Articles: emergency-medical-services.
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Aeromedical evacuation involves the transfer of patients in a variety of aircraft types (both fixed-wing and helicopters). The patients' condition will hopefully be maintained or improved during the transfer. The escorting doctor should be aware of the differences between working in the airborne environment and working in the static ground-based facility.
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To determine whether clinical criteria (respirations of 12 or less, mitotic pupils, and circumstantial evidence of opiate abuse) could predict response to naloxone in patients with acute alteration of mental status (AMS) and to evaluate whether such criteria predict a final diagnosis of presence or absence of opiate overdose as accurately as response to naloxone. ⋯ Only 25 patients (3.4%) demonstrated a complete response to naloxone, whereas 32 (4.4%) manifested a partial or equivocal response. Nineteen of 25 complete responders (76%), two of 26 partial responders (8%) (with known final diagnosis), and four of 195 non-responders (2%) (with known final diagnosis) were ultimately diagnosed as having overdosed. Respirations of 12 or less or the presence of any one of the three clinical findings as a group were each highly sensitive in predicting response to naloxone, and at least as sensitive as response to naloxone in predicting a diagnosis of opiate overdose. Selective administration of naloxone for AMS would have decreased the use of this drug by 75% to 90% while still administering it to virtually all naloxone responders who had a final diagnosis of opiate overdose.
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The accident rate for emergency medical service (EMS) helicopters is thought to be approximately twice the rate for other commercial (Part 135) helicopters. This observation has led to numerous news reports and to the publication of conclusions of a National Transportation Safety Board investigation. The data for these reports come from investigations of EMS helicopter accidents and incidents. ⋯ The single most important factor identified was the number of flights made by the program during the study period: busy programs had an eightfold lower accident rate (P less than .0005) and a three-fold lower total mishap (accidents + incidents) rate (P less than .0005) than less active programs. Programs with the ability to fly under instrument flight rules (IFR) at the pilots discretion had no mishaps (P = .044) during the study period. Multivariate analysis shows this IFR capability to be marginally significant as an independent factor (P = .099).