Inhaled Nitric Oxide Generation Systems at Altitude.

Inhaled nitric oxide (INO) is a selective pulmonary vasodilator delivered from compressed gas cylinders filled to 2,200 psig (137.8 bar) with 800 ppm of NO in a balance of nitrogen. NO is currently FDA-approved for use in term or near-term infants with hypoxemia and signs of pulmonary hypertension in the absence of cardiac disease. INO has also been shown to improve oxygenation in adults with refractory hypoxemia. Current doctrine precludes the use of NO during military aeromedical transport owing to the requirement for large compressed gas cylinders. We performed a bench evaluation of 2 delivery systems that create NO from room air without the need for pressurized cylinders. We evaluated 2 portable nitric oxide INO generation systems (LungFit PH, Beyond Air Inc, Garden City, NJ and a prototype NO generator, Odic Inc, Littleton, MA) at ground level, 8,000, and 14,000 feet (2,437 and 4,267 meter) simulated altitude in an altitude chamber. The output from each device was injected into the inspiratory limb of the ventilator circuit that was attached to a test lung. A 731 ventilator (Zoll Medical, Chelmsford, MA) and T1 (Hamilton Medical, Reno, NV) were used employing 24 combinations of ventilator settings each repeated in duplicate. An INOmax DS IR was used to measure delivered INO and NO2 via a sampling line attached in the ventilator circuit inspiratory limb. A fast response oxygen analyzer (O2CAP, Oxigraf Inc, Sunnyvale, CA) was used to measure inspired FiO2. Target INO concentration was 20 ppm. Across all ventilator settings, the LungFit device delivered INO was 19.8 ± 1.6 ppm, 16.1 ± 1.9 ppm, and 11.6 ± 1.7 ppm at ground level, 8,000 ft (2,437 meter), and 14,000 ft (4,267 meter), respectively. The Odic device delivered INO dose was 20.6 ± 1.4 ppm, 21.3 ± 5.5 ppm, and 20.4 ± 9.1 ppm at ground level, 8,000 ft (2,437 meter), and 14,000 ft (4,267 meter), respectively. Both devices delivered a reliable INO dose at ground level. Altitude significantly affected INO delivery accuracy at 14,000 ft (4,267 meter) (P < 0.01) with both devices and at 8,000 ft (2,437 meter) (P < 0.01) with LungFit. Differences in INO dosage were not statistically significant with the Odic device at 8,000 ft (2,437 meter)(P > 0.05) although there were large variations with selected ventilator settings. With careful monitoring, devices creating INO from room air without cylinders could be used during aeromedical transport without the need for pressurized cylinders.

Delayed Pressure Urticaria Associated With Altitude Chamber Training Responsive to Cyclosporine and Omalizumab.

Delayed pressure urticaria (DPU) is a subset of chronic inducible urticaria. It is characterized by the formation of wheals anytime between 30 minutes and 24 hours after stimulus exposure of localized pressure application. In this case report, we discuss a military flight crew member with no significant past medical history who developed DPU following rapid decompression in an altitude chamber. The chamber training included an uneventful ascent to 45,000 feet, higher than he had been previously, and a rapid decompression. About 16 hours later, he developed pruritic swelling of his hands and feet, along with diffuse deep nodular swelling, erythematous plaques, and erythematous nodules. His DPU was refractory to monotherapy treatment with antihistamines, and he continued to develop lesions in weight-bearing areas. Control of symptoms was achieved through combination treatment of a second-generation antihistamine, a leukotriene receptor antagonist, and an immunosuppressant (cyclosporine). His waiver to return to flight status was denied while on cyclosporine. He was transitioned to a monoclonal antibody that binds free immunoglobin E (omalizumab) with resolution of symptoms and was cleared to return to active duty.

