bluuebunny/crossref_metadata_2025_split huggingface dataset:
Microcomputer Applications Beyond Drill and Practice: New Challenges in Special Education
Authors: Wood Denise L. 
Published: May 2019

For over a decade microcomputers have been used to help students with special needs overcome physical, cognitive and emotional barriers to learning. In many cases microcomputers have extended the abilities of disabled students by the provision of alternative inputting devices and the use of programs that are highly interactive and individualised to suit the unique needs of students (Wood, 1986a). Rapid technological advances in recent years have opened up new horizons for disabled students. Powerful lap-top microcomputers with the capability of producing both printed and spoken output have provided speech impaired students with portable communication devices. Many students previously restricted to using software designed for special needs can now access a range of commercially available software through the use of devices such as the Apple Adaptive Firmware Card, and developments in the use of eye gaze and voice recognition as alternative input methods offer even greater promise for the future.While it is an almost impossible task to accurately predict all the technological developments likely to occur in the future, there is little doubt that as microcomputers become more powerful, portable and affordable, many physical barriers to learning will be overcome. There are, however, many disabilities that are less evident than the more visible physical disabilities yet ‘…more insidious in their effects on educational progress’ (Clark, 1986, p. 28). For students labelled as ‘slow learners’ the barriers created by underexpectations which can limit learning opportunities may not necessarily be overcome by technological change. One of the major challenges facing special educators therefore is to review traditional educational practices and explore innovative ways for using microcomputers to overcome these barriers and enhance student learning.
“Allégorie d'un Volontaire ou d'un Claisse Patriotique”
Authors: Frusotte C. , Desrais C.L. , Rogers Ruth 
Published: May 2019

On October 6, 1789, the French Assemblée Nationale adopted legislation for a “voluntary” or “patriotic” tax as an attempt to replenish the nearly bankrupt treasury. Fiscal corruption, a mounting public debt, and unpaid taxes in the last years of the monarchy had culminated in a financial crisis of major proportions. The first order of business, therefore, for the newly formed Assemblée, was to reform the existing tax system and to bring in new revenue, which they hoped to accomplish in part with the impôt volontaire.According to the terms of the law, every citizen was expected to give a one-time “contribution” amounting to ¼ of his income, payable over 3 years, with deductions being allowed for rent, interest on debts, and other obligations. In addition, any silver plate or jewelry of gold or silver in a person's possession were taxed at 2 ½ percent of their worth. Exceptions were made for those whose income was less than 400 francs a year, and residents of hospitals and charitable institutions. All citizens were free, of course, to donate more than the amount required, especially in the form of valuables. Another feature of this legislation was that no attempt at investigation was to be made; the government hoped that by showing its faith in the patriotism of its citizens, no coercion would be necessary. The only official record required from each citizen was a signed form, stating the amount of tax paid, and a sworn statement that it was true. Upon receipt of these forms, municipal officials were to publish lists of names and amounts collected.
Coordination at the Scene of the Accident
Authors: Jessen Knud 
Published: May 2019

Endeavors to expand the flight safety programs into the ground safety response to an aircraft disaster have over the last decade involved many flight safety foundations, aviation organizations, pilot associations, and emergency medical societies. Much work has been done to upgrade airport emergency planning and many data from reports concerning airport disaster drills and crashes have been collected.The goals of an airport disaster plan include the care, treatment and transportation of the wounded with a quality and quantity of care that minimizes the mortality and morbidity of the survivors of the crash. This simple but ambitious challenge is only accomplished by proper pre-planning and management which depends on the quality of the overall plan, the communication systems, the initial life support and resuscitation, the medical equipment, the patient handling and transportation, and the hospital system. According to a variety of reports from many parts of the world, this concept has, however, been difficult to teach, mainly because of insufficient co-ordination in planning, as well as at the scene of the accident.At Copenhagen Airport — one of the major airports in the northern part of Europe — it was recently decided to have an airport disaster drill. But instead of a “push-button” test it was decided that an executive committee with members from the police, fire brigade, local airport authorities, flight safety council, pilots association, and the medical field should begin the drill by analyzing the topics which are known and expected to be at risk in the overall efficiency.
Preparations in Hospital for the Treatment of Mass Casualties
Authors: Contzen H. 
Published: May 2019

In disasters, the success of medical action in the hospital will only be measured according to the number of survivors and not to the number of major operations executed. Thus, for the clinician his usual standards may have to be modified and he must keep in mind the principle of helping the largest possible number of patients in the given circumstances.According to previous experience it can be expected that 20% of the survivors in a disaster need surgical treatment. Even in well organized and fully equipped surgical clinics, the proportion of immediate treatment capacity to the total number of beds is no more than 5% to 8% under normal conditions. This means that every hospital should make plans to organize facilities to cope with a major disaster. The individual hospital plans should be co-ordinated with other hospitals in the neighborhood and be integrated into the disaster plans for the entire area. Communication between hospital and the central headquarters is of the utmost importance.
Preparation for Rescue and Medical Action in an Emergency Landing Disaster in Maltese Waters
Authors: Barski Janusz , Upton Mike 
Published: May 2019

