MEDICAL PROGRAM PROJECT (Sanitized)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP75B00285R000300090004-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 20
• Document Creation Date: December 15, 2016
• Document Release Date: August 21, 2003
• Sequence Number: 4
• Publication Date: June 18, 1970
• Content Type: MF

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S E C R E T
18 June 1970
MEMORANDUM FOR: Deputy Director of Support
THROUGH Director of Medical Service
SUBJECT Medical Program Project
II
25X1
1. In March 1970 Dr. Peter Siegel, who is known as
the Federal Air Surgeon in his capacity as Chief of the
Aviation Medicine. Department of the Federal Aviation
Administration (FAA), telephoned me at my residence one
morning before work asking that I come to his office to
confer with him. I visited his office that A.M., and his
initial concern was the fact that it had come 'attention that the OFAA Flight Surgeon was 25X1
issuing FAA Medical Certificates of
Examin tinn fn- +'-
pilots of 25X1
had turned but
one physical. . examination to FAA
during the past year. The obvious inference was that the
doctor was not actually performing the examinations but
issuing certificates by mail. I had anticipated being in
that area on another project during April upon the termin-
ation of which it was my intention to visit and 25X1
informally investigate the matter personally rather than
the FAA sending representatives or involving Agency personnel.
It is our understanding that 0 has since solved its 25X1
problem by using other doctors whom FAA licensed.
We have recently been informed that the 25X1
and is doing all the FAA examinations on the xamiil License
Opilots 25X1
, who additionally wor is in the
has reactivated his FAA E
S E C R E T
TRAN(FAA) review(s) completed.
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S E C R E T
the fee for which, incidentally, goes into the
Page 2
25X1
coffers. He was formerly stationed in Saigon, Vietnam,
and recalls the young Air America pilot who visited our
dispensary who had a blood pressure of 230 but managed
to acquire an FAA Certificateevery six (6) months. He
did not come for treatmenL_f_qr his hypertension but for
other problems. I lalso brings out the point
that many Agency employees as well as pilots are acquiring
considerable ear damage and resultant hearing loss princi-
pally from Porters and 123's. is purchasing new
headsets and ear muffs to meet e si uation. He is not
cognizant that AA is aware of the hearing problem.
2. Dr. Siegel than brought up the subject of the
medical program at II which he had also discussed
with me last year`. He, again, indicated considerable con-
cern with the medical setup. He stated that he knows of
pilots who have had coronary heart attacks in the United
States who are found to be flying in the Far East for the
project. There have been cases in the past of this situa-
tion arising in diabetics and in at least one (1) case I
know of an epileptic.
Dr. Siegel informed me that the FAA doctor from
Honolulu, who is Regional Flight Surgeon for the Western
Pacific Area, visited the Project in Southeast Asia and
flew with many of the pilots. He stated to Dr. Siegel
that he could not believe that many of them were certified
by FAA.
3. Dr. Siegel agreed to send me an informal letter
explaining their position. There has been some delay in
receiving this as will be noted (due to all-out FAA pre-
occupation with the controllers' strike). His letter and
attached report from FAA Oklahoma Medical Center is attached
25X1
25X1
and have no way of accomplishing same. Personally, I also
heard similar stories from one of these doctors with whom
I am well acquainted. To summarize the report accompanying
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Dr. Siegel's letter, it is a computer validation of FAA
physical examinations performed for FAA either by
or other. physicians examining
the company's pilots. The following observations are made
which serve as indications of the degree of integrity and
care exercised in performing examinations:
a. There is an implication that Electrocardiagram's
(EKG's) are not being submitted as required.
b. Figures given for distant vision were studied.
The normal is 20/20. Abnormally good is 20/15. One
would not expect to find more than a small percentage
of abnormally good 20/15. One doctor reported 31
examinations of which 30 had 20/15. The physician in
turned in I examinations of which 108
revealed abnormally goo 20/15. The Flight Surgeon
had 77 of Din the same category. Another
interesting facet to this study was the finding that
all of these pilots examined had the same superlative
vision in both eyes.
c. Pulse and blood pressure readings showed the
same similarities as above with very little variations
from normal.
d. Hearing tests are performed in two (2) ways --
one being the distance at which the whispered voice is
heard by each ear separately, and the other by means of
an Audiometer. (Practically all pilots beyond the
neophyte stage will show some hearing loss in one or
both ears). The results are recorded as follows for
one with excellent hearing in both ears = (15-15-2).
