Several studies have been performed to recognize the main features in homicide and suicide sharp wound-related death, revealing that a single cutting wound to the neck is an infrequent event in suicide cases, and several hesitation marks near the fatal injury are usually present. We report a case of an atypical self-inflicted cutthroat injury without tentative marks involving a 79-year-old female. The weapon used, a kitchen knife, was found at the crime scene. The wound had clean margins, and no other incisions were found. Scene circumstances, namely the absence of signs of a break-in, the victim found on the bed, the knife located near the body, the vital wound in an accessible site, and the absence of defense injuries, collectively support a likely suicide. A literature review was also performed to compare forensic data of the case presented with the other 6 cases reported regarding atypical suicide characterized by a single incising cut to the throat without hesitation marks. Given the few cases reported and the lack of gross descriptions and histopathological data available in the literature, additional knowledge of such a case may help forensic pathologists in the identification of suicidal events when a single neck injury is observed. In this frame, suicide by a unique single incising cut to the throat without hesitation marks near the lethal injury may be observed as an atypical presentation, and the crime scene investigation, together with additional background information of the deceased, aid in the identification of the manner of the death.

OBJECTIVE: With the increasing level of automation in automobiles, the advent of autonomous vehicles has reduced the tendency of drivers and passengers to focus on the task of driving. The increasing automation in automobiles reduced the drivers\' and passengers\' focus on driving, which allowed occupants to choose a more relaxed and comfortable sitting position. Meanwhile, the occupant\'s sitting position went from a frontal, upright position to a more relaxed and reclined one, which resulted in the existing restraint systems cannot to keep occupants safe and secure. This study aimed to determine the effects of different reclining states on occupants\' lumbar and neck injuries.
METHODS: This is an original research on the field of automotive safety engineering. Occupants in different initial sitting positions (25°, 35°, 45°, and 55°) were adapted to changes in seat back angle and restraint systems and placed in the same frontal impact environment. Neck injury indexes, lumbar axial compression force and acceleration, as well as occupant dynamic response during the impact, were compared in different sitting positions. The injury response and kinematic characteristics of occupants in different reclining positions were analyzed by the control variable method.
RESULTS: As the sitting angle increased, the occupant\'s head acceleration decreased, and the forward-lean angle decreased. Occupants in the standard sitting position had the greatest neck injury, with an Nij of 0.95, and were susceptible to abbreviated injury scale 2+ cervical medullary injuries. As the seatback angle increased, the geometric position of the lumbar spine tended to be horizontal, and the impact load transmitted greater forces to the lumbar spine. The occupant\'s lumbar injury was greatest in the lying position, with a peak axial compression force on the lumbar region of 5.5 KN, which was 2.3 KN greater than in the standard sitting position.
CONCLUSIONS: The study of occupant lumbar and neck injuries based on different recline states can provide a theoretical basis for optimizing lumbar evaluation indexes, which is conducive to the understanding of the lumbar injury mechanism and the comprehensive consideration of occupant safety protection.

Injuries in the neck region are rarely observed in forensic practice, especially of accidental origin. Primarily, such cases are associated with homicide or suicide. The neck region comprises different and vital anatomical structures, and even minor trauma could be lethal. In the absence of witnesses to the accident, each finding is of utmost importance, from the death/crime scene investigation - bloodstain patterns and trace evidence - to careful examination of the deceased body. The forensic pathologist has the challenging task of analyzing all the findings to make a statement concerning the cause and manner of death and, if there is something suspicious about the current case, to inform the relevant authorities.

Neck pain (NP) is a common musculoskeletal disorder among fighter pilots and has become a rising concern due to its detrimental impact on military combat effectiveness. The occurrence of NP is influenced by a variety of factors, but less attention has been paid to the association of NP with demographic, occupational, and cervical sagittal characteristics in this group. This study aimed to investigate the prevalence and risk factors of NP in Chinese male fighter pilots using a questionnaire and cervical sagittal measurements.
Demographic and flight-related data, as well as musculoskeletal pain information, were gathered from Chinese male fighter pilots via a self-report questionnaire. Cervical sagittal parameters were measured and subtypes were classified using standardized lateral cervical radiographs. Differences in various factors between the case and control groups were analyzed using t-tests or chi-square tests. Binary logistic regressions were conducted to explore potential risk factors contributing to NP. Predictors were presented as crude odds ratios (CORs) and adjusted odds ratios (AORs), along with their respective 95% confidence intervals (CIs).
A total of 185 male fighter pilots were included in this cross-sectional study. Among them, 96 (51.9%) reported experiencing NP within the previous 12 months. The multivariate regression analysis revealed that continuous flight training (AOR: 4.695, 95% CI: 2.226-9.901, p < 0.001), shoulder pain (AOR: 11.891, 95% CI: 4.671-30.268, p < 0.001), and low back pain (AOR: 3.452, 95% CI: 1.600-7.446, p = 0.002) were significantly associated with NP.
The high 12-month prevalence of NP among Chinese male fighter pilots confirms the existence of this growing problem. Continuous flight training, shoulder pain, and low back pain have significant negative effects on pilots\' neck health. Effective strategies are necessary to establish appropriate training schedules to reduce NP, and a more holistic perspective on musculoskeletal protection is needed. Given that spinal integrated balance and compensatory mechanisms may maintain individuals in a subclinical state, predicting the incidence of NP in fighter pilots based solely on sagittal characteristics in the cervical region may be inadequate.

