Instances four and eight (Table 1) were both fatal
and prominently cited as “frozen.” Instance 1 (Table
1), a survivor, was described as “covered in frost” and
suffering from frostbite, as were other survivors.

Surviving Hypoxia, Low Temperature, and the
Threat of Decompression Sickness

The five stowaway survivors were 13,17,17, 30,
and 35 years of age. One was described as 64 in. tall
and weighing 135 Ib. (Table 1, Instance No. 7). A
youthful, thin, non-exercising individual, is less likely
to experience DCS than are heavy-set and older indi-
viduals (1, 3). The stowaways were reported in several
write-ups as being “lightly clad” in a circumstance of
poor thermal insulation that promotes heat loss in a
cold environment.

Surviving severe hypoxia in the unpressurized wheel-
wells of cruising airline aircraft involves physiologic
control mechanisms reviewed by Kalish (2) and
Phythyon (4). These authors cite the homeothermic
characteristic of humans whose usual healthy state
maintains the body temperature between 36.0°C and
37.5°C. The resting metabolism in this body tem-
perature range demands a baseline oxygen consump-
tion level that cannot be met on exposure to the
atmospheric pressure levels at the cruising altitudes of
jet aircraft. The severe hypoxia inactivates nerve cells
in the preoptic anterior hypothalamus, which con-
tains the thermoregulatory center, with the result chat
heat loss and production in the body can no longer be
controlled (2). Humans placed in an environment
that overwhelms the thermoregulatory system of the
body will become “poikilothermic,” with the external
environment driving body temperature. The estab-
lishment of a poikilothermic state is a basic mecha-
nism invoked when hypothermia for surgical purposes
is utilized. In the poikilothermic condition, a state
somewhat reminiscent of hibernation occurs, during
which the body’s requirement for oxygen is greatly
diminished. Body temperature in hypothermia can
fall to levels of 27° C or lower. At the lower levels,
unconsciousness, and lower heart and respiratory
rates occur.

Return to Ground Level

As a wheel-well stowaway is carried to lower alti-
tudes, a gradual rewarming occurs, along with
reoxygenation. If the individual is so fortunate as to
avoid brain damage or death from the hypoxia and
hypothermia, cardiac arrest or failure on rewarming,
or severe neurovascular DCS complications, some
progressive recovery of consciousness occurs, perhaps
in the period before landing, or ata time after landing.
Survival is jeopardized if the recovering stowaway
begins moving round and falls out when the landing
gear is lowered (example: Incident No. 6)

From time to time, a relatively young person at-
tempts travel (almost invariably international travel)
in a wheel-well of an airline aircraft. Some successful
stowaway flights may be unknown, the travelers re-
covering at the destination with the help of “Good
Samaritans.” It is also likely that various unsuccessful
attempts were never documented (or known), the
bodies falling into an ocean, or into a remote land
area. Key preventive measures are ramp security and
security measures during taxi operations with pauses,
and while holding for takeoff at the departure runway.

REFERENCES

1. Gowdey, C.W., Philp, R.B. Etiology and treatment
of experimental decompression sickness with special
reference to body lipids. Milit. Med. 1965;130: 648-
652.

2. Kalish, N.A. Hypothermia and hyperthermia in
trauma patients. In: Stene, J.K., Grande, C.M., (Eds.)
Trauma anesthesia. Baltimore, Md. Williams and
Wilkins, 1991: 340-367.

3. McCallum, R.I., Welder, D.N., and Thickett, V.B.
Bonenecrosisin commercial divers. Undersea Biomed.

Res. 1976; 3: A.41.

4, Phythyon, J. Deephypothermiaand circulatory arrest.
In: Kambam, J. Cardiac anesthesia for infants and
children. St. Louis, Mo. Mosby, 1994: 33-38.

5. Taylor, R. Fairweather flying. New York: MacMillan,
1981:287.

6. The New York Times, Jun 4, 1993; Nov 14, 1986;
Mar 23, 1975; Apr 14, 19725 Jun 21, 1970; Feb 24.
1970: Jul 26, 1969; Apr 19, 1966; Sep 28, 1966; Aug
5, 1947.

‘¥YUS. GOVERNMENT PRINTING OFFICE: 1996 - 559-079/40014


Figure 2. DC-8 Wheel-Well Passenger Stow-Away Space. Re-enactment by CAMI
Researcher.

Table 2. Approximate Environmental In addition to the drop in ambient altitude tem-
Characteristics in Accordance with perature (ameliorated somewhat by the above-cited
Altitude. radiation and conductive heat sources), Table 2 de-

scribes the decreasing partial pressure of oxygen (PPO,)

with increasing altitude. At all cruising jet altitudes,

40 141 30 the PPO, is below that required to support brain
30 226 47 -45 consciousness. All jet wheel-well stowaways at these
20 349 73 725 cruise altitudes will lose consciousness from hypoxia.
10 523 110 5 In addition to experiencing the cold and hypoxia
0 760 160 15 stressors, the stowaways are at high risk for nitrogen

gas embolism and decompression sickness (DCS)
above the 20,000 foot level.


Technical Report Documentation Page

1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.
DOT/FAA/AM-96/25
4. Title and Subtitie: 5, Report Date
Survival at High Altitudes: Wheel-Well Passengers October 1996
6. Performing Organization Code
7. Author(s) 8. Performing Organization Report No,

S.J.H. Véronneau, MD, MS*; S.R. Mohler, MD, MA**; A.L.
Pennybaker, BS*, B.C. Wilcox, BS*; and F. Sahiar, MD, MS

| 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)
*FAA Civil Aeromedical Institute | **Dept. of Community Health

P.O. Box 25082 Wright State University 11. Contract or Grant No.
Oklahoma City, OK 73125 Dayton, Ohio
12, Sponsoring Agency name and Address 13. Type of Report and Parlod Covered
Office of Aviation Medicine
Federal Aviation Administration
800 Independence Ave., S.W.

