Epidemiology of work-related aviation fatalities in Alaska, 1990-94.

Alaska, with less than one-half of 1% of the United States workforce, accounts for 9% of all occupational aviation fatalities nationally; 30% of all occupational fatalities in Alaska are related to aviation. To understand this high mortality, we investigated occupational aviation crashes to identify risk factors. Occupational aviation fatalities in Alaska during 1990-94 were examined using National Transportation Safety Board reports and merged with records from the Alaska Occupational Injury Surveillance System. There were 876 aircraft crashes; 407 (46%) were work-related. Occupational crashes were 2.2 times (CI: 1.5, 3.2) more likely to result in fatalities than non-occupational crashes. Risk factors identified included poor weather conditions defined as Instrument Meteorological Conditions (IMC). A crash during IMC was 5.3 times (CI: 3.5, 7.9) more likely to result in fatalities than crashes in other conditions. Of aircraft involved in fatal occupational incidents, 33% were not completely destroyed, allowing the potential for survivors. An estimated 30% reduction in fatalities could have occurred if current technology in occupant protection had been used.

Preparing for expected bioterrorism attacks.

The threat of bioterrorism in the United States is increasing. Health professionals, especially "front-line" practitioners, must be able to recognize the potential for major impacts from a bioterrorism event. Although an effective attack could produce numbers of casualties equivalent to those resulting from a nuclear weapon, an unannounced attack would be unlikely to be recognized immediately. Health workers may be the first to recognize an attack. However, only limited assistance is available to aid local community medical organizations in planning for bioterrorism. Military medical personnel have had more experience in planning for terrorist activities than many of their civilian colleagues. Their experience may be invaluable to local civilian treatment facilities in developing practical plans to meet the unique aspects of bioterrorism. In addition to considering agent-specific medical problems and requirements, it is particularly important for plans to address command and control, communication, and coordination if the resultant response is to be effective.

Occupational aviation deaths in Alaska, 1990-1995.

PURPOSE: In Alaska, aviation was the leading cause of work-related death in 1995 and the second leading cause for the period 1990-95. A descriptive study of aviation crashes was completed to characterize occupational aviation crashes and fatalities in Alaska. METHODS: Aviation-related incidents were abstracted from the Alaska Occupational Injury Surveillance System and National Transportation Safety Board preliminary reports. RESULTS: Records for a total of 1065 aviation crashes were abstracted. There were 285 aviation-related fatalities (8.5/100,000/yr) for all Alaskans; 135 (47%) of the fatalities (7.3/100,000/yr for Alaskan workers) were occupationally related. Helicopters accounted for 55 (17%) of the total occupational aviation crashes and 14 (10%) of the fatalities. The most common phase of flight cited in all crashes was takeoff (59 [18%]) and landing (136 [41%]); in contrast, only 9 (13%) of the fatal crashes occurred during takeoff and landing combined. In fatal crashes, the cruise phase (27 [38%]), followed by maneuvering (16 [23%]), were the most frequent phases of flight cited. Thirty-one percent (n = 22) of aircraft involved in fatal occupational incidents were not completely destroyed, allowing for potential survivors. Shoulder harnesses and helmet use, improved cockpit design, and energy-absorbing seats could reduce aviation-related injury and death.

Urban encroachment on the wilderness: moose-vehicle collisions in Anchorage, Alaska, 1991-1995.

BACKGROUND: Moose have successfully adapted to urban sprawl in Anchorage, Alaska, using greenbelt areas for shelter, forage, and protection. However, the proximity of moose to people poses unique hazards: a collision with a moose may cause significant injury and vehicle damage. METHODS: Moose-vehicle collisions were identified using Municipality of Anchorage records. Completeness of reporting was assessed from Alaska Department of Fish and Game records. RESULTS: The moose-vehicle collision rate increased significantly from 38 to 49.2/100,000/yr during the study period (p = .005, x2 = 7.795). Of 519 reported moose-auto collisions, 120 (23%) resulted in injury to 158 people, with no human fatalities. Most collisions (291 or 56%) occurred between 1800 and 0200 hours; 411 (79%) occurred after dark; 154 (30%) occurred during December and January; and slick road conditions were identified in 280 (54%) incidents. Incidents occurred primarily near greenbelt areas. CONCLUSIONS: Moose-vehicle collisions often occur at night, on unlighted, slick road surfaces. Moose-vehicle collisions may be prevented by: reducing speed limits around green-belt areas, brighter vehicle headlights, placement of street lights in known moose areas, underpasses for wildlife at known crossings, and snow removal to reduce berm height in known moose areas.

Taking the terror out of bioterrorism: planning for a bioterrorist event from a local perspective.

There is a growing concern in the public health community over the potential for domestic biological and chemical acts of terrorism. These types of events do not respect city limits, county lines, or other geopolitical borders and pose a unique challenge for local health departments that have a critical role in detecting, preparing for, and responding to such events. Because direct support for most public health service, including bioterrorism preparedness, occurs primarily at the local level, this is the logical starting point for all planning activities.