The "two" indicating a normal audiometer test.
25X1
25X1
25X1
The physician in recorded (].5-15-2) in 25X1
116 of 137 examinations. This group in II would be 25X1
very experienced pilots but of the group practically
all of them had excellent hearing in both ears including ,~C
audiograms. The doctor in Ohad 11 out of =with 25')(11
(15-15-2) and the remainder even better with a constant
(20-20-2).
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4. In addition to the questionable dedication of the
physicians accomplishing these examinations, the important
flaws in the system are as follows:
a. There is no company pre-employment physical
at the time of hiring. A current FAA Certificate is
accepted and the pilot is not examined b the project
medical department until he arrives in The 25X1
FAA certicates may have been done by any of the thou-
sands of doctors distributed all over the United States.
Routine FAA examinations cannot be accepted as pre-
employment physicals.
'I would call your attention to paragraph 3 of
Dr. Siegel's-letter, "The Pilot who has a psychiatric,
psychological, alcohol, cardio-vascular or other
potentially serious medical condition that is rela-
tively easy to conceal on a routine medical examination
by the simple expediency of denying its existence on
the medical history," etc.
b. Reasons why FAA physicals cannot be accepted as
pre-employment physicals:
1) FAA is fully aware of the fact that they
have relatively little control over their FAA
examiners most of whom are in private practice.
2) The doctor is not always motivated to spend
too much time on these histories and physicals nor
is he apt to be overly curious and probing in his
histories as he would like to have his clients re-
turn every six (6) months for their airline pilot's
Class I Examinations.
3) He would be, of course, totally unaware of
the exceptionally demanding jobs to which these
project pilots will find their way.
c. There is no psychiatric screening or psychological
assessment of the prospective pilots.
S E C R E T
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d. Rarely are any non-routine x-ray or labora-
tory examinations demanded by the FAA examiners.
e. Audiometers are frequently not available which
are necessary to definitely determine hearing status.
f. The above refer primarily to organic disease.
Civilian and military Flight Surgeons generally agree
that perhaps 75% of the "human factor" errors in the
cockpit arise from psychological problems. To limit
the accidents arising from such causes, it is necessary
to have a physician (Flight Surgeon) living in proxi-
mity to the pilots in order that he may become ac-
quainted with them and may detect subtle changes in
their personalities and behavior indicating increased
tension which may arise from a vast number of causes
such as fatigue, marital and girl problems, late hours,
gambling losses,excessive drinking, climatic conditions,
financial disappointments, etc. It is necessary to
have a mature experienced physician of the same cul-
tural background who can establish a rapport with the
pilots. The doctors are unable for many reasons
to establish this kind of relationship. This absence
of an American physician in the field is one of the
most significant weaknesses of the I Medical system,
which one has to assume can be the cause of many
accidents.
5. There is a lack of medical input in aircraft accident
investigations. I am aware that there are spaces provided for
this purpose in the Aircraft Accident Investigating Forms used
by the company but those that I have been privileged to see
are filled in with dashes or N/A. This is an extremely impor-
tant aspect in the determination of causes of aircraft acci-
dents and the attending corollary, prevention of accidents.
Information should be obtained and duly noted concerning such
factors as previously mentioned: sudden changes in life
pattern and personalities of pilots, history of alcohol con-
sumption, love life, etc. Also, fresh blood samples should
be examined for alcohol and carbon monoxide levels etc.
Autopsies should be obtained when possible. (Please see
attached USAF accident report as example.)
S E C. R E T
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Page 6
6. For three (3) years the Office of Medical Services
.(OMS) has been making suggestions pertinent to improving the
above. The project manager has given 'freely of his time to
listen to the undersigned and even allowed himself to spend
an afternoon being briefed by psychologists of the Assess-
ment and Evaluation Staff or the Psychological Services Staff.-
I do not believe that any of this has changed his conviction
that:
a. Flight Surgeons in the field would be working
counter-productivily and would be an obstruction to
management.
b. Psychological factors affecting the pilots are
a fantasy.. "Flight Surgeons are only.necessary when
blood f lows.."
c. Military Flight Surgeons are no good when used
in commercial aviation.
d. Any input of OMS is going to blow the project's
cover. In rebuttal, we contend that the correctly
chosen mature doctor would be of the greatest help to
management. That the organic conditions and "blood flow"
from trauma are only part of the picture and that the
psychological problems might be 75% of the total aspect.
