British Thoracic Society Standards of Care Committee. Managing passengers with respiratory disease planning air travel: British Thoracic Society recommendations

Effects of commercial air travel on patients with pulmonary hypertension air travel and pulmonary hypertension

BACKGROUND

Limited data are available on the effects of air travel in patients with pulmonary hypertension (PH), despite their risk of physiologic compromise. We sought to quantify the incidence and severity of hypoxemia experienced by people with PH during commercial air travel.

METHODS

We recruited 34 participants for a prospective observational study during which cabin pressure, oxygen saturation (Sp O 2 ), heart rate, and symptoms were documented serially at multiple predefined time points throughout commercial flights. Oxygen desaturation was defined as SpO2, <85%.

RESULTS

Median flight duration was 3.6 h (range, 1.0-7.3 h). Mean ± SD cabin pressure at cruising altitude was equivalent to the pressure 1,968 ± 371 m (6,456 ± 1,218 ft) above sea level (ASL)(maximum altitude 5 2,621 m [8,600 ft] ASL). Median change in Sp O 2 from sea level to cruising altitude was 2 4.9% (range, 2.0% to 2 15.8%). Nine subjects (26% [95% CI, 12%-38%]) experienced oxygen desaturation during flight (minimum Sp O 2 5 74%). Thirteen subjects (38%) reported symptoms during flight, of whom five also experienced desaturations. Oxygen desaturation was associated with cabin pressures equivalent to . 1,829 m (6,000 ft) ASL, ambulation, and flight duration(all P values , .05).

CONCLUSIONS

Hypoxemia is common among people with PH traveling by air, occurring in one in four people studied. Hypoxemia was associated with lower cabin pressures, ambulation during flight, and longer flight duration. Patients with PH who will be traveling on flights of longer duration or who have a history of oxygen use, including nocturnal use only, should be evaluated for supplemental in-flight oxygen.

Commercial aircraft repatriation of patients with pneumothorax

The transfer of patients with a pneumothorax via a commercial airline involves many medical, aeronautic, and regulatory considerations. In an attempt to further investigate these issues, we reviewed the medical records of 32 patient cases with a pneumothorax who were repatriated on commercial aircrafts. Sixteen patients were transferred with the thoracostomy tube in place and were escorted by medical personnel at an average of 5 days (interquartile range [IQR], 4-7 days) from diagnosis. Five patients without initial intercostal drainage (who either showed very limited air collection or underwent immediate surgical treatment) were all escorted by a physician at an average of 24 days (IQR, 18-25 days) of diagnosis. Eleven patients were transferred without medical escort aboard a commercial flight after removal of the chest tube at an average of 15 days (IQR, 9-17 days) of the diagnosis. This case review suggests that physicians recommend and follow markedly different management plans for the patient with a pneumothorax who is being transferred nonurgently by a commercial airliner. This differing practice management also is noted in the various existing specialty and industry guidelines, which are not evidence based; our review shows that poor agreement exists not only in these various guidelines but also among medical practitioners.

[Preparing patients with chronic pulmonary disease for air travel]

Flying is the most important way of travelling in the continually growing international tourism. Number of passengers and those with preexisting diseases, mainly with cardiopulmonary problems, is increasing over years. One of the main tasks of the pre-travel advice is to assess tolerance to hypoxia of the traveler, and specify the necessity, as well as the type and volume of supplementary oxygen therapy. It is indispensable to know the cabin-environment and impact of that on the travelers' health. Travel medicine specialist has to be aware of the examinations which provide information for the appropriate decision on the fit-to-fly condition of the patient. The physician who prepares the patient with chronic obstructive pulmonary disease for repatriation by regular flight and the escorting doctor have to be fully aware of the possibilities, modalities, advantages and contraindications of the on-board oxygen supply and therapy. In this review, the authors give a summary of literature data, outline the tools of in-flight oxygen therapy as well as discuss possibilities for the preflight assessment of patients' condition including blood gas parameters required for safe air travel, as recommended in international medical literature. The preparation process for repatriation of patients with chronic obstructive pulmonary disease is also discussed.

Lungenfunktionsdiagnostik

Lungenfunktionsdiagnostik beinhaltet eine Vielzahl von Messmethoden, mit denen jeweils bestimmte Qualitten der Lungen in verschiedenen Altersgruppen überwiegend nichtinvasiv untersucht werden können.

