Aircraft Accident Investigation Flashcards
Over a several year time period, a series of fatal traffic accidents occur at a busy airport which is normally considered to be safe. A variety of general aviation aircraft types are involved, and pilot experience levels range from several hundred to thousands of hours flying time. With this limited information, what is the most likely cause?
a) pilot proficiency factors
b) physical factors affecting the aviators
c) Mechanical factors involving the aircraft
d) Environmental factors causing spatial disorientation
d) Environmental factors causing spatial disorientation
multiple aircraft, multiple experience levels, varying times
Many plastics and other organic materials used in aircraft interiors give off a particularly hazardous gas when burned. Select the name of the that gas from the following list:
a) Chlorine
b) Hydrogen Sulfide
c) Hydrogen Cyanide
d) Vinyl Chloride
c) Cyanide is derived from certain commonly used plastics and other organic materials in cabin fixtures and furnishings. Especially productive of cyanide are polyurethane (seat cushions, carpet pads, hat rack structures), acrylonitrile-butadiene-styrene (passenger service unit window structures), modacrylics (dust panes) and wool (seat upholstery).
What percentage of fatally injured aircraft occupants of structurally survivable general aviation accidents have demonstrated head trauma?
80%
Evidence that burning interior furnishings add to the hazards of occupants escaping from the postcrash fire in large aircraft is probably best reflected by which of the following?
a) Witnesses who attest to the melting and burning of interior materials.
b) The post crash finding of frothy ashes on oxidized metallic parts
c) The finding of hydrogen cyanide in the blood and tissues of accident victims.
d) Blackening of the trachea of accident victims
e) The observance of flash over in the burning cabin as the fire progressed.
c) The finding of hydrogen cyanide in the blood and tissues of accident victims
The most frequent cause of fatal general aviation aircraft accidents as cited by the NTSB is “failed to obtain/maintain flying speed”. The second most frequent cause relates to which of the following:
a) Inadequate flight preparation
b) Alcohol impairment of the pilot’s ability to control the aircraft.
c) Mismanagement of fuel
d) Improper maintenance on engine
e) Continuation of VFR flight into adverse weather and incurring spatial disorientation.
e) Continuation of VFR flight into adverse weather and incurring spatial disorientation
It is often difficult to determine at the time of post-crash investigation whether or not coronary artery disease caused the fatal event by pilot incapacitation. The most incontrovertible evidence, although circumstantial, is which of the following?
a) History of the flight
b) Absence of signs of cardiovascular disease in the pilot’s medical record.
c) Presence of signs of coronary artery disease at post mortem.
d) Statement of a survivor’s observations.
d) Statement of a survivor’s observations.
As the flight surgeon member on the aircraft accident investigation team of an international airline involved in a fatal accident, one of your tasks is to supervise the identification of deceased crewmembers and passengers. You are under considerable pressure by your company and local foreign officials to expedite the identification of the deceased in order for a speedy delivery of remains to the next of kin. Identification may require the use of all available objective information comparing antemortem with postmortem characteristics. Rank, in the order of importance, the objective information necessary for the identification of remains.
- Dental records and xrays
- Photographs, ID cards, personal effects and jewelry
- Finger and footprint records
- Marks, scars, hair
- Unique objective physical characteristics such as permanent orthopedic or surgical hardware.
- Fingerprints and footprints are first
- Dental records and xrays are next
- Unique objective physical characteristics such as permanent orthopedic devices or surgical hardware
All else is presumptive or tentative.
In investigating an aircraft accident the investigator should consider a blood CO level as “significant” when it reaches what level?
a) Any level of CO in the blood
b) 2% saturation
c) 6% saturation
d) 10% saturation
d) 10% saturation. A smoker could have up to 6-8% CO levels.
Human factors in aircraft accidents include such areas as physical disability, errors of judgment, crew coordination, man-machine interface. Although sources and statistics vary, crew-human factor elements appear to be responsible for what percentage of aircraft accidents?
a) 0 to 20%
b) 21 to 40%
c) 41 to 60%
d) 61 to 80%
c) 41 to 60%.
What specific organization or group is held responsible by federal law for determining the cause of all US civil aircraft accidents?
a) The Department of Transportation
b) The Aircraft Accident Investigation Branch of the FAA
c) National Transportation Safety Board
d) The Department of Transportation- Federal Aviation Administration Conjoint Task Force on Aviation Accident Investigation
c) National Transportation Safety Board
With regard to birdstrikes, the species considered to be the greatest hazard to aircraft and to air safety is:
a) hawks
b) ducks
c) seagulls
d) geese
e) eagles
D) Geese.
An airplane accident is suspected as having been caused by altitude hypoxia. Which of the following statements is correct as related to postmortem chemical analysis?
a) Chemical analysis is no help in determining hypoxia as a cause of the accident.
b) Central nervous system levels of lactic acid greater than 200mg/100ml are always associated with hypoxia.
c) Central nervous system levels of lactic acid greater than 200mg/100ml are usually associated with hypoxia provided the hemoglobin is greater than 15gm%.
d) Central nervous system levels of lactic acid greater than 200mg/100ml are usually associated with hypoxia provided hyperglycemia is not present.
D). An elevated lactic acid level in the central nervous system is a useful test to confirming antemortem hypoxia. However, it can be elevated in hyperglycemia as well.
One aspect of the medical investigation of aircraft accidents is the identification of any and all victims. Which of the following statements is true concerning such identification and the subsequent issuance of death certificates?
a) The death certificate may be issued for all persons proven to be aboard the aircraft and not surviving, regardless of identification.
b) The medical examiners legal authority to issue a death certificate is based on his ability to identify some part of the body coupled with evidence that the person is dead.
c) Federal law allws victims of disasters to undergo internment or cremation even though no death certificate has been issued.
d) The Uniform Absent Persons Act does not apply to victims of disasters. Thus the presumptive evidence that the individual was aboard the aircraft and not one of the survivors, is sufficient for the coroner to declare the victims legally dead and issue a death certificate.
b) The medical examiners legal authority to issue a death certificate is based on his ability to identify some part of the body coupled with evidence that the person is dead. Whenever the coroner or medical examiner cannot issue a death certificate, the Uniform Absent Persons Act applies. The issuance of the death certificate must be based on actual evidence that the person is dead. Under the Uniform Absent Persons Act, the court will appoint a receiver (of the individuals possessions) after evidence is presented that the person’s absence is established. After a period of five to seven years, more evidence may be presented and the court may make a determination regarding the presumption that death has occurred.
According to the National Transportation Safety Board and the Federal Aviation Administration, inflight cardiovascular incapacitation constituted approximately what proportion of the documented fatal general aviation accidents?
a) one percent
b) five percent
c) eight percent
d) twelve percent
e) fifteen percent
a) one percent.
You are involved in the investigation of a general aviation, light plane crash. Your findings reveal that the crash forces were minimal, and certainly survivable, and yet the pilot received a fatal injury due to head trauma. You conclude that a shoulder restraint would have prevented this injury and recommend that all light aircraft built from this day on should be equipped with shoulder hardnesses. How many years would it be before all aircraft would have shoulder restraints (what is the serviceable average life of general aviation aircraft already in the fleet?).
a) 5 years
b) 10 years
c) 15 years
d) 20 years
d) 20 years. Any recommendation that does not require retrofitting aircraft will take at least 20 years to before fully implemented due to the serviceable life of the average aircraft.