We have the direct word of the Medical Director of
United Air Lines that whether a flight surgeon is
military'trained or otherwise is of no consequence.
The only requirement being that he be a good doctor.
The mission of any doctor is to have a physically and
mentally healthy pilot in the cockpit. OMS has also
promised not to intrude into the project administration
or threaten its cover in any way.
7. In reviewing the aircraft accidents, one cannot help
being impressed by the types of accidents such as short and
long landings, running into objects on the runway, etc,, that
should not be occurring with such frequency by experienced
pilots. It does not require an M.D. to suspect that some
of these might be due to psychological factors.
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S E C R E T
Page 7
8. I have been stationed in the Far East and ridden
many hundreds of hours in company aircraft of all types.
We have also had the pleasure of landing at some of the
worst strips inF 7' This is indeed a tough.
job these pilots have. Likewise, it takes exceptional
qualities in these pilots and obviously greater care should
be given to their selection. (it, perhaps, might be noted
that according to the daily press the Washington Redskins
have contracted with a psychological assessment group to
evaluate their football players.) See attached.
We should also like to mention that being for prolonged
periods around these pilots, we have a fairly good working
knowledge of how they live, play, and of their general life
style which as.you know may at times vary' considerably from
the usual routine-in Conus. The Air Force would have a
dozen Flight Surgeons connected to an operation of this size.
9. To summarize, we should recognize that this is not
an ordinary airline.
a. There is also the responsibility that we all
have to see that the aircraft the Agency personnel ride
in day after day are manned by the best pilots we can
secure, not to mention our responsibility to all our
other associates.
10. If you will pardon the observation, one of the weak-
nesses of our Agency is at times the failure to apply all our
assets to certain problems. This generally occurs because of
the compartmentization that exists for security reasons. We
are fully aware of the need for a securely based cover for
11. We would again offer the following recommendations:
a. It is paramount that it be recognized that these
men are flying under a severely stressed situation much
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different than an ordinary commercial airline. The
accident rate would seem to corroborate such a
conclusion.
b. It is suggested that pre-employment physical
examinations under the control of the company be
initiated. Numerous ways of doing this are possible;
a) company Medical Department in Washington, D.C.,
b) arrange with a Clinic to perform pre-employment
physicals, c) cleared and witting FAA Flight Surgeons
who would devote particular attention to Air America
pilots and be authorized to obtain any laboratory
procedures. or consultations he would deem necessary.
c. Psychological assessments - Agency psycholo-
gists could perform same at company offices or under
a cover office. The PSS Staff has also volunteered to
make arrangements with a commercial psychological
testing service and monitor same. They also presented
us at one time with the dossier, on a psychologist with
an outstanding aviation background at the USAF School
of Aviation Medicine and FAA at Oklahoma City, Oklahoma,
who was willing to consult on part time or other basis
in establishing a testing service. (These assessments
are not seen as aptitude testing as in Stanines, but
would be intended to present a well motivated tempera-
mentally ' sound, mature, reasonably intelligent pilot.)
These studies should be of assistance to management as
Well as possibly promoting a better safety record.
d. Placement of American Flight Surgeons in the
field at locations where there are large numbers of
pilots and aircraft. These doctors would work with the
framework of the existing FAA Medical Department.. The
would still operate the dispensary and
take care of indigenous personnel. Thin Flipht ns
would work under and cooperate with
25X1
They would also work directly with the Field Manager
and consult and advise on a day-to-day basis.
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Page 9
12. The undersigned believes this to be a pragmatic
.approach. This is no intent to create a Utopian situation.
It is fully realized that this has to be a strong organi-
zation to do a tough job which it has been doing. However,.
it is felt that its effectiveness could be only enhanced
by following the above recommendations. If one life or
one aircraft were saved, it would more than pay for the
cost of the suggested changes.