Air travel and the risks of hypoxia in children

In infants and children with chronic respiratory disease, hypoxia is a potential risk of aircraft travel. Although guidelines have been published to assist clinicians in assessing an individual's fitness to fly, they are not wholly evidence based. In addition, most evidence relates to adults with chronic obstructive pulmonary disease and thus cannot be extrapolated to children and infants. This review summarises the current literature as it applies to infants and children potentially at risk during air travel. Current evidence suggests that the gold standard for assessing fitness to fly, the hypoxia flight simulation test, may not be accurate in predicting in flight hypoxia in infants and children with respiratory disease. Further research is needed to determine the best methods of assessing safety of flight in infants and children.

Air travel can be safe and well tolerated in patients with clinically stable pulmonary hypertension

Our aim was to determine what proportion of patients with pulmonary hypertension (PH) has undertaken air travel contrary to the general medical advice and to characterize these patients according to disease severity and medical treatment. In cooperation with Pulmonale Hypertonie e.V., the German patient organization, a questionnaire was distributed. In total, 430 of 720 questionnaires were returned completed. Of the 179 patients who travelled at least once by air, the distribution of New York Heart Association functional classes I/ II/ III/ IV was 2/ 77/ 74/ 8, respectively; 83 patients were receiving monotherapy; 58 patients were receiving a combination of two or more therapies; 57 patients were on long-term ambulatory oxygen treatment; and 29 patients used supplemental oxygen while travelling. Overall, 20 adverse events were reported, mostly of mild to moderate severity (i.e., peripheral edema, dyspnea), with need of medical intervention in only 7 cases. The 251 patients who did not travel by air were, on average, in more advanced stages of disease and/or clinically unstable. In conclusion, a majority of patients (159 out of 179) did not experience any complications during or directly after the flight even though no special precautions were taken. Thus we conclude that for patients with PH in a stable clinical condition, air travel can be safe and well tolerated.

Lung disease at high altitude

Large numbers of people travel to high altitudes, entering an environment of hypobaric hypoxia. Exposure to low oxygen tension leads to a series of important physiologic responses that allow individuals to tolerate these hypoxic conditions. However, in some cases hypoxia triggers maladaptive responses that lead to various forms of acute and chronic high altitude illness, such as high-altitude pulmonary edema or chronic mountain sickness. Because the respiratory system plays a critical role in these adaptive and maladaptive responses, patients with underlying lung disease may be at increased risk for complications in this environment and warrant careful evaluation before any planned sojourn to higher altitudes. In this review, we describe respiratory disorders that occur with both acute and chronic exposures to high altitudes. These disorders may occur in any individual who ascends to high altitude, regardless of his/her baseline pulmonary status. We then consider the safety of high-altitude travel in patients with various forms of underlying lung disease. The available data regarding how these patients fare in hypoxic conditions are reviewed, and recommendations are provided for management prior to and during the planned sojourn.

Short-term exposure to hypoxia for work and leisure activities in health and disease: which level of hypoxia is safe?

INTRODUCTION

Exposures to natural and simulated altitudes entail reduced oxygen availability and thus hypoxia. Depending on the level of hypoxia, the duration of exposure, the individual susceptibility, and preexisting diseases, health problems of variable severity may arise. Although millions of people are regularly or occasionally performing mountain sport activities, are transported by airplanes, and are more and more frequently exposed to short-term hypoxia in athletic training facilities or at their workplace, e.g., with fire control systems, there is no clear consensus on the level of hypoxia which is generally well tolerated by human beings when acutely exposed for short durations (hours to several days).

CONCLUSIONS

Available data from peer-reviewed literature report adaptive responses even to altitudes below 2,000 m or corresponding normobaric hypoxia (F(i)O(2) > 16.4%), but they also suggest that most of exposed subjects without severe preexisting diseases can tolerate altitudes up to 3,000 m (F(i)O(2) > 14.5%) well. However, physical activity and unusual environmental conditions may increase the risk to get sick. Large interindividual variations of responses to hypoxia have to be expected, especially in persons with preexisting diseases. Thus, the assessment of those responses by hypoxic challenge testing may be helpful whenever possible.

[Recommendations for management of patients with lung disease planning a flight or high altitude travel]

Every year a large number of children travel by plane and/or to places with high altitudes. Most of these journeys occur without incident. Immigration and recent socioeconomic changes have also increased the number of patients with cardiopulmonary disease who travel. Environmental changes in these places, especially lower oxygen, can lead to a risk of significant adverse events. The paediatrician must be aware of the diseases that are susceptible to complications, as well as the necessary preliminary studies and recommendations for treatment in these circumstances. The Techniques Group of the Spanish Society of Paediatric Chest Diseases undertook to design a document reviewing the literature on the subject, providing some useful recommendations in the management of these patients.