Washington, DC 20591 14. Sponsoring Agency Code

15. Supplemental Notes

16. Abstract

Ten specific "wheel-well” passenger stowaway flights (the wheel-well area was entered just before takeoff) are
documented in the N.Y. Times, covering the period 1947 to 1993. Five stowaways survived flights encompassing
altitudes as high as 39,000 feet, with six dying in the process (one flight had two stowaways: one fatal, one
surviving). Three Douglas DC-8 and four Boeing 707 aircraft, plus a Caravelle, an unknown jet, and a piston
airliner were utilized. Several of the wheel well flight stowaways were reported to be politically motivated to
attempt these international flights. This paper describes the unpressurized flight environment and the physiology
that enabled human survival under conditions of extreme hypoxia and cold (inducing a virtual "hibernative" state).
It is likely that similar attempts will continue, and alert airport security preventive measures are indicated.

17. Key Words 18, Distribution Statement
High Altitude Survival Document is available to the public through the
Wheel-Well Stowaways National Technical Information Service
Hypothermia, Hypoxia Springfield, Virginia 22161
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of Pages 22. Price
Unclassified Unclassified 7
Form DOT F 1700.7 (8-72) Reproduction of completed page

authorized



SurvivaL ar HiGH ALTITUDES:
‘WHEEL-WELL PAssENGERS

The New York Times cited 10 stowaway “wheel-
well passenger” airline flights between 1947-1993,
with five stowaways successfully completing their
hazardous undertaking in unpressurized wheel-wells
(6). Characteristics of these flights are shown in sum-
mary form in Table 1. The highest cruising altitude
for a flight reported in this series was 39,000 feet.
Douglas DC-8 and Boeing 707 aircraft were most
commonly cited as choices. One flight had two stow-
aways, only one of whom survived (Flight No. 7).

The stated objective of the individuals who suc-
cessfully made wheel-well flights was to escape the
living circumstances in their home country (a not-
liked political or economic environment), and to start
a new life in a more desirable location. The vignette
that generally describes the known cases involves the

individuals hiding near the point where the departing
aircraft waited at the runway for take-off clearance.
While the aircraft was stationary, the stowaways
mounted, undetected, a main landing gear and climbed
into a wing recess area adjacent to where the gear
would retract (Figure 1).

Certain aircraft contain sufficient space in the
landing gear area for a small adult to crawl into the
space and hide relatively securely. The DC-8 has space
above and forward of the right main landing gear strut
(about 4' by 34’ by 3') to accommodate one (and even
two) small adults, as shown in the reenactment by a
Civil Aeromedical Medical Institute researcher(Figure
1). The comparable left main landing gear area of DC-
8s contains hydraulic reservoirs and otherspace-utiliz-
ing items, precluding the use by stowaways.

Table 1.
Ten Wheel-Well Stow-Away Flights
Documented by the New York Times

1, June 4, 1993 Male, 13 YO 35,000 ft. Covered
Survived.
2. Nov. 14,1986 Male, 35 YO Panama Miami 707 39,000 ft. Survived.
City

3. March 23 1975, Unknown youth Bogota Miami 707 Fatal. Fell from aircraft.
4. April 14 1972 Male, 18 YO. San Diego | New York 707 35,000 ft. Wheel-well, left

City wing. Fatal, Frozen.
5. Feb. 24, 1970 Male, 14 YO Sydney, Tokyo 707 Fell 200 ft. on take-off

Australia from Sydney.
6. June 21, 1970 Male, 13 YO Lyons, Abidjan 0C-8 Fatal. Fell at Abidjan when
France landing gear lowered.
7. July 26, 1969 Male, 17 YO Havana Madrid DCS 29,000 ft. 1st survived.
(8'4", 135 Ibs.). The 2nd fell to death.
A 2nd unknown also
climbed aboard.
8. April 19, 1966 Unknown youth, Orly Morocco |~ Air France | Right Wing, Fatal (frozen
20-21 YO Caravelle body).

9. Sept. 28, 1966 Male, 17 YO Bogota Mexico Colombian jet | 34,000 ft. Survived.

City airliner.
10, Aug. 5, 1947 Male, 30 YO Lisbon Natal, KLM piston | Survived in wheelbase.

Brazil airliner



Figure 1. Whee!-Well Passenger Stow-Awa’
Landing Gear, Wing Root Area.

When the landing gear retracts in jet aircraft, metal
covers close over the opening where the wheel and
strut are positioned when the gear is extended, thus
reducing in-flight air drag and further securing a
stowaway.

Physiological Considerations

As the aircraft climbs to cruise altitude, the occu-
pant of the unpressurized wheel-well compartment
experiences a progressive “slow” hypoxia. Accompa-
nying the climb is some friction heat generated within
the tires during take-off that can radiate to the stow-
away. Also, due to the warm hydraulic fluid in the
lines within the wheel-well compartment, some addi-

y Space. it is forward of DC-8 Right Main

eee
eth ae

ec

tional radiant and conductive heat is present in the
stowaway area. These heat sources are progressively
diminished as flight at altitude proceeds.

As the aircraft with a stowaway climbs toward
cruise altitude, the ambient atmospheric pressure and
correlated physical characteristics will change approxi-
mately in accordance with Table 2. The “standard”
ambient temperatures (in Centigrade) are calculated
for 29,000 feet (-43° C), 34,000 feet (-53° C), 35,000
feet (-55° C), and 39,000 feet (-63° C), using the
standard formula “double the first two numbers of
altitude, subtract 15 and change the sign (5).” These
are reported cruise altitudes of survived jet flights by
wheel-well stowaways.