13. It is obvious that the pilot is one of the more
critical parts of an aircraft. Sufficient attention has
not been given to his maintenance. This factor is apt to
be overlooked or superseded by other problems if this area
is not properly represented at,the management level.
14. We believe the Agency would benefit and management
be more adequately supported if such representation were
available and should like to suggest that the DD/S advocate
the appointment of a medical doctor to the Executive
Committee for Air in coordination with D/MS.
25X1
Flight Surgeon
Attachments
As stated above
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2 2 APR 1970
I take this means of bringing to your attention and asking your help
regarding problems concerning the aeromedical certification of pilots
in the Southeast Asian area. It is not a new problem, however, recent
complaints have added a sense of urgency toward seeking a solution.
As you know there is a number of pilots domiciled in the area
employed by airlines whose operations require they hold FAA first-class
medical certificates.. In order that designated FAA aviation medical
examiners be reasonably.available, we designate local physicians as
examiners. In most instances we ask the Department of State to assist
.us in determining their professional qualifications, reputation, and
standing in their community. We recognize that in some instances the
physician's training and experience is not entirely comparable to that
of U.S. - trained physicians. We receive frequent and persistent STAT
com
laint
a
r
di
th
li
f
p
s
eg
r
ng
e qua
ty o
the examination. These complaints
run the gamut from a very precursory examination to none at all.
Recently,
told me tha some in ormed him they could and did
receive FAA medical certificates by mail. This situation is intolerable.
Another significant problem that is even more elusive and difficult to
quantitate exists. That is the pilot who has a psychiatric, psycholog-
ical, alcohol, cardiovascular or other potentially serious medical
condition that is relatively easy to conceal on a routine medical
examination by the simple expediency of denying its existence on the.
medical history. These pilots are frequently allowed to resign from
their company for personal reasons rather than be discharged, or they
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resign just before they can no longer conceal their medical
conditions in their setting. These pilots all too frequently
seek and obtain employment in out-of-the-way, unusual and
extraordinary places where they are not known. The hazard exists
no matter where they are.
I will appreciate your assessment of the situation and any
suggestions you may have.
Sincerely,
P. V. SIEGE, M.D.
Federal.Air Surgeon, AM-1
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F (iEDERAL. AVIATION ADMINISTRATION
RE ERPTO: AM-200
SUBJECT: Far Eastern aviation medical examiners
WASHINGTON, D.C. 20590
In reviewing computer printouts at your request there is one overriding
consideration which would temper the results of my study. The print-
outs as provided do not give an unbiased picture of the work performed
by the AME's in question but, instead, reflect their basic work as
modified by further 'consideration by Oklahoma City and/or the Regional
Flight Surgeons. Their work has been over-coded by file maintenance,
obscuring the original data as provided by the AME's. This limitation
however does not prevent drawing some significant findings from the
data.
The examinations conducted STAT
were not tabulated since they only
conducted one or two physical examinations and no patterns could be
.ascertained. Five other examinations were C;.cluded in the study where
the.AME cannot be clearly-determined and were excluded from the tabu-
lations. As a result, 15 AME's from the Far East were tabulated and
compared both as individuals and as one individual against the other.
These 15 examiners conducted 0 physical examinations that were performed in 1969 and early 1970, STAT
STAT
In considering path codes assigned those airmen examined by the 15 STAT
Far East AME's, it is noted that had fewer airmen with
path codes than would be anticipated. The same is true for 0 STAT
However, these findings are of questionable significance
since path coding would be the one area most likely to be changed by
agency considerations (comparison to previous records, etc.).,
In considering limitations imposed upon this. airman population, it
is rioted that most AME's examine airmen where 40-60 percent required
restrictions or limitations. All limitations were for glasses except
for two instances where contac lenses were used. Notable exceptions
are that had an airman population where six of
seven examined required glasses. had examined a STAT
segment of the population which was slightly better than average as
far as requirement for limitations (approximately 35 percent). The
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The same is true of 2 ent limited), and STAT
especially true for 1(8 percent of 31 STAT
restricted).