The effect of hypoxia on cognitive performance in patients with chronic obstructive pulmonary disease

Air travel may cause significant hypoxia in passengers with chronic obstructive pulmonary disease (COPD). It is not known whether this level of hypoxia will cause impairment in cognitive function. The aim of this study was to determine the effect of hypoxia on cognitive performance in patients with COPD when Pa(O2) was decreased <6.6 kPa. In ten patients with moderate to severe COPD trail making tasks and complex figure tasks were used to assess cognitive performance when the patients breathed 21% O(2), and when Pa(O2) was decreased to <6.6 kPa. During administration of 21% O(2), Pa(O2) was 9.5 (8.9-10.2) kPa. When Sp(O2) was decreased to 85% via manipulation of the FI(O2) (inspired fraction of oxygen) Pa(O2), decreased to 6.1 (5.9-6.2) kPa. No short term deterioration in visual search, mental flexibility or visuospatial constructional ability was detected when Pa(O2) was decreased to <6.6 kPa. The results show that short term exposure to hypoxia had no adverse effect on cognitive function.

Fit for high altitude: are hypoxic challenge tests useful?

Altitude travel results in acute variations of barometric pressure, which induce different degrees of hypoxia, changing the gas contents in body tissues and cavities. Non ventilated air containing cavities may induce barotraumas of the lung (pneumothorax), sinuses and middle ear, with pain, vertigo and hearing loss. Commercial air planes keep their cabin pressure at an equivalent altitude of about 2,500 m. This leads to an increased respiratory drive which may also result in symptoms of emotional hyperventilation. In patients with preexisting respiratory pathology due to lung, cardiovascular, pleural, thoracic neuromuscular or obesity-related diseases (i.e. obstructive sleep apnea) an additional hypoxic stress may induce respiratory pump and/or heart failure. Clinical pre-altitude assessment must be disease-specific and it includes spirometry, pulsoximetry, ECG, pulmonary and systemic hypertension assessment. In patients with abnormal values we need, in addition, measurements of hemoglobin, pH, base excess, PaO₂, and PaCO₂ to evaluate whether O₂- and CO₂-transport is sufficient.

Instead of the hypoxia altitude simulation test (HAST), which is not without danger for patients with respiratory insufficiency, we prefer primarily a hyperoxic challenge. The supplementation of normobaric O₂ gives us information on the acute reversibility of the arterial hypoxemia and the reduction of ventilation and pulmonary hypertension, as well as about the efficiency of the additional O₂-flow needed during altitude exposure. For difficult judgements the performance of the test in a hypobaric chamber with and without supplemental O₂-breathing remains the gold standard. The increasing numbers of drugs to treat acute pulmonary hypertension due to altitude exposure (acetazolamide, dexamethasone, nifedipine, sildenafil) or to other etiologies (anticoagulants, prostanoids, phosphodiesterase-5-inhibitors, endothelin receptor antagonists) including mechanical aids to reduce periodical or insufficient ventilation during altitude exposure (added dead space, continuous or bilevel positive airway pressure, non-invasive ventilation) call for further randomized controlled trials of combined applications.

Travelling with cystic fibrosis: recommendations for patients and care team members

There are no European Guidelines on issues specifically related to travel for people with cystic fibrosis (CF). The contributors to these recommendations included 30 members of the ECORN-CF project. The document is endorsed by the European Cystic Fibrosis Society and sponsored by the Executive Agency of Health and Consumers of the European Union and the Christiane Herzog Foundation. The main goal of this paper is to provide patient-oriented advice that complements medical aspects by offering practical suggestions for all aspects involved in planning and taking a trip. The report consists of three main sections, preparation for travel, important considerations during travel and at the destination, and issues specific to immunocompromised travellers. People with CF should be encouraged to consult with their CF centre prior to travel to another country. The CF centre can advise on the necessary preparation for travel, the need for vaccinations, essential medications that should be brought on the trip and also provide information relating to CF care in the region and plan of action in case of an emergency.

COPD and air travel: oxygen equipment and preflight titration of supplemental oxygen

BACKGROUND

Patients with COPD may need supplemental oxygen during air travel to avoid development of severe hypoxemia. The current study evaluated whether the hypoxia-altitude simulation test (HAST), in which patients breathe 15.1% oxygen simulating aircraft conditions, can be used to establish the optimal dose of supplemental oxygen. Also, the various types of oxygen-delivery equipment allowed for air travel were compared.