РЕАКТИВНОСТЬ ВЕГЕТАТИВНОЙ НЕРВНОЙ СИСТЕМЫ ПРИ НЕБЛАГОПРИЯТНЫХ ВОЗДЕЙСТВИЯХ

The study aims to determine how the reactivity of the autonomic nervous system contributes to the body’s multidrug resistance to adverse environmental effects. Volunteers were subjected to hypoxia simulation in an altitude chamber at 4 500 m and hyperthermia simulation by being exposed to a heating microclimate (40°, humidity 60–70 %). A spectral analysis of heart rhythm was used during a 5-minute continuous ECG recording to assess the characteristics of autonomic regulation. Regular changes in the frequencies and amplitudes of the leading peaks of the Fourier analysis of heart rate variability were revealed, indicating a rapid onset of the activity of the diencephalic centers of autonomic regulation and endocrine peripheral influences under adverse environmental conditions. The activity of parasympathetic regulation centers either was reduced or did not show significant dynamics. The study detected correlations between changes in the parameters of the spectral analysis of the heart rhythm and the main indicators of the state of the central nervous system, emodynamics, and pulmonary ventilation in healthy volunteers exposed to hypoxia or hyperthermia. Thus, it is possible to consider the reactivity of autonomic regulation as a modifying factor in the body’s resistance to extreme effects.

Validation of Preload Assessment Technologies at Altitude in a Porcine Model of Hemorrhage

IntroductionDynamic preload assessment measures including pulse pressure variation (PPV), stroke volume variation (SVV), pleth variability index (PVI), and hypotension prediction index (HPI) have been utilized clinically to guide fluid management decisions in critically ill patients. These values aid in the balance of correcting hypotension while avoiding over-resuscitation leading to respiratory failure and increased mortality. However, these measures have not been previously validated at altitude or in those with temporary abdominal closure (TAC). MethodsForty-eight female swine (39 ± 2 kg) were separated into eight groups (n = 6) including all combinations of flight versus ground, hemorrhage versus no hemorrhage, and TAC versus no TAC. Flight animals underwent simulated aeromedical evacuation via an altitude chamber at 8000 ft. Hemorrhagic shock was induced via stepwise hemorrhage removing 10% blood volume in 15-min increments to a total blood loss of 40% or a mean arterial pressure of 35 mmHg. Animals were then stepwise transfused with citrated shed blood with 10% volume every 15 min back to full blood volume. PPV, SVV, PVI, and HPI were monitored every 15 min throughout the simulated aeromedical evacuation or ground control. Blood samples were collected and analyzed for serum levels of serum IL-1β, IL-6, IL-8, and TNF-α. ResultsHemorrhage groups demonstrated significant increases in PPV, SVV, PVI, and HPI at each step compared to nonhemorrhage groups. Flight increased PPV (P = 0.004) and SVV (P = 0.003) in hemorrhaged animals. TAC at ground level increased PPV (P < 0.0001), SVV (P = 0.0003), and PVI (P < 0.0001). When TAC was present during flight, PPV (P = 0.004), SVV (P = 0.003), and PVI (P < 0.0001) values were decreased suggesting a dependent effect between altitude and TAC. There were no significant differences in serum IL-1β, IL-6, IL-8, or TNF-α concentration between injury groups. ConclusionsBased on our study, PPV and SVV are increased during flight and in the presence of TAC. Pleth variability index is slightly increased with TAC at ground level. Hypotension prediction index demonstrated no significant changes regardless of altitude or TAC status, however this measure was less reliable once the resuscitation phase was initiated. Pleth variability index may be the most useful predictor of preload during aeromedical evacuation as it is a noninvasive modality.

Theoretical and Experimental Study on Rapid Decompression Oscillation in Altitude Chamber

Given the frequent airflow excitation phenomenon caused by the rapid decompression of the altitude chamber, the mathematical model of the nonlinear system of the rapid decompression of the altitude chamber is established. The polynomial parameter method is used to evaluate the characteristics of airflow oscillation, and a rapid decompression test system is built. The test results verify the pressure oscillation phenomenon of the numerical simulation. This paper proves the phenomenon of fluid-induced vibration in the process of rapid decompression and determines that the main factors affecting the induced oscillation are the diameter of the pipe (throat), pressure difference between the two chambers, and initial pressure conditions. Specifically, this study establishes safety and reliability for preventing engineering accidents caused by resonance in the altitude chamber.