Air traffic into Malta is heavy for such a small island', especially during the busy summer tourist season. Almost every type of aircraft flies in, including jumbos with up to 450 passengers. Since the airport has been the sole responsibility of the Maltese authorities, there have been two minor incidents; one in which a small private plane made a crash landing, resulting in minor injuries; and another when a commercial aircraft engine caught fire on take-off. Both incidents were efficiently dealt with. The island is only 10 km in width at the widest point and Luqa airport is 3-4 km distant from each coast. The flight path along the main runway passes over the Grand Harbor on the east and over high cliffs on the west. At landing speeds, this is approximately 1 minute of flying time, so there is considerable likelihood that a disaster could be at sea.All those persons involved in the aircraft industry whom we consulted have indicated that, forewarned of an aircraft fault, they would always prefer to come down on land, rather than in the sea. An emergency landing at sea compounds the difficulties in rescuing the passengers and salvaging the aircraft, which would be almost impossible. Luqa airport has emergency equipment immediately available, and has procedures selected according to the likely extent of the disaster. These are normally designated as “Priorities” numbered 1-3, following the practices of the International Civil Aviation Organization (ICAO). In addition to procedures for a crash on land, preparations are in hand for rescue at sea.
Disaster Management at Frankfurt Airport
Authors: Haefner C.H. 
Published: May 2019

During peak hours at Frankfurt Airport, approximately 10,000 employees of 300 different firms, organizations and services simultaneously handle more than 10,000 passengers and accompanying people. Most of them are not familiar with the airport facilities and speak several different languages.Disaster management is the act of solving an organization problem under pressure of time. The leading role during the immediate action concerning major accidents or disasters is played by the Safety and Security Control Center of the airport operator, which alerts and controls all emergency services of the airport. Included in this organization are the fire-fighting, rescue and medical services of the airport operator, the U.S. Rhein Main Air Base and the emergency services of the City of Frankfurt. The immediate actions are exclusively based on the operation of professional task forces (without volunteer helpers). As far as possible, the emergency procedures, including personnel operations, are the same at all hours (working/holidays, day/night).The basis for the emergency operation is the “Emergency Orders” manual. The manual consists of an alarm plan in the form of alarm checklists for the different emergency services and of emergency procedures which are activated through the alarm plan.Command and control through the staff and communication system of the Safety and Security Operation Center, the on-scene Mobil Command Post and the operation centers of the airport services guarantee that the immediate response of the airport's and external task forces is fully coordinated without delay.
Basic Support of Emergencies at Airports
Authors: Monterosso Vicente Danuzio 
Published: May 2019

The introduction of wide-bodied aircraft in air transport has required airports to be equipped to keep pace with the advanced aviation technology and the potential for dealing with a really major disaster. Most airports now have their Emergency Plan that defines with details everything which should be done, when, how and where to do it. Communications, Leadership and Coordination are frequently tested through simulated crashes. These tests are considered as an important factor in performance evaluation. When the alert is given at the airport, the Emergency Plan is put into action to face each aspect of the event.The basic medical service at the airport works around the clock for routine cases and its team, although small, is enough for these duties. In an emergency, the Plan calls for external medical help. When a crash involved a large number of victims, who will help them?In most instances, the Airport's Emergency Plan foresees a scheme to cater to many serious cases, in accordance with their urgency. The various means of communications alert the hospitals of the neighborhood, rescue bases equipped with helicopters, civilian auxiliary corps, and so forth. Theoretically, most of these systems have been put into action during the practice drills. Following a serious analysis, it would be optimistic, however, to expect a perfect reaction. Communications problems, holidays, cold mornings, congested traffic, bad weather, and so forth, might on the day lead to disappointment for those experienced with disaster drills which are usually performed in favorable conditions.
Kai Tak Airport, Hong Kong
Authors: Moles T.M. 
Published: May 2019