METHODS

In a randomized crossover trial, 16 patients with COPD were exposed to alveolar hypoxia: in a hypobaric chamber (HC) at 2,438 m (8,000 ft) and with a HAST. During both tests, supplemental oxygen was given by nasal cannula (NC) with (1) continuous flow, (2) an oxygen-conserving device, and (3) a portable oxygen concentrator (POC).

RESULTS

PaO(2) kPa (mm Hg) while in the HC and during the HAST with supplemental oxygen at 2 L/min (pulse setting 2) on devices 1 to 3 was (1) 8.6 ± 1.0 (65 ± 8) vs 12.5 ± 2.4 (94 ± 18) (P < .001), (2) 8.6 ± 1.6 (64 ± 12) vs 9.7 ± 1.5 (73 ± 11) (P < .001), and (3) 7.7 ± 0.9 (58 ± 7) vs 8.2 ± 1.1 (62 ± 8) (P= .003), respectively.

CONCLUSIONS

The HAST may be used to identify patients needing supplemental oxygen during air travel. However, oxygen titration using an NC during a HAST causes accumulation of oxygen within the facemask and underestimates the oxygen dose required. When comparing the various types of oxygen-delivery equipment in an HC at 2,438 m (8,000 ft), compressed gaseous oxygen with continuous flow or with an oxygen-conserving device resulted in the same PaO(2), whereas a POC showed significantly lower PaO(2) values.

TRIAL REGISTRY

ClinicalTrials.gov; No.: Identifier: NCT01019538; URL: clinicaltrials.gov.

Predicting the need for supplemental oxygen during airline flight in patients with chronic pulmonary disease: a comparison of predictive equations and altitude simulation

BACKGROUND

Patients with chronic pulmonary diseases are at increased risk of hypoxemia when travelling by air. Screening guidelines, predictive equations based on ground level measurements and altitude simulation laboratory procedures have been recommended for determining risk but have not been rigorously evaluated and compared.

OBJECTIVES

To determine the adequacy of screening recommendations that identify patients at risk of hypoxemia at altitude, to evaluate the specificity and sensitivity of published predictive equations, and to analyze other possible predictors of the need for in-flight oxygen.

METHODS

The charts of 27 consecutive eligible patients referred for hypoxia altitude simulation testing before flight were reviewed. Patients breathed a fraction of inspired oxygen of 0.15 for 20 min. This patient population was compared with the screening recommendations made by six official bodies and compared the partial pressure of arterial oxygen (PaO(2)) obtained during altitude simulation with the PaO(2) predicted by 16 published predictive equations.

RESULTS

Of the 27 subjects, 25% to 33% who were predicted to maintain adequate oxygenation in flight by the British Thoracic Society, Aerospace Medical Association or American Thoracic Society guidelines became hypoxemic during altitude simulation. The 16 predictive equations were markedly inaccurate in predicting the PaO(2) measured during altitude simulation; only one had a positive predictive value of greater than 30%. Regression analysis identified PaO(2) at ground level (r=0.50; P=0.009), diffusion capacity (r=0.56; P=0.05) and per cent forced expiratory volume in 1 s (r=0.57; P=0.009) as having predictive value for hypoxia at altitude.

CONCLUSIONS

Current screening recommendations for determining which patients require formal assessment of oxygen during flight are inadequate. Predictive equations based on sea level variables provide poor estimates of PaO(2) measured during altitude simulation.

Oxygen titration strategies in chronic neonatal lung disease

The history of oxygen therapy in neonatology has been littered with error. Controversies remain in a number of areas of oxygen therapy, including targets and strategies in supplemental oxygen therapy in Chronic Neonatal Lung Disease (CNLD). This article reviews some of these controversies, and makes some recommendations based on the available evidence. In graduates of neonatal units who are left with CNLD, oxygen saturation should be kept above 93-95%, with levels below 90% being avoided as far as possible. Titration of oxygen should be done using oximetry recordings which include periods of different activities. Weaning of oxygen supplementation should only be done based on satisfactory recordings during a trial of a lower flow. There is insufficient evidence to say whether weaning for increasing hours a day or stepwise weaning to a continuous lower flow is a better method.