In considering waivers issued, it is realized that this area is
similar to path codes in that waivers represent action taken by the
agency rather than by-the AME. There were waivers noted for hearing,
distant vision, contact lenses and color vision, in order of decreasing
frequency. The frequency of waivers among the population examined by
any one AME was roughly what one would expect with three minor-excep-
tions. One would expect only one waiver among =applicants,
where instead, three were noted to have waivers.
population of 0 would be expected to contain two waivers, where STAT
instead, none were observed. I population of would be STAT
expected to have some nine waivers, where only five were o served. STAT
In considering the birth year of airmen examined by these AME's;
little was learned except that the majority of individuals examined
were born in the 1930's. The overall age range being from age 20
through 63. The youngest applicant was examined byl --1 and STAT
the oldest by 0 In reviewing the printouts rather hurriedly,
it would appear that there was no significant patterns wherein the
only older individuals were being seen by any one or two AM's. To
carry this patterning one step further, the printouts were examined
to see whether obese individuals were being seen more frequently by
one doctor than by another. This was considered important in that
obese individuals might be expected to have more than their usual
share of pathology requiring "careful" evaluation.
STAT
This study revealed that three AME's were seeing far more than their STAT
proportionate share of large airmen. saw =airmen STAT
and it would be exn cted that some =would be large; ^ were observed. STAT
I lexamined of which one would be expected to be TAT
heavy; three were observed. Iexamined 0 and it
would be expected that approximately three would be heavy; eight were STAT
observed.
It was interesting to look at flying time. Most of the applicants were
very active, reporting more than 300 hours of flying time every six
months. It is noted that examined 0+ over half
?TAT
of which flew less than 30 hours every six months. The same
for the 0 examined by STAT
(13 of I xamined flew less tha 300 hours in six months). On the
other hand, seems to have examined an especially
active group since only 14 of his examined flew less than 300 STAT
hours in six.months (approximately nine percent).
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STAT
STAT
STAT
STAT
STAT
STAT
The pilots examined by each AME were studied in reference to whether
they were professional pilots, had other aeronautical occupations
other than pilot or whether they were in occupations other than in
the aviation industry (non-aeronautical jobs). The distribution of.
professional pilots among the AME's studies showed no significant
deviations over that expected.- In looking at the non-aeronautical
jobs and the aeronautical jobs other than pilot, it is noted that
had considerably fewer of these than one might expect. The
same is true of saw considerably
more.non-aeronautical individuals than would be expected and
saw considerably fewer than expected.of those with aeronautical
occupations besides pilot.
STAT
STAT
It is also of interest to note that many of those-individuals who were
not deriving their livelihood from the industry as professional pilots
but rather through other aeronautical occupations and non-aeronautical
occupations, nevertheless often acquired first-class medical ce i i-
cates. For example, examined 0 airmen, # STAT
which were class ones and two of which were class threes. These STAT
represented =professional pilots, five other aeronautical jobs and
11 non-aeronautical jobs. The distribution of class two and class
three medical certificates seemed to jive with jobs held.in only three.
In studying abnormalities noted by the AME's, it is interesting to
note that by far the most common finding was item 44 -- body marks,
scars, tatoos. Most noteworthy of this study was the fact.that
noted as abnormal item 44 on all of hA appli- SIAI
cants and this was the only abnormality noted on any of the The ST T
I
same is true of the seven examined by of STAT
lassigned abnormality 44 to a110 that he examined, but in STAT
addition, made additional findings for three of the Q It is noted STAT
that assigned abnormality 44
to nearly all of their applicants, but did in, addition assign other
codes to their applicants indicating that they observed among their
populations more than just body marks, scars or tatoos.
EKG codes were examined primarily to determine if path codes existed
among those airmen-examined by each AME. The complete absence of path
codes may indicate that EKG's are not being submitted as required on
first-class applicants. One doctor did not examine any first-class
applicants and therefore no EKG codes were observed among his few
examinations. One doctor had examined only one first-class applicant
aho was less than 40 years of age,). No EKG code was to be expected
since both age and random occurrence of EKG findings would be
involved. Fpr the same reason, chance may have accounted for the fact.
