Dowlingpalmer6236

The addition of open subpectoral biceps tenodesis to arthroscopic shoulder surgery with interscalene block has been anecdotally observed to result in increased postoperative pain. This study aims to evaluate the impact of tenodesis on early postoperative pain and recovery.

A retrospective review of patients undergoing arthroscopic shoulder surgery with general anesthesia and interscalene block was conducted.

Patients undergoing tenodesis experienced longer OR time, pain numeric rating scale (NRS), and consumed more morphine milligram equivalents (MME) in PACU. After controlling for confounding factors, tenodesis was significantly associated with increased opioid MME consumption in the PACU (β=1.045, p=.028) and last PACU pain NRS (β=0.541, p=.009).

Overall, pain scores and narcotic consumption were low after surgery, making these differences potentially clinically insignificant. Further study is required to evaluate whether these trends are consistent among this population.

Overall, pain scores and narcotic consumption were low after surgery, making these differences potentially clinically insignificant. Further study is required to evaluate whether these trends are consistent among this population.

Our study aims to determine the planned accuracy of the tibial component placement in robotic arm assisted unicompartmental knee arthroplasty (UKA) versus the conventional jig based UKA of the initial cases done in India for the first time with this particular robotic system.Materials & Methods Study group 1 consisted of patients who underwent robotic arm (MAKO, Stryker, USA) assisted UKA. Group 2 consists of patients who underwent a standard conventional jig based (Oxford knee, Biomet, UK). Post-operative radiographs were taken to determine the Tibial Implant position and orientation which were compared to their preoperative plan respectively by two independent observers. The mean error value was obtained for both study groups respectively and compared to determine the accuracy of the post-operative tibial implant placement.

In the Robotic arm assisted UKA, the deviation of post-operative varus angle from preoperative planned angle was about 0.43° and post-operative Tibial slope alignment differed from preoperative plan was 0.41°. In the Conventional UKA group post-operative varus angle differed from preoperative planned angle by about 2.12° and post-operative Tibial slope alignment deviation from preoperative plan was 2.47°.

Robotic arm assisted system was more accurate compared to the conventional jig-based technique in achieving the planned orientation and alignment of the tibial implant in the initial learning phase of this particular Robotic System used for the first time in India.

partial knee replacement, robotic assisted surgery.

partial knee replacement, robotic assisted surgery.Rotator cuff tear and periarthritic shoulder is a concomitant condition. In this study, both were managed with single stage arthroscopic Capsular release and rotator cuff repair and its functional outcome was evaluated till one year postoperatively. 58 patients diagnosed clinically, radiologically by MRI and arthroscopically were included. Mean constant shoulder score preoperatively was 32.6 and at one year postoperatively 78.5. Mean SPADI preoperatively was 72.1% which decreased to 20.7% at one year postoperatively. These improvements were statistically significant (p less then 0.001). Thus this single stage procedure is effective for patients having rotator cuff tear in periarthritic shoulder.

Investigate the effect of distal nail diameter on proximal femoral shortening (PFS) after cephalomedullary nailing of hip fractures.

A retrospective cohort study of 80 patients aged 50 years and older with pertrochanteric hip fractures treated with a 10 or 11mm short cephalomedullary nail (CMN) was performed. We measured abductor lever arm shortening, femoral height shortening, and PFS.

There was no difference in abductor lever arm shortening (p=0.09), femoral height shortening (p=0.86), and PFS (p=0.34) between the 10 and 11mm groups.

Our results suggest that distal nail diameter does not affect PFS.

III.