Hong Kong is situated at the center of the air traffic axis for Asia, and has, at Kai Tak, one of the busiest airports in the world. The areahas experienced a ten-fold increase in population over 25 years and now has the highest urban density in Asia. Hong Kong is in the monsoon belt and is subjected to the very severe weather conditions of typhoons.Kai Tak airport is unique. The main 7,000 foot runway is substantially reclaimed from the harbor which in turn lies within a spectacular mountain bowl. The 310° flight path traverses the north end of the Kowloon peninsula with equally spectacular urban development.Overall disaster contingency planning within this broad spectrum is the responsibility of a joint Police/Military Command. An Aircraft Accident Committee coordinates joint emergency service planning, command and communications training and exercises.Response to an aircraft disaster is initated by Air Traffic Control through the joint Fire Service/Police/Military Command which sets up a discretionary response for intervention, search and rescue by land, sea and air.Although the problems are universal, the Maximum Credible Incident scale is extraordinary to Hong Kong. Unique means of dealing with this problem have been specially evolved here, particularly in the field of fire fighting and marine rescue which involve a Catamaran Rescue and Immediate Care Vessel.
Airport Disaster Planning – New York City
Authors: Dove Dennis B. , DelGuercio Louis R.M. , Stahl William M. , Star Leon D. , Abelson Louis C. 
Published: May 2019

At the John F. Kennedy International Airport in New York City, disaster planning has been an integral part of the airport operations for the past 28 years. Through the Medical Office, emergency medical teams have been recruited from all ranks of airport personnel and trained in rescue and resuscitation. Following the crash of a commercial B 727 aircraft in 1976 and the resulting crippling traffic jams in the vicinity of the airport, a new concept was added to the disaster plan. This concept involves bringing the hospital, its facilities and its personnel to the scene.A new piece of equipment, known as a Mobile Emergency Hospital was designed from existing airport equipment, with the cooperation of the airlines, the operating authority of the airport, and other interested parties. Two such vehicles are now in constant readiness at the airport and together provide 12 monitored ICU beds, a 16-bed burn unit, 2 operating rooms and 72 other stretcher-beds to be used for the stabilization of critically ill patients prior to their transfer to an appropriate definitive care facility. A newer modularized version which incorporates these features, for use in any type disaster, is currently being developed. These mobile hospitals, together with two inflatable structures maintained at the airport, are supplemented by Mobile Emergency Rescue Vehicles (MERV vans) maintained at local hospitals by the Emergency Medical Service Systems (EMSS) of New York City. Together they provide the on-site Resuscitation and Stabilization Center in the event of a disaster.
Problems of Small Airports
Authors: Bergot G.P. 
Published: May 2019

At large airports, the principal problem is coordination of resources. These resources consist of airport medical resources and outside medical resources. At small airports, the problem is often more complex because the surrounding community's small medical and non-medical resources often may be inadequate. The danger of crash is about the same, however, as that of a large airport, if this small airport serves aircraft of categories 4 or 5. The following recommendations are relevant to small airports:1. The guidelines contained in “Airport Emergency Planning,” recently published by the International Civil Aviation Organization (ICAO) should be followed.2. An inventory of all the private and public resources available in the surrounding communities should be completed and their development and expansion actively supported.3. A flexible medical policy should be adopted stressing first aid as a first priority. Air evacuation of victims should be arranged by helicopter or medevac aircraft to other better equipped communities. Rescue teams and medical equipment, including mobile shelters, should be brought by air from other communities.4. An International Medical Task Force should be considered which could be capable of being rapidly mobilized. This could be useful not only for airport disaster, but also in case of natural disasters or any other mass accident.
Diazepam and Alcohol Potentiation in Passengers
Authors: Monterrosso Vicente Danuzio 
Published: May 2019

There is no record in the history of medicine of a group of drugs which has gained such a reputation as the benzodiazepines, mainly among psychiatrists and physicians, who augmented their therapeutic arsenal with these drugs which have a safe and effective action. The benzodiazepines have many indications, with special emphasis in the treatment of anxiety, sleep disturbances, muscular spasms, convulsions, etc. There is, however, a difference between therapeutic and abusive usage and there is a danger of exposing an important drug to the risk of being transformed into a psychological crutch.Airports are complex cosmopolitan units which receive millions of human beings, many of them suffering from tension which they try to hide. Many an air passenger takes, as a precaution, about 10 mg of diazepam (ValiumR). Depending upon the weather conditions and check-in problems, they may take another pill before boarding the plane. After take-off, either because they have forgotten the warning or because they choose to ignore the risks, they have a few drinks, which are served by the airline personnel to help ease tensions and sedate the group. A few moments later, the crew have one or more serious problems. Initially, the passenger becomes excited and aggressive. After being controlled, he reveals a concomitant anxiety. At the end of his trip, he is taken to the airport doctor. Following the routine examination, and familiar with the situation, the doctor knows that his patient is suffering from potentiation of alcohol by diazepam.
Afraid of Flying
Authors: Metreveli Stephan 
Published: May 2019