Decreased steady-state cerebral blood flow velocity and altered dynamic cerebral autoregulation during 5-h sustained 15% O2 hypoxia

Effects of hypoxia on cerebral circulation are important for occupational, high-altitude, and aviation medicine. Increased risk of fainting might be attributable to altered cerebral circulation by hypoxia. Dynamic cerebral autoregulation is reportedly impaired immediately by mild hypoxia. However, continuous exposure to hypoxia causes hyperventilation, resulting in hypocapnia. This hypocapnia is hypothesized to restore impaired dynamic cerebral autoregulation with reduced steady-state cerebral blood flow (CBF). However, no studies have examined hourly changes in alterations of dynamic cerebral autoregulation and steady-state CBF during sustained hypoxia. We therefore examined cerebral circulation during 5-h exposure to 15% O2 hypoxia and 21% O2 in 13 healthy volunteers in a sitting position. Waveforms of blood pressure and CBF velocity in the middle cerebral artery were measured using finger plethysmography and transcranial Doppler ultrasonography. Dynamic cerebral autoregulation was assessed by spectral and transfer function analysis. As expected, steady-state CBF velocity decreased significantly from 2 to 5 h of hypoxia, accompanying 2- to 3-Torr decreases in end-tidal CO2 (ETCO2). Furthermore, transfer function gain and coherence in the very-low-frequency range increased significantly at the beginning of hypoxia, indicating impaired dynamic cerebral autoregulation. However, contrary to the proposed hypothesis, indexes of dynamic cerebral autoregulation showed no significant restoration despite ETCO2 reductions, resulting in persistent higher values of very-low-frequency power of CBF velocity variability during hypoxia (214 ± 40% at 5 h of hypoxia vs. control) without significant increases in blood pressure variability. These results suggest that sustained mild hypoxia reduces steady-state CBF and continuously impairs dynamic cerebral autoregulation, implying an increased risk of shortage of oxygen supply to the brain.

Airline policies for passengers with obstructive sleep apnoea who require in-flight continuous positive airways pressure

BACKGROUND AND OBJECTIVE

The aim of this study was to investigate the current policies of Australian and New Zealand airlines on the use of in-flight CPAP by passengers with OSA.

METHODS

A survey was conducted of 53 commercial airlines servicing international routes. Information was obtained from airline call centres and websites. The policies, approval schemes and costs associated with in-flight use of CPAP were documented for individual airlines.

RESULTS

Of the 53 airlines contacted, 28 (53%) were able to support passengers requiring in-flight CPAP. All these airlines required passengers to bring their own machines, and allowed the use of battery-operated machines. Six airlines (21%) allowed passengers to plug their machines into the aircraft power supply. The majority of airlines (19, 68%) did not charge passengers for the use of CPAP, while 9 (32%) were unsure of their charging policies. Many airlines only permitted certain models of CPAP machine or battery types.

CONCLUSIONS

Many airlines are unaware of CPAP. Those who are, have relatively consistent policies concerning the use of in-flight CPAP.

Do lung disease patients need supplemental oxygen at high altitude?

As medical care and the quality of life for patients with lung disease improve, many of these individuals may engage in various forms of travel, including, possibly, travel to high altitude. Because the hypobaric hypoxia at high altitude may cause severe hypoxemia or impaired exercise tolerance in these patients, clinicians may be asked to assess whether they should use supplemental oxygen during their planned sojourn. This review considers this question in greater detail. After considering how the issue is approached in commercial airplane flight, we consider changes in oxygenation in lung disease patients in ambient hypoxia, the complications associated with such changes, tools for predicting the degree of hypoxemia at high altitude and important logistical issues associated with traveling with supplemental oxygen. The review concludes by providing tentative recommendations for assessing which patients should travel with supplemental oxygen. Patients already on supplemental oxygen at baseline should increase their flow rates at high altitude; patients with sufficiently severe disease who are not on such therapy should undergo pretravel assessment to determine the likely degree of hypoxemia at high altitude, with hypoxia altitude simulation testing being the preferred modality for this assessment. Those patients who develop symptomatic hypoxemia during such testing should travel with supplemental oxygen; those who remain asymptomatic or maintain adequate oxygenation may travel without oxygen, but they should have plans to monitor symptoms and oxygen saturation following arrival and arrange for oxygen therapy if necessary.