Middle Ear Barotrauma in Military Aircrew: Analysis of Risk Factors

Introduction: Middle ear barotrauma is a common medical problem related to aviation; because the aviation environment exposes the aviator to a rapidly changing ambient pressure. Middle ear barotrauma occurs when the Eustachian tube failed to equalize middle ear pressure with ambient pressure during flight. Objective: To determine the prevalence of middle ear barotraumas among aircrew on Bangladesh Air Force (BAF) and to find the risk factors of middle ear barotrauma. Materials and Methods: This cross-sectional study was carried out on middle ear barotrauma in aircrew of BAF from February 2018 to January 2019. Aircrew who experienced fullness in the ear or ear pain during flight and visited the flight surgeon was enrolled in this study. Modified TEED scale used for grading of middle ear barotrauma. Results: The study revealed middle ear barotrauma in the aircrew was 12.0% with a higher prevalence among the student pilots (14.2%) compared with trained pilots (5.9%), the mean age of aircrew was 23.2 ± 3.6 years. The right ear (43.5%) was affected in most of the cases than the left ear (34.8%). Most of the symptoms developed at a stage of descending (60.9%). The duration (mean± SD) of sickness was 7.6±3.7 days. Conclusion: Middle ear barotrauma or ear block is common in trainee aircrew but it is also seen in the experienced pilots who fly with upper respiratory tract infection (URTI) or a common cold. Appropriate training on ear physiology related to pressure changes inside the hypobaric altitude chamber can prevent the incidence of middle ear barotrauma. JAFMC Bangladesh. Vol 17, No 1 (June) 2021: 14-17

Sleep-Induced Hypoxia under Flight Conditions: Implications and Countermeasures for Long-Haul Flight Crews and Passengers.

PurposeRecuperation during sleep on board of commercial long-haul flights is a safety issue of utmost importance for flight crews working extended duty periods. We intended to explore how sleep and blood oxygenation (in wake versus sleep) are affected by the conditions in an airliner at cruising altitude.MethodsHealthy participants’ sleep was compared between 4-h sleep opportunities in the sleep laboratory (n = 23; sleep lab, ie, 53 m above sea level) and in an altitude chamber (n = 20; flight level, ie, 753 hPa, corresponding to 2438 m above sea level). A subgroup of 12 participants underwent three additional conditions in the altitude chamber: 1) 4-h sleep at ground level, 2) 4-h sleep at flight level with oxygen partial pressure equivalent to ground level, 3) 4-h monitored wakefulness at flight level. Sleep structure and blood oxygenation were analysed with mixed ANOVAs.ResultsTotal sleep time at flight level compared to in the sleep laboratory was shorter (Δ mean ± standard error −11.1 ± 4.2 min) and included less N3 sleep (Δ −17.6 ± 5.4 min), while blood oxygenation was decreased. Participants spent 69.7% (± 8.3%) of the sleep period time but only 13.2% (± 3.0%) of monitored wakefulness in a hypoxic state (<90% oxygen saturation). Oxygen enrichment of the chamber prevented oxygen desaturation.ConclusionSleep – but not wakefulness – under flight conditions induces hypobaric hypoxia which may contribute to impaired sleep. The results caution against the assumption of equivalent crew recovery in-flight and on the ground but hold promise for oxygen enrichment as a countermeasure. The present results have implications for flight safety and possible long-term consequences for health in crews.