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fi
STAT
STAT
STAT
STAT
STAT
STAT
S
STAT
STAT
STAT
that none of 13 class ones had EKG codes; none of
six had EKG codes; none of 0 seven had EKG codes and none of
seven had EKG codes. I become increasingly sus icio s h
u w
p
en
I observe that none of the 30 class ones examined by have
required an EKG code and as a result will be in touch with Oklahoma City
asking them to make a determination as to whether is sub-
mitting EKG's on his first-class applicants.
STAT
In studying medical history, very little in the way of significant,
patterns could be ascertained other than the fact that medical history
item 21.u. -- admission to hospital -- was by far the most common item
of medical history. The airman who saw two relatively inactive AM's -
reported only u.'s and no other items of medical history. This
involved only nine people. Only in the case of the four airmen examined
by did all airmen report hospitalization. It is
significant that approximately 45 percent of all of the airmen examined,
irrespective of AME, reported no medical history whatsoever. Approxi-
mately half of those reported only hospitalization and no other medical
history. There is no significant difference in these trends noted
among the examiners.
Distant visual acuity was studied in order to see if all airmen were
reported as having the same visual acuity and to determine if any
significant defective distani: visual acuity was being reported. In
other words, it was determined whether the AME assigned the uncorrected
and corrected visual acuity to be better than normal (15) for all those
examined. It was determined if he had recorded uncorrected distant
visual acuity worse than 50 and if he had recorded corrected distant
visual acuity worse than 20. There are several patterns immediately
apparent from this study. seven applicants were all 20/20 STAT
corrected and uncorrected with the exception of one and none had
uncorrected visual acuity worse than 50 or corrected vision worse
than 20. examined ^ all but one of which were recorded STAT
as 15's all across the board. In other words, 30 of his =airmen had .STAT
better than normal uncorrected and corrected distant visual acuity..
Similarly, 105 of 126 examinations conducted by F_ I STAT
recorded distant visual acuity as 15 all across the board andi STAT
similar attern but not to the same degree is observed for 0 STAT
_
Iwhere had 15's all across the board. Ten of
examined by were all 20's across the board as would be
expected rather than as reported by the above.
The pattern previously described in reference to distant vision where
most airmen are given the same findings and those findings being better:
than normal.. The same patterns were unfortunately observed all too cfted
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STAT
STAT
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in reference to blood pressure, resting pulse and hearing. It"is
apparent from these studies that some of the examiners are only spor-
ad ically`conduct~ng he actual examinations. This is a serious
allogation but I can see no oilier conclu is ons that can be reached.
Some findings reprPRP t ignorance of the test itself, in that
reported for seven out of seven examined an
ESO of nine. Some of the discr-epancies are perhaps generated through
recording techniques;'by this I mean that several of the examiners
studies had a marked propensity for rounding off numeric values to
even numbers; that is, even 10's -- 30, 40, 50, etc. In so doing,
their statistical data then became so distributed as to be at best
meaningless. This of course was especially true for blood pressure
and pulse. 0 recorded a resting pulse of 80 for four of the
seven examined. Of the 0 examined by he reported five STAT
with a diastolic blood rusure of 70 an seven with a diastolic ST
T
A
blood pressure of 80. examined il of which the systolicbIAT
pressures were in, even 10's and 10 of the diastolic pressures were STAT
recorded in even 10's. Likewise, examined of STAT
which had systolic pressures that were in the even 10's and 23
diastolic pressures which were recorded as even 10's. STAT
examined of the systolic pressuresn 10's and 15 of STAT
the diastolic pressures being even 10's. I lalso recorded five
with a else of 72 and seven with a pulse of 84. This means that 12
of the examined had one of two pulses. Where patterns of 10 were
the most problematic, 0 recorded blood pressures and pulses
that included far too many sixes to be a true finding by chance alone.
Attached to this study are special sheet reflecting the blood pres-
sures as recorded by It would appear to me that STAT
the work of is completely unacceptable.