Travel-related thromboembolism: mechanisms and avoidance

Evidence regarding the existence of travel-related venous thrombosis and pulmonary embolism is building. Research suggests that travel of all kinds increases the risk by two- to four-fold. Risks are not restricted to air travel alone. For travelers without any known risk factors, the risk of experiencing venous thromboembolism is likely to be very low. However, risks increase significantly in the presence of known risk factors, such as age over 60 years, thrombophilic disorders, varicose veins, history of thromboembolism, obesity, women taking oral contraceptives and travel duration over 12 h. A combination of one or more of these risk factors raises the probability of developing travel-related thromboembolism. Possible contributing factors, such as cramped sitting (with suppressed leg venous flow), moderate hypoxia, low humidity in the aircraft and dehydration, are discussed. Depending on the risk profile of individuals, the use of graduated compression stockings and/or pharmacological interventions (low-molecular-weight heparins are preferred) may be recommended.

Can patients with pulmonary hypertension travel to high altitude?

With the increasing popularity of adventure travel and mountain activities, it is likely that many high altitude travelers will have underlying medical problems and approach clinicians for advice about ensuring a safe sojourn. Patients with underlying pulmonary hypertension are one group who warrants significant concern during high altitude travel, because ambient hypoxia at high altitude will trigger hypoxic pulmonary vasoconstriction and cause further increases in pulmonary artery (PA) pressure, which may worsen hemodynamics and also predispose to acute altitude illness. After addressing basic information about pulmonary hypertension and pulmonary vascular responses to acute hypoxia, this review discusses the evidence supporting an increased risk for high altitude pulmonary edema in these patients, concerns regarding worsening oxygenation and right-heart function, the degree of underlying pulmonary hypertension necessary to increase risk, and the altitude at which such problems may occur. These patients may be able to travel to high altitude, but they require careful pre-trip assessment, including echocardiography and, when feasible, high altitude simulation testing with echocardiography to assess changes in PA pressure and oxygenation under hypoxic conditions. Those with mean PA pressure > or =35 mm Hg or systolic PA pressure > or =50 mm Hg at baseline should avoid travel to >2000 m; but if such travel is necessary or strongly desired, they should use supplemental oxygen during the sojourn. Patients with milder degrees of pulmonary hypertension may travel to altitudes <3000 m, but should consider prophylactic measures, including pulmonary vasodilators or supplemental oxygen.

Medical issues associated with commercial flights

Almost 2 billion people travel aboard commercial airlines every year. Health-care providers and travellers need to be aware of the potential health risks associated with air travel. Environmental and physiological changes that occur during routine commercial flights lead to mild hypoxia and gas expansion, which can exacerbate chronic medical conditions or incite acute in-flight medical events. The association between venous thromboembolism and long-haul flights, cosmic-radiation exposure, jet lag, and cabin-air quality are growing health-care issues associated with air travel. In-flight medical events are increasingly frequent because a growing number of individuals with pre-existing medical conditions travel by air. Resources including basic and advanced medical kits, automated external defibrillators, and telemedical ground support are available onboard to assist flight crew and volunteering physicians in the management of in-flight medical emergencies.

Predicting the response to air travel in passengers with non-obstructive lung disease: are the current guidelines appropriate?

BACKGROUND AND OBJECTIVE

Air travel guidelines recommend using baseline arterial oxygen levels and the hypoxic challenge test (HCT) to predict in-flight hypoxaemia and the requirement for in-flight oxygen in patients with lung disease. The purpose of the present study was to (i) quantify the hypoxaemic response to air travel and (ii) identify baseline correlate(s) to predict this response in passengers with non-obstructed lung disease.

METHODS

Fourteen passengers (seven women) with chronic non-obstructed lung disease volunteered for this study. The study involved three phases: (i) respiratory function testing; (ii) in-flight measures (SpO(2), cabin pressure and dyspnoea); and (iii) a HCT. The in-flight hypoxaemic response was compared with the baseline arterial oxygen level, respiratory function and the HCT.

RESULTS

All subjects flew without oxygen and no adverse events were recorded in-flight. Mean cabin pressure was 593 +/- 16 mm Hg. Pre-flight SpO(2) was 95 +/- 3% and significantly decreased to 85 +/- 9% in-flight, with further significant falls in subjects who walked during the flight (nadir SpO(2) 78 +/- 11%). The pre-flight SpO(2) showed the strongest correlation with in-flight SpO(2) (r = 0.91, P < 0.001). The HCT SpO(2) was moderately correlated to the in-flight SpO(2) (r = 0.58, P < 0.05). Spirometry, D(L,CO) and TLC measurements did not correlate with in-flight SpO(2).