Effect of aeromedical training on anxiety levels of ab initio pilots

PurposeAeromedical training is meant to train aircrew in combating physiological problems that they might face in flight. Given the importance of the training, there are limited studies in the literature investigating the anxiety levels during aeromedical training along with training outcomes. This study aims to assess the untrained participants’ anxiety levels before and after aeromedical training, investigate the differences in anxiety levels across different physiological training devices and determine whether participants’ anxiety levels affect their G tolerances.Design/methodology/approachThis study was carried out on 61 healthy male subjects (n = 61) who had applied for initial aeromedical training. Anxiety surveys and visual analog scales were administered before and after the practical aeromedical training. In addition, blood pressure and heart rate measurements were carried out.FindingsParticipants had significantly higher anxiety levels before human centrifuge training (pre-Glab) than before the altitude chamber training (pre-hypobaric). Participants who experienced G-induced loss of consciousness (G-LOC) had slightly more anxiety reported than the non-G-LOC group. There was a significant decrease between pre-Glab and post-Glab (after the human centrifuge training) and between pre-hypobaric and post-hypobaric (after the altitude chamber training) anxiety levels. The incidence of G-LOC was lower in participants having higher pre-G-Lab blood pressure. However, the difference in anxiety levels between the G-LOC group and the non-G-LOC group was not statistically significant.Research limitations/implicationsIn this study, state anxiety inventory was not performed after human centrifuge training as centrifuge training lasted for around 5 min only, and it is not advisable to repeat state anxiety inventory in such short periods. Blood pressure was not measured after G-Lab training because human centrifuge training is hard training and has an impact on blood pressure. Hence, it would have been difficult to distinguish whether the blood pressure change was due to anxiety or hard physical activity. These limitations, especially for the G-Lab, caused us to evaluate state anxiety only with VAS. It would be worthwhile to repeat similar studies with objective measurements before and after the training.Practical implicationsThis information suggests that instructors who train the applicants on aerospace medicine be ready for the possible consequences of anxiety.Originality/valueThere are only a few centers in the world that include all the physiological training devices (practical aeromedical training laboratories) together. To the best of authors’ knowledge, there are no studies in the literature investigating the differences in anxiety levels across various physiological training devices. The studies about the effect of anxiety levels on aeromedical training outcomes and anxiety levels before and after the training are scant.

Effect of altitude zone exposure on visuospatial function in military aircrew member.

Introductionvisuospatial is a type of high-level visual perception necessary for identification, information integration, analysing of visual and spatial forms, details, structures and spatial relation. These functions are required in order to successfully complete aviation-related tasks, such as analysing movement, distance perception, and spatial navigation. The aim of this study is to examine whether hypobaric hypoxia can significantly influence changes in visuospatial function, thus increasing the risk of accident or serious incident during flight operation.Methodsthis study is a quasi-experiment of pre-post study including before and after hypobaric hypoxia simulated through an altitude chamber. In this study, 42 military aircrews were exposed to different altitude zones at ground level, 10,000 ft (ft) and 25,000 ft respectively, for five minutes. At each altitude zone, the participants were instructed to complete a clock drawing test as a measurement for visuospatial function. The results were analysed using the McNemar non-parametric test.Resultsamong the 42 subjects, six show impaired visuospatial function at 10,000 ft and 26 participants show it at 25,000 ft. There were significant increased on the proportion of impaired visuospatial function between the ground level to 10,000 ft (p=0.031), 10,000 to 25,000 ft (p=0.0001) and ground level to 25,000 ft (p=0.0001).Conclusionhypobaric hypoxia may have a significant influence on visuospatial function, starting from as early as 10,000 ft to 25,000 ft. This decrease of visuospatial function could affect human cognitive performance when flying and increase the risk of aviation accidents.

Hypoxia signature: A useful tool for hypoxia recognition among aircrew

Introduction: Hypoxia, often referred to as “silent killer,” a common aeromedical stressor in aviation, may have catastrophic events in-flight unless recognized well in time. On exposure to hypoxia, an individual manifests a specific spectrum of symptoms referred to as “hypoxia signature.” The present study was conducted to assess the manifestation of “hypoxia signature” on repeated exposure to simulated hypobaric hypoxia for its potential usage as a tool for hypoxia recognition. Material and Methods: Twenty-two healthy adult volunteers were subjected to a simulated altitude of 22,000 feet for a duration of 5 min in the hypobaric altitude chamber. The symptoms experienced by the participants at the said altitude were recorded using a questionnaire. The heart rate (HR) and oxygen saturation (SpO2) were recorded during the exposure. The hypoxia exposure was repeated two more times with a minimum interval of 3 weeks between each. Paired t-test was used to compare the mean values of physiological parameters (HR and SpO2) between ground level and 22000 feet recorded in all the three exposures. The hypoxia symptoms and their severity reported during the exposures were compared with those of recalled symptoms (reported after 3 weeks of exposure) using McNemar test and Wilcoxon Signed Rank test, respectively. Results: Paired t-test revealed a statistically significant increase in HR and fall in SpO2 with rise in altitude from ground level to 22000 feet. The three most common symptoms consistently observed were lightheadedness, thinking slow, and warm feeling. The common hypoxic symptoms and their severity scores reported at 22,000 feet compared with recalled counterpart during subsequent exposures did not reveal any significant differences (P &gt; 0.05). Conclusion: There was a high degree of similarity in the frequency and severity score of symptoms between acute exposure to hypobaric hypoxia and recall indicating evidence of repeatability of symptoms across the three sessions of hypoxia exposure within the individuals. This brings out the usefulness of “hypoxia signature” as a tool for hypoxia recognition and its application in hypoxia indoctrination and training for aircrew.