Galicaftor datasheet aims to assess long-term outcomes of Total Hip Arthroplasty (THA) through Direct Anterior Approach (DAA) in a developing country using traditional and novel Patient-Reported Outcomes. There were 522 patients (mean age, 56.5 years; 66.3% female) after mean follow-up 7.35 years. There were 13 revisions. Overall 5-year implant survival rate was 97.5%. Patient Joint Perception scores of 65.5% perceived a completely natural joint. Mean Hip Disability and Osteoarthritis Score was 89.1. Median Forgotten Joint Score-12 was 90 and modified Harris Hip Score was 88. Primary DAA THA in sub-Saharan Africa allows good clinical outcomes at minimum 5 years follow-up.This paper discusses the COVID-19 pandemic as an opportunity to reconsider the foundations of the global aviation system. There is much evidence that air transport creates opportunities as well as risks. While the former accrue to businesses and individuals, risks are imposed on society. Pandemics, in which aviation has a role as a vector of pathogen distribution, as well as the sector's contribution to climate change are examples of long-standing negative externalities that continue to be ignored in assessments of aviation's economic performance and societal importance. As commercial aviation has shown limited economic resilience throughout its history, this short paper questions whether a return to business-as-usual, supported by very significant State aid payments, is desirable. #link# The volume growth model championed by industry and aviation proponents may have to be replaced with an alternative model of a slimmed air transport system that is economically less vulnerable and accounting for its environmental impacts.Commercial and private deployment of airborne drones is revolutionising many ecosystems. To identify critical issues and research gaps, our systematic literature review findings suggest that historic issues such as privacy, acceptance and security are increasingly replaced by operational considerations including interaction with and impacts on other airspace users. Recent incidents show that unrestricted drone use can inflict problems on other airspace users like airports and emergency services. Our review of current regulatory approaches shows a need for further policy and management response to both manage rapid and efficient drone usage growth, and facilitate innovation (e.g. intraurban package delivery), with one promising strategic response being low altitude airspace management (LAAM) systems for all drone use cases.The current outbreak of COVID-19 is an unprecedented event in air transportation. This is probably the first time that global aviation contributed to the planet-wide spread of a pandemic, with casualties in over two hundred countries. As of August 23rd, 2020, the number of infected cases has topped 23 million, reportedly relating to more than 800,000 deaths worldwide. However, there is also a second side of the pandemic it has led to an unmatched singularity in the global air transportation system. In what could be considered a highly uncoordinated, almost chaotic manner, countries have closed their borders, and people are reluctant/unable to travel due to country-specific lock-down measures. link2 Accordingly, aviation is one of the industries that has been suffering most due to the consequences of the pandemic outbreak, despite probably being one of its largest initial drivers. link3 In this study, we investigate the impact of COVID-19 on global air transportation at different scales, ranging from worldwide airport networks where airports are nodes and links between airports exist when direct flights exist, to international country networks where countries are contracted as nodes, and to domestic airport networks for representative countries/regions. We focus on the spatial-temporal evolutionary dynamics of COVID-19 in air transportation networks. Our study provides a comprehensive empirical analysis on the impact of the COVID-19 pandemic on aviation from a complex system perspective using network science tools.This paper addresses the airplane passengers' seat assignment problem while practicing social distancing among passengers. We proposed a mixed integer programming model to assign passengers to seats on an airplane in a manner that will respect two types of social distancing. One type of social distancing refers to passengers being seated far enough away from each other. The metric for this type of social distancing is how many passengers are seated so close to each other as to increase the risk of infection. The other type of social distancing refers to the distance between seat assignments and the aisle. That distance influences the health risk involved in passengers and crew members walking down the aisle. Corresponding metrics for both health risks are included in the objective function. To conduct simulation experiments, we define different scenarios distinguishing between the relative level of significance of each type of social distancing. The results suggest the seating assignments that best serve the intention of the scenarios. We also reformulate the initial model to determine seat assignments that maximize the number of passengers boarding an airplane while practicing social distancing among passengers. In the last part of this study, we compare the proposed scenarios with the recommended middle-seat blocking policy presently used by some airlines to keep social distancing among passengers. The results show that the proposed scenarios can provide social distancing among seated passengers similar to the middle-seat blocking policy, while reducing the number of passengers seated close to the aisle of an airplane.This paper analyses the price responses of airports to a demand collapse, such as that prompted by Covid-19. In the crisis, airports need to achieve viability, in the short run through sufficient liquidity, and in the long run, by covering costs. From a public policy viewpoint, price increases in a crisis are argued to be undesirable, as they would further jeopardise the viability of airlines and tourism as well as the wider economic transport benefits such as connectivity. The institutional environment of airports differs from airport to airport; some are publicly owned, others are private but regulated, and others face competition. The price response of each (of 6) types of airport is considered, and how policy could respond to keep prices low in the crisis while ensuring longer term viability. Regulated airports could defer price increases until demand had recovered, if regulators insisted they do so. Publicly-owned airports could be directed by governments to keep charges low. Governments might also state that unregulated airports that raised charges could be made subject to price regulation in the future. Competitive airports would be unable to raise charges but this could jeopardise their viability. In this case and others where airports might need financial assistance, assistance could be made conditional on keeping charges low in the crisis.