While it is to be expected that the pilot population examined in the
Far East is undoubtedly a healthy population with special missions to
perform, it is unlikely that this group of individuals exposed to
noise hazards as they are, would be a superior group as far as hearing
is concerned. However, if one carefully studies hearing as recorded
by these examiners, we find that indeed the =studied have far STAT
superior hearing than does the population as a whole, as best adjudged
by FAA whispered voice procedures. I would suspect from looking at
these data that these examiners as opposed to other examiners dry-lab
the hearing test since this is not much worse than the whispered
voice test. As a case in point, of the 0 examined by f VAT
Laos, 116 were recordeds having hearing of 15, 15, 2. This means
adequate hearing at e feet in both right and left ear and a
normal audiogram (2). Similarly, of the Dexamined by STAT
all but one was recorded as having 15, 15, 2. Of the examined STAT
by 0 all were recorded as having a hearing of 15, 15, 2.
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NNW
examined and at least varied his findings so that 11 of the
87 had a hearing o 15, 15, 2 and all of the rest had even better
hearing of 20, 20, 2. Likewise, I I examined of which
were 15, 15, 2 and 0 were 20, 20, 2. I Iwho on t e who e has
apparently conducted fairly good examinations (except for rounding
.off his blood pressures to even-10's), has also recorded his as
two with hearing 15, 1~, 2 and with hearing of 20, 20, 2. n
looking at work with 126, there are many problems but
added to these must*be his reports of hearing since lare
reported to have a hearing of 15, 15, 2.
STAT
STAT
STAT
STAT
STAT
After observing the population in terms of descriptors such as codes,
limitations, waivers, weight, flying time, etc., it would probably be
best to summarize for each AME items of special note:
1. examined ^ without any STAT
observable patterns of significance. He was the AME to examine 'the
youngest applicant in the series (born 1949).
2. I lexamined seven. This group was unusual
in that six of seven required glasses (born 1919 through 1933), only
one'reported any past history (item 21.u. History of Hospitalization),
four of seven had a resting pulse of precisely 80 and seven of seven
had an Esophoria of nine.
3. examined [] only 17 of which had
limitations. (slightly less than average All had abnormalities
noted by all but two being coded 44 (body scars) or
28 (mouth and throat).
4. previously from Laos, examined only four. All
four had medical history codes under item 21 (the only case where
100 percent examined had-history indicated under item 21). The only
other problem with is that the four recorded blood pressures
are questionable: Systolic values 130, 130, 135, 135
Diastolic values: 70, 70, 75, 80
STAT
STAT
5. I Iwas the most active AME of the study, having
examined Only five had path codes where 10 would have been
expected. He examined nearly twice as many "large" applicants as
would be expected from the series (19 of 0 weighed over 200 pounds). STAT
He examined only five who had aeronautical jobs other than professional
pilot and seven with non-aeronautical.'obs (20 of each was expected).
It was further noted that had better than normal distant STAT
vision (20/15, both eyes) F had normal hearing (15, 15, 2).
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.in the series (born 1906). His- [Jwere not as active as most in that STAT
nine flew less than 340 hours in six months (three expected). He was
guilty of rounding out diastolic blood pressures to even numbers of
10 in that five had diastolic values of 70 and seven had values of 80
(12 of 0 had one of two values). The pattern of hearing values
observed was interesting:
expected, his group had three. He also examined the oldest applicant
In other words, 0 from the visual side'and E from the hearing STAT
point of. view were not only normal. but also hadtwo eyes or two ears
exactly the same.
6. examined 0 Where only one waiver wasSTAT
Number
Right Ear Left Ear, Audiogram (Normal)
20 20 2
18 18. 2
17 17 2
15 15 2
12 12 2
10 10 2
7. examined 0 Of these, three were over STAT
200 pounds (only one expected), nine flew less than 300 hours in six
months (three expected) and all 0 had one and only one abnormality STAT
noted by the doctor (item 44, scars). As with others, he abused the
use of rounding off to even numbers of 10.(see below) and he recorded
all but one as having normal and,equal hearing in both ears (15, 15, 2).
Systolic
Diastolic
recorded as even of 10 (60, 70, 80, etc.).
ecorded as even of 10.
8. examined seven, all of which were coded
.with and only with abnormality 44 (scars). All but one had 20/20
vision in both eyes and that one-had only a minor variation (20/30'
corrected to 20/20). Five of the seven had a resting pulse of 72
and the other two had a resting pulse of 76.
