In-flight emergencies: the Lufthansa registry In any case, it is generally agreed that among the five most common types of conditions encountered are gastrointestinal diseases, cardiovascular diseases, neurological diseases, and primary pulmonary events ( 1, 7, 8). Thus, the variable modes of data collection themselves account for marked variation in the reported numbers and frequencies of medical incidents. Nor has there been, to date, any uniform standard for the characterization and categorization of clinical manifestations, or for the assignment of diagnoses. Studies of in-flight medical emergencies often fail to take account of the highly variable distances traveled, flight times, and routes.
The great majority of medical incidents on board are not so dramatic ( 6, 7). Such incidents can range in severity from simple discomfort, without any threat to health or life, all the way to childbirth, cardiopulmonary resuscitation, and death. Assuming the lower figure and assuming that there are 400 passengers on board each flight, one can calculate that with 95% probability one medical incident will be experienced within 24 intercontinental flights. One medical incident is estimated to occur for every 10 000 to 40 000 passengers on intercontinental flights ( 5).
Registries of data from multiple airlines are very rare airlines usually do not publish of such figures, and the figures that reach the public are therefore often not validated in any way. Medical incidents on board: facts and figures
The humidity on board ranges from 6% to 18% depending on the compartment, while the temperature ranges from 19° to 23☌. Minimum quantities of fresh air and minimum filter-pore diameters are specified in the approval requirements for aircraft models. Part of the cabin air (no more than 40% to 50%) is recirculated and cleaned with high-efficiency particulate air (HEPA) filters, while the remainder is derived from outside air (“bleed air”). Because of this relatively low pressure, and because the fractional oxygen content of the air in the cabin is the same as that at sea level, the partial pressure of oxygen in cabin air at cruising altitude is 25% to 30% lower than normal-about 110 mm Hg, compared to about 160 mm Hg at sea level (by Dalton’s law of gases). 2438 m), i.e., no less than 753 hPa, where the air pressure of the standard atmosphere at sea level is 1013 hPa ( 3). The cabin pressure in civil aircraft is at least the pressure at an altitude of 8000 feet (ca. Modern commercial aircraft fly in the troposphere and stratosphere at cruising altitudes of 32 000 to 45 000 feet (about 10 000 to 14 000 m), where the outside temperature lies between -52 and -60 ☌ and the air pressure is about 200–300 hPa thus, the cabin must be isolated and pressurized ( 2). The cabin atmosphere in a commercial airplane
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