Hyperoxia and hypergravity are independent risk factors of atelectasis in healthy sitting humans: a pulmonary ultrasound and SPECT/CT study.

Aeroatelectasis has developed in aircrew flying routine peacetime flights on the latest generation high-performance aircraft, when undergoing excessive oxygen supply. To single out the effects of hyperoxia and hypergravity on lung tissue compression, and on ventilation and perfusion, eight subjects were studied before and after 1 h 15 min exposure to +1 to +3.5 Gz in a human centrifuge. They performed the protocol three times, breathing air, 44.5% O2, or 100% O2 and underwent functional and topographical imaging of the whole lung by ultrasound and single-photon emission computed tomography combined with computed tomography (SPECT/CT). Ultrasound lung comets (ULC) and atelectasis both increased after exposure. The number of ULC was <1 pre protocol (i.e., normal lung) and larger post 100% O2 (22 ± 3, mean ± SD) than in all other conditions (P < 0.001). Post 44.5% O2 differed from air (P < 0.05). Seven subjects showed low- to medium-grade atelectasis post 100% O2 There was an effect on grade of gas mixture and hypergravity, with interaction (P < 0.001, respectively); 100% O2, 44.5% O2, and air differed from each other (P < 0.05). SPECT ventilation and perfusion were always normal. Ultrasound concurred with CT in showing normal lung in the upper third and ULC/atelectasis in posterior and inferior areas, not for other localizations. In conclusion, hyperoxia and hypergravity are independent risk factors of reversible atelectasis formation. Ultrasound is a useful screening tool. Together with electrical impedance tomography measurements (reported separately), these findings show that zones with decreased ventilation prone to transient airway closure are present above atelectatic areas.

Paradoxical gas embolism after SCUBA diving: hemodynamic changes studied by echocardiography.

Hemodynamic changes induced by self-contained underwater breathing apparatus diving were investigated using Doppler echocardiography. We detected circulating bubbles in both right and left cavities of the heart and in the cerebral circulation in two divers with a large patent foramen ovale. A reduction in the left ventricular preload was suggested by echocardiographic measurements. The decreased cardiac preload was paralleled to a lower stroke volume and cardiac output. These findings were also observed in divers with no evidence of circulating bubbles. In these subjects, pulmonary vascular resistances remained unchanged while an increase was observed in the two divers with arterial bubbles. This increase could promote right-to-left shunting.

Role of genetic testing in arrhythmogenic right ventricular cardiomyopathy/dysplasia.

In a cohort of patients with confirmed or suspected arrhythmogenic right ventricular cardiomyopathy/dysplasia (ARVC/D), genetic testing is useful in confirming the diagnosis, particularly in individuals who do not completely fulfil Task Force criteria for the disease, thereby also enabling the adoption of preventive measures in family members. Due to the high percentage of novel mutations that are expected to be identified in ARVC/D, the use of genetic screening technology based on the identification of known mutations seems to have very restricted value. Our results support that the presence of certain genetic variations could play a role in the final phenotype of patients with ARVC/D, where single and compound mutation carriers would have more symptomatic forms of the disease and the polymorphism P366L could be associated to a more benign phenotype.

The role of cocaine in fatal crashes: first results of the Québec drug study.

As part of a major undertaking to establish the contribution of drugs in road crashes in Quebec, the present study focuses on the role of cocaine. Coroner, forensic laboratory and police accident records from April 1999 to December 2000 were matched for 265 fatally injured drivers of passenger vehicles. Cocaine was found in 7.9% of urine samples and 6.0% of blood samples. In order to set up a control group, two roadside surveys were conducted in August 1999 and 2000. The survey sample was distributed proportionately to the number of fatal accidents per time of day and day of the week. During both daytime and nighttime, a total of 11,952 drivers participated in the two surveys among which 11,574 provided a breath sample (96.8%), 8,177 a saliva sample (68.4%) and 5,931 a urine sample (49.6%). Cocaine was detected in 1.1% of urine samples and 1.0% of saliva samples of the driving population. In both fatally injured drivers and driving population, cocaine was found mostly (> 90%) in four main types of combination: cocaine alone, cocaine + cannabis, cocaine + alcohol, cocaine + cannabis + alcohol. The data collected allowed two different analyses: a case-control (urine/urine) and a responsibility analysis (case-case approach) that compares cocaine cases to drug-free cases. Despite some data limitations, all analyses for the four main types of combination clearly suggest that cocaine use plays a role in fatal crashes.

Behavioural feedback to risk variation ensues from unsatisfied appetency.

For a long time, but particularly since the last two decades, the phenomenon of behavioural feedback to risk variation, especially to highway safety measures, has been the subject of numerous papers and debates. It has been advanced that human behaviour ensues from the interaction between two motivational systems: (1) appetency, governed by a homeostasic mechanism, wherein the individual seeks to satisfy needs, and (2) aversion, guided by the principle of zero aversion, whereby the individual seeks to avoid aversive stimuli. When an individual considers the possibility of undertaking an action, he weighs the advantages (appetency) and the disavantages (aversion). If the appetency proves to be stronger than the aversion, the action is completed and ipso facto, the individual accepts the risk associated with it. In this article, it is suggested that the behavioural feedback following a variation in the risk (aversion) ensues from unsatisfied appetency. If the unsatisfied appetency is nil (the individual is already satisfied), a drop in the aversive constraint (e.g. lowered risk of an accident) will not cause any behavioural feedback. On the other hand, if there is an unsatisfied appetency (the individual is not fully satisfied), a drop in the aversive constraint will bring about behavioural feedback in proportion to the level of unsatisfied appetency. Cases in which behavioural feedback is likely to arise and the implications for public policy-making are briefly discussed.