Aeromedical Implications of Long-Term COVID-19 Sequelae.

BACKGROUND: While many COVID-19 studies focus on acute effects of the infection, few examine the intermediate and long-term sequelae of the illness. Studies have shown that a good portion of patients have chronic effects in several body systems for several months or longer. Such effects can potentially adversely impact pilot performance in flight. We sought to determine the long-term effects of COVID-19 infection, how such effects can affect pilot performance, and how to best evaluate pilots for aeromedical flight clearance.METHODS: We used the PubMed literature search engine to review peer-reviewed articles that focused on the intermediate and long-term effects of COVID-19 infection. Chronic signs and symptoms were subdivided based on the particular body organ system affected. Merging information obtained from case reviews, article reviews, and aeromedical standards, we created a risk stratification guide to assist with the aeromedical disposition of affected pilots.RESULTS: Long-term effects of COVID-19 infection can last for several months or longer. The most common effects are fatigue, weakness, pulmonary diffusion defects, depression, and anxiety.DISCUSSION: This review article focuses on the most common intermediate- and long-term COVID-19 conditions of aeromedical significance and the corresponding course of actions recommended for the aeromedical examiner. Aeromedical evaluation should take into consideration factors related to the pilot, aircraft type, and specific aviation environment. Such evaluation may include diagnostic testing, medical specialist consultation, preflight simulation in an altitude chamber, human centrifuge testing, and/or a flight simulator checkride.Ko SY, Nguyen NK, Lee CL, Lee LA, Nguyen KUT, Lee EC. Aeromedical implications of long-term COVID-19 sequelae. Aerosp Med Hum Perform. 2021; 92(11):898-907.

M095 TAKING CYCLOSPORINE TO NEW HEIGHTS- DELAYED PRESSURE URTICARIA ASSOCIATED WITH ALTITUDE CHAMBER RESPONSIVE TO CYCLOSPORINE

Delayed pressure urticaria/angioedema (DPU) is a form of physical urticaria characterized by wheals with or without deeper tissue swelling which erupt following localized pressure. We present a military service member with DPU following a rapid decompression in an altitude chamber.

Acute Exposure to Normobaric Hypoxia Impairs Balance Performance in Sub-elite but Not Elite Basketball Players.

Although high and simulated altitude training has become an increasingly popular training method, no study has investigated the influence of acute hypoxic exposure on balance in team-sport athletes. Therefore, the purpose of this study was to investigate whether acute exposure to normobaric hypoxia is detrimental to balance performance in highly-trained basketball players. Nine elite and nine sub-elite male basketball players participated in a randomized, single-blinded, cross-over study. Subjects performed repeated trials of a single-leg balance test (SLBT) in an altitude chamber in normoxia (NOR; approximately sea level) with FiO2 20.9% and PiO2 ranging from 146.7 to 150.4 mmHg and in normobaric hypoxia (HYP; ~3,800 m above sea level) with FiO2 13.0% and PiO2 ranging from 90.9 to 94.6 mmHg. The SLBT was performed three times: 15 min after entering the environmental chamber in NOR or HYP, then two times more interspersed by 3-min rest. Peripheral oxygen saturation (SpO2) and heart rate (HR) were recorded at four time points: after the initial 15-min rest inside the chamber and immediately after each SLBT. Across the cohort, the balance performance was 7.1% better during NOR than HYP (P < 0.01, = 0.58). However, the performance of the elite group was not impaired by HYP, whereas the sub-elite group performed worse in the HYP condition on both legs (DL: P = 0.02, d = 1.23; NDL: P = 0.01, d = 1.43). SpO2 was lower in HYP than NOR (P < 0.001, = 0.99) with a significant decline over time during HYP. HR was higher in HYP than NOR (P = 0.04, = 0.25) with a significant increase over time. Acute exposure to normobaric hypoxia detrimentally affected the balance performance in sub-elite but not elite basketball players.