9. examined F--] all of which were STAT
.coded with abnormality 44 (scars). However, three of the 0 did STAT
have other abnormalities noted. In recording blood pressures'and
pulses, more sixes were used than would be likely by chance alone.
All had normal and equal hearing in all ears (15, 15, 2).
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STAT
~i .- i..
f
STAT }
{
STAT
STAT
STAT
STAT
STAT
STAT
STAT
Hearing with 15/15/2, 15 with 20/20/2
Pulses 0 at 72 resting, 7 at 84 resting
Visual 20/20 right and left eyes corrected and uncorrected
Blood Pressures Systolic-- ith even 10's (120, 130, 140, etSIAT
Diastolic--with even 10-'s (70, 80, 90, etc..)
10. 1 lexaminedI the third most active AME STAT
of the series. Six of these were expected to have path codes-but
atiG1~tv~zs
Only ^ had restrictions all for glasses), about half the-number A
expected. Only 10 of the did not have 20/15 uncorrected and STAT
corrected.vision in both eyes. -Eleven of the 0 had normal and STAT
equal hearing in both ears (15, 15, 2) while all the rest had even
better and equal hearing in all ears (20, 20, 2)._
11. examined 0 Only two had STAT
restrictions (for glasses) -- 12 being expected. Two waivers were
expected-but none observed. Only one non-aeronautical and one
aeronautical other than professional pilot were observed. Four of
each were expected. All but one were coded with abnormality 44
(scars); the doctor had detected other abnormalities in only four of
the 31. With ^ applicants, 30 of which were class one and age 26.
to 44, you would expect a couple with EKG path codes. None were
observed and verification will need to be made that EKG's have been
submitted. All but one had better than normal vision in both eyes
(20/15 uncorrected and corrected in both right and left eyes). He
was also bad about rounding blood pressures and pulses off to even
numbers of 10: -
-
Systolic
with even numbers
of
10 (
120, 130, 140, etc.)
Diastolic
with even numbers
of
10.
Lastly, all had normal and equal h
ea
ring
in'both ears:
with 15, 15, 2
with 20, 20, 2
On the whole his work is problematic and for poor quality, secondary
only to
0
12. examined An unusual number of thes(STAT
had non-aeronautical occupations (11, t ree~ expected). As a result,
his group had fewer flying hours than most. Thirteen had fewer than
300 hours in six months (three. expected). His work with eyes, ears,
blood pressures and pulses was also a little sloppy:
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 Approved. For Release 2003/11/25 : CIA-RDP7A?00285R000300090004-6
STAT
STAT
STAT
STAT
STAT
STAT iI
STAT
STAT
STAT
13. examined II Eight of the-e were over STAT
200 pounds (three expected). In contrast to some o_r those noted
above, 11 of o had other than normal and equal nearing in both ears.
(20, 20, 2 or 15, 15, 2). Thirty-six of F] nad one of four resting STAT
pulse values:
0
had 76, had 72, El clad 80, ^ had 84
There were dia olic pressures of 80 in five consecutive airmen.
had diastolic of 70, 23 of 80, 13 of 90 (42 of
ad systolic of 120, 12 of 130, 10 of 140 (37 o
?TAT
n 3 values) STAT
in 3 values)
14. I lexamined =airmen, the second largest STAT
number of the series. Only five had waivers where 10 or 11 were
expected. Only five held aeronautical jobs other than as a professional
pilot (twice as many were expected). About half as many "inactive"
pilots were observed Il as were expected (less than 300 hours in
six months). The visua values, hearing values, blood pressure values
and pulses were all very much alike and in one consecutive series of
four of his applicants, these values were all identical.
A. Hearing -- all but three o4_1 were 15/15/2
B. Visual -- were all 20/15, both eyes and both
corrected and uncorrected.
C.- Pulses - had one of four pulse values; 28
had - 76, 22 had 80,.,Z & (pct 7z a--"'LXiaJx L' ~u r~ (~ ~'?
D. -Blood pressure -- '
Systolic i
with 140. -
STAT
had one of four values
with value of 110, 35 with 120, 28 with 130,
ad one of two values:
ad diastolic pressure of 70
ad diastolic pressure of 80
GORDON K.. NORWOOD, M. D.
Chief, Aeromedical Standards Division, AM-200
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STAT