The terrors of flying are as old as the dreams of it. The first flight of man, reported in Greek mythology, ended with the crashing down of Icarus. Today, planes have become indispensable. Air transport companies boast the fact that travel by air is the safest, despite the fact that fear is ever present. There is little knowledge about fears and passenger behavior. Accident statistics turn terrifying events into “cases”. Tribute is paid to “technical progress” and to “more quality of life.” Measures must be taken to reduce the reasons for apprehension to achieve some kind of rationally based safety to relate to behavior. One should, however, not aim to abolish fear to an irrational and unrealistic degree. Such induced behavior cannot be firm in a real crisis. Fears are founded upon social and personal reasons: (1) Predominantly sociological aspects: the fact of airplane disasters; obscurity of the causes and effects of such disasters; inadequate knowledge of technical facts; doubts about disaster prevention; and “technology trauma.” (2) Predominantly socio-psychological aspects: alien surroundings; isolation; don't know what to do; inescapability; and “Mogadishou-effect.” Anthropological and socio-cultural factors also have an impact.Fear of flying of pilot and crew: Their reasons for fear are related to the exact knowledge of dangers and risks, which are involved in economic and job efficiency oriented requirements and obligations. We recommend: improving information and explanation of risks and the related behavioral safety; improving technical means and management of disaster prevention along with appropriate mediation; courses to decrease fears of flying, including safety training; and decreasing potential conflict with airline personnel.
An Airline Physician's Experiences with an Aircrash in Nairobi
Authors: Renemann Horst H. 
Published: May 2019

A Boeing 747 took off from Nairobi International Airport on the morning of November 20, 1974. Its leading edge flaps failed to operate for technical reasons and barely a minute later the aircraft crashed, the tail separating from the fuselage. The wreck caught fire.Since the aircraft's home base was Frankfurt, a Crisis Management Staff (CMS) was immediately constituted there. As an airline physician, I was requested to evaluate the medical information received from Nairobi and act as medical advisor to the CMS. According to the first rough estimate received, approximately 160 persons were believed to be on board at the time of take-off. By the same estimate, about 100 of these had escaped with their lives, of whom about 60 had been injured. Since there was no accurate information about the availability of adequate medical supplies in Nairobi, I advised the CMS that I should go with a medical staff and equipment to Nairobi. In 1974, the Lufthansa Medical Service in Frankfurt was manned by only three physicians as compared with six at present. Of these three, one was on vacation, one was required to maintain the Medical Service in Frankfurt and only one could be spared to go to the site of the crash.On arrival in Nairobi, my colleague and I contacted and registered 44 passengers who had been on board: those who had been seriously injured were discovered in local hospitals, others were in hotels and lodgings in the locality.
Psychological Care of Passengers During and After Hijacking
Authors: Ploeger A. 
Published: May 2019

This report refers to interviews with 53 of the passengers of the Lufthansa aircraft “Landshut,” liberated in 1977 in Mogadishu, Somalia and to information acquired during group-psychotherapy with 16 of these passengers. The psychological care during hijacking depends on the aim and situation of: a) the hijackers; b) the hostages; and c) the extorted.a) The hijackers are usually motivated by political aims. They feel that their crime is mitigated by their ideology. They are aware of the high risk of their undertaking and the violent counter-actions of the authorities, but they are highly motivated personally and socially. Hence, they are continually in a state of extreme expectant tension with most intensive perception and alert awareness. This activates the high intelligence they may have, but it is combined with a disturbance of their perception of reality. Usually there are several hijackers. Their communication with each other is characterized by a strong hierarchy structure, where the giving and acceptance of command is strictly defined. Their social situation is that of a “group”. The group interactions give them some relief of anxiety.b) Unlike the hijackers, the social situation of the hostages is that of a “crowd”. They have arrived at this situation by chance and usually without knowing each other personally. Since the formation of a group among the passengers would be an additional danger for the hijackers and would disturb their orientation and weaken their power, any verbal or non-verbal communication and any moving among the passengers is prohibited.
Calcium Antagonism in Cardiopulmonary Resuscitation
Authors: Meuret G.H. , Themann H. 
Published: May 2019

Drugs for CPR need reinvestigation; at the present time their use is as much an art as a science (14). American Heart Associations standards and guidelines and other recommendations for CPR call for the administration of 500 mg CaC12 i.v. routinely, in attempts to resuscitate patients with asystole or electromechanical dissociation (1). However, calcium's popularity for use in restarting the arrested heart has fallen (3,6,14).There is a lack of evidence in the literature for calcium's supposed beneficial role in cardiac resuscitation. Calcium in combination with epinephrine — the traditional drug of choice in CPR — was not experimentally investigated before. On the other hand, the effects of calcium antagonists were never examined in CPR, but several theoretical considerations seemed to favor their use. However, a proposed use of calcium antagonists during CPR would lead to the withdrawal of current recommendations for the use of calcium.