Blood product resuscitation mitigates the effects of aeromedical evacuation after polytrauma.

The combined injury of traumatic brain injury and hemorrhagic shock has been shown to worsen coagulopathy and systemic inflammation, thereby increasing posttraumatic morbidity and mortality. Aeromedical evacuation to definitive care may exacerbate postinjury morbidity because of the inherent hypobaric hypoxic environment. We hypothesized that blood product resuscitation may mitigate the adverse physiologic effects of postinjury flight. An established porcine model of controlled cortical injury was used to induce traumatic brain injury. Intracerebral monitors were placed to record intracranial pressure, brain tissue oxygenation, and cerebral perfusion. Each of the 42 pigs was hemorrhaged to a goal mean arterial pressure of 40 ± 5 mm Hg for 1 hour. Pigs were grouped according to resuscitation strategy used-Lactated Ringer's (LR) or shed whole blood (WB)-then placed in an altitude chamber for 2 hours at ground, 8,000 ft, or 22,000 ft, and then observed for 4 hours. Hourly blood samples were analyzed for proinflammatory cytokines and lactate. Internal jugular vein blood flow was monitored continuously for microbubble formation with altitude changes. Cerebral perfusion, tissue oxygenation, and intracranial pressure were unchanged among the six study groups. Venous microbubbles were not observed even with differing altitude or resuscitation strategy. Serum lactate levels from hour 2 of flight to the end of observation were significantly elevated in 22,000 + LR compared with 8,000 + LR and 22,000 + WB. Serum IL-6 levels were significantly elevated in 22,000 + LR compared with 22,000 + WB, 8,000 + LR and ground+LR at hour 1 of observation. Serum tumor necrosis factor-α was significantly elevated at hour 2 of flight in 8,000 + LR versus ground+LR, and in 22,000 + LR vs. 22,000 + WB at hour 1 of observation. Serum IL-1β was significantly elevated hour 1 of flight between 8,000 + LR and ground+LR. Crystalloid resuscitation during aeromedical transport may cause a prolonged lactic acidosis and proinflammatory response that can predispose multiple-injury patients to secondary cellular injury. This physiologic insult may be prevented by using blood product resuscitation strategies.

Experimental study of CO2 and pollutant emission at various altitudes: Inconsistent results and reason analysis

How altitudes affect vehicle CO2/pollutant emission has long been studied, while different, sometimes conflicting conclusions are reported. To evaluate how altitudes impact vehicle CO2/pollutant emission, 21 vehicles were tested in six cities with altitudes ranging from 26.7 m above sea level (masl) to 2264.7 masl. Three of the vehicles were tested in the altitude chamber at five different heights (from 0 to 2400 masl) following the Worldwide Harmonized Light Vehicles Test Procedure (WLTP). CO2/pollutant emissions, conformity factor, and extended factor were evaluated based on the results obtained. No uniform patterns were found between altitudes and CO2/pollutant emission in both laboratory and real driving tests. For laboratory tests, the different CO2 emission results could be explained by air-fuel ratio variations during the transient cycles and engine operation variations between tests. More variables were introduced to the real driving tests, which brings more uncertainty to the CO2 emission. The average CO2 emission of the turbocharged and naturally aspirated vehicles at various cities share similar patterns, indicating other parameters (e.g., driving patterns, road conditions, ambient conditions, et al.) might have a larger impact on the CO2 emission than the altitude growth. These reasons could account for the irregular pollutant results. Besides, the cylinder-to-cylinder variations in equivalence ratio about the mean value have more enormous impacts on the emission results. Discrete results mean that single engine/vehicle tests couldn’t reflect the real situations at various heights. The current conformity factors and the extended factors might be too loose.