CONCLUSION

Significant in-flight desaturation can be expected in passengers with non-obstructive lung disease. Respiratory function did not predict in-flight desaturation. We found a good relationship between pre-flight SpO(2) and in-flight SpO(2) which supports the role of pre-flight oximetry for predicting in-flight hypoxaemia in passengers with non-obstructed lung disease.

Pneumothorax after air travel in lymphangioleiomyomatosis, idiopathic pulmonary fibrosis, and sarcoidosis

BACKGROUND

The prevalence of pneumothorax associated with travel in patients with interstitial lung diseases is unknown. In patients with lymphangioleiomyomatosis (LAM), in whom pneumothorax is common, patients are often concerned about the occurrence of a life-threatening event during air travel. The aim of this study was to determine the prevalence of pneumothorax associated with air travel in patients with LAM, idiopathic pulmonary fibrosis (IPF), and sarcoidosis.

METHODS

Records and imaging studies of 449 patients traveling to the National Institutes of Health were reviewed.

RESULTS

A total of 449 patients traveled 1,232 times; 299 by airplane (816 trips) and 150 by land (416 trips). Sixteen of 281 LAM patients arrived at their destination with a pneumothorax. In 5 patients, the diagnosis was made by chest roentgenogram, and in 11 patients by CT scans only. Of the 16 patients, 14 traveled by airplane and 2 by land. Seven of the 16 patients, 1 of whom traveled by train, had a new pneumothorax; 9 patients had chronic pneumothoraces. A new pneumothorax was more likely in patients with large cysts and more severe disease. The frequency of a new pneumothorax for LAM patients who traveled by airplane was 2.9% (1.1 per 100 flights) and by ground transportation, 1.3% (0.5 per 100 trips). No IPF (n = 76) or sarcoidosis (n = 92) patients presented with a pneumothorax.

CONCLUSIONS

In interstitial lung diseases with a high prevalence of spontaneous pneumothorax, there is a relatively low risk of pneumothorax following air travel. In LAM, the presence of a pneumothorax associated with air travel may be related to the high incidence of pneumothorax and not to travel itself.

[Guidelines for the diagnosis and treatment of spontaneous pneumothorax]

This is the fourth update of the guidelines for the diagnosis and treatment of pneumothorax published by the Spanish Society of Pulmonology and Thoracic Surgery (SEPAR). Spontaneous pneumothorax, or the presence of air in the pleural space not caused by injury or medical intervention, is a significant clinical problem. We propose a method for classifying cases into 3 categories: partial, complete, and complete with total lung collapse. This classification, together with a clinical assessment, would provide sufficient information to enable physicians to decide on an approach to treatment. This update introduces simple aspiration in an outpatient setting as a treatment option that has yielded results comparable to conventional drainage in the management of uncomplicated primary spontaneous pneumothorax; this technique is not, as yet, widely used in Spain. For the definitive treatment of primary spontaneous pneumothorax, the technique most often used by thoracic surgeons is video-assisted thoracoscopic bullectomy and pleural abrasion. Hospitalization and conventional tube drainage is recommended for the treatment of secondary spontaneous pneumothorax. This update also has a new section on catamenial pneumothorax, a condition that is probably underdiagnosed. The definitive treatment for a recurring or persistent air leak is usually surgery or the application of talc through the drainage tube when surgery is contraindicated. Our aim in proposing algorithms for the management of pneumothorax in these guidelines was to provide a useful tool for clinicians involved in the diagnosis and treatment of this disease.

Using laboratory measurements to predict in-flight desaturation in respiratory patients: are current guidelines appropriate?

In an attempt to guide physicians asked by respiratory patients for advice on flight fitness, the British Thoracic Society (BTS) have published guidelines on fitness to fly. The main potential hazard is hypobaric hypoxia, and efforts have focused on the prediction of hypoxia in individuals. The present study examines 10 years' experience of hypoxic challenge (HC) of respiratory patients to evaluate if the guidelines recommended by the BTS are appropriate. One hundred and eighteen patients (67 female, mean age 65.6+/-11.4 (SD) years) were referred for assessment. Patients underwent HC using a 40% Venturi mask supplied with 100% N(2) which lowered the F(i)O(2) to 15.1%. A further 13 patients on long-term oxygen therapy also underwent HC whilst receiving supplemental oxygen. In agreement with the BTS guidelines, all patients with a sea level SpO(2) of over 95% maintained their SpO(2) > or = 90% during HC. One third of patients with sea level SpO(2) of 92-95%, but no other risk factor (as defined by the guidelines) also desaturated below 90% during HC. Thirty-two patients were assessed as fit to fly with supplemental oxygen. Our results support the BTS guidelines for patients with a sea level SpO(2) > 95% but suggest that some revision is required for patients with a sea level SpO(2) of 92-95%. It was not possible to predict from either initial SpO(2) or spirometry which individuals were at risk of desaturation below 90% during hypoxic challenge.

Hypoxia altitude simulation test

A large number of patients with underlying pulmonary disease travel by air each year and are therefore at risk for significant cardiopulmonary effects of induced hypoxia at higher altitudes. The hypoxia altitude simulation test provides a simple way to identify those patients at risk by simulating conditions encountered at high altitude. By asking the patient to breathe a mixture of gases with an oxygen saturation of 15.1%, the test simulates a cabin pressure of 8,000 feet and allows the physician to screen for hypoxia, significant symptoms, and arrhythmias. Repeating the test with supplemental oxygen ensure adequate treatment of those patients who have a decrease in the alveolar pressure of oxygen, significant symptoms, and/or arrhythmias.

Definition of Cutoff Values for the Hypoxia Test Used for Preflight Testing in Young Children With Neonatal Chronic Lung Disease

BACKGROUND

The hypoxia test can be performed to identify potential hypoxia that might occur in an at-risk individual during air travel. In 2004, the British Thoracic Society increased the hypoxia test cutoff guideline from 85 to 90% in young children. The aim of this study was to investigate how well the cutoff values of 85% and 90% discriminated between healthy children and those with neonatal chronic lung disease (nCLD).

METHODS

We performed a prospective, interventional study in young children with nCLD who no longer required supplemental oxygen and healthy control subjects. A hypoxia test (involving the administration of 14% oxygen for 20 min) was performed in all children, and the nadir in pulse oximetric saturation (Spo(2)) recorded.

RESULTS

Hypoxia test results were obtained in 34 healthy children and 35 children with a history of nCLD. Baseline Spo(2) in room air was unable to predict which children would "fail" the hypoxia test. In those children < 2 years of age, applying a cutoff value of 90% resulted in 12 of 24 healthy children and 14 of 23 nCLD children failing the hypoxia test (p = 0.56), whereas a cutoff value of 85% was more discriminating, with only 1 of 24 healthy children and 6 of 23 nCLD children failing the hypoxia test (p = 0.048).

CONCLUSION

In the present study, using a hypoxia test limit of 90% did not discriminate between healthy children and those with nCLD. A cutoff value of 85% may be more appropriate in this patient group. The clinical relevance of fitness to fly testing in young children remains to be determined.

Air travel hypoxemia vs. the hypoxia inhalation test in passengers with COPD

BACKGROUND

Limited data are available comparing air travel with the hypoxia inhalation test (HIT) in passengers with COPD. The aim of this study was to assess the predictive capability of the HIT to in-flight hypoxemia in passengers with COPD.

METHODS

Thirteen passengers (seven female passengers) with COPD (mean [+/- SD], FEV(1)/FVC ratio, 44 +/- 17%) volunteered for this study. Respiratory function tests were performed preflight. Pulse oximetry, cabin pressure, and dyspnea were recorded in flight. The HIT and a 6-min walk test were performed postflight. The in-flight oxygenation response was compared to the HIT results and respiratory function parameters.

RESULTS

All subjects flew without the use of oxygen, and no adverse events were recorded in-flight (mean cabin altitude, 2,165 m; altitude range, 1,892 to 2,365 m). Air travel caused significant desaturation (mean preflight oxygen saturation, 95 +/- 1%; mean in-flight oxygen saturation, 86 +/- 4%), which was worsened by activity (nadir pulse oximetric saturation [Spo(2)], 78 +/- 6%). The HIT caused mean desaturation that was comparable to that of air travel (84 +/- 4%). The mean in-flight partial pressure of inspired oxygen (Pio(2)) was higher than the HIT Pio(2) (113 +/- 3 mm Hg vs 107 +/- 1 mm Hg, respectively; p < 0.001). The HIT Spo(2) showed the strongest correlation with in-flight Spo(2) (r = 0.84; p < 0.001).

CONCLUSION

Significant in-flight desaturation can be expected in passengers with COPD. The HIT results compared favorably with the air travel data, with differences explainable by Pio(2) and physical activity. The HIT is the best widely available laboratory test to predict in-flight hypoxemia.