Cyclists are vulnerable road users and often suffer head-neck injuries in car-cyclist accidents. Wearing a helmet is currently the most prevalent protection method against such injuries. Today, there is an ongoing debate about the ability of helmets to protect the cyclists\' head-neck from injury. In the current study, we numerically reconstructed five real-world car-cyclist impact accidents, incorporating previously developed finite element models of four cyclist helmets to evaluate their protective performances. We made comparative head-neck injury predictions for unhelmeted and helmeted cyclists. The results show that helmets could clearly lower the risk of severe (AIS 4+) brain injury and skull fracture, as assessed by the predicted head injury criterion (HIC), while a relatively limited decrease in AIS 4+ brain injury risk can be achieved in terms of the analysis of CSDM0.25. Assessment using the maximum principal strain (MPS0.98) and head impact power (HIP) criteria suggests that helmets could lower the risk of diffuse axonal injury and subdural hematoma of the cyclist. The helmet efficacy in neck protection depends on the impact scenario. Therefore, wearing a helmet does not seem to cause a significant neck injury risk level increase to the cyclist. Our work presents important insights into the helmet\'s efficacy in protecting the head-neck of cyclists and motivates further optimization of protective equipment.

UNASSIGNED: Penetrating neck injuries (PNIs) are common and are associated with arterial injuries in 10-25 % of the cases, with carotid artery twice as frequent as to vertebral arteries. Carotid artery injury constitutes about 22 % of all cervical vascular injuries.
METHODS: We present a case of a 44-year-old male who sustained penetrating neck injury in a motor traffic crash. He presented with monoplegia of his right upper limb and an open wound on the left side of his neck which was not actively bleeding hence surgical debridement was done and sutured. CT angiography and CT-scan brain concluded of left common carotid thrombosis secondary to penetrating neck trauma with ischemic brain injury. Patient was successfully managed conservatively.
UNASSIGNED: The general mortality rate in PNI with associated cervical vascular injury is approximately 66 %. Artery dissection occurs when the intima tears causing intramural hematoma leading to narrowing or occlusion. CT angiography is the best and fastest modality to assess these injuries and management depends on the clinical bases of the patient.
CONCLUSIONS: Neck is vulnerable to external trauma because it is not protected by the skeleton. The neck contains vital structures such as the trachea, esophagus, blood vessels and nervous system organs. Vascular injuries can be life-threatening owing to its prompt clinical assessment and investigation.

This paper studies the active force characteristics of the neck muscles under the condition of rapid braking, which can provide theoretical support for reducing the neck injury of pilots when carrier-based aircraft blocks the landing. We carried out static loading and real vehicle braking experiments under rapid braking conditions, collected the active contraction force and electromyography (EMG) signals of neck muscles, and analyzed the response characteristics of neck muscle active force response. The results showed that the head and neck forward tilt time was delayed and the amplitude decreased during neck muscle pre-tightening. The duration of the neck in the extreme position decreased, and the recovery towards the seat direction was faster. The EMG signals of trapezius muscle was higher than sternocleidomastoid muscle. This suggests that pilots can reduce neck injury by pre-tightening the neck muscles during actual braking flight. In addition, we can consider the design of relevant fittings for pre-tightening the neck muscles.
本文研究了快速制动条件下颈部肌肉的主动力特性，可为减少舰载机拦阻着舰时飞行员颈部损伤提供理论支撑。通过开展模拟快速制动条件下的静态加载和实车制动实验，采集受试者头颈部运动状态和颈部肌肉肌电信号，分析颈部肌肉主动力响应特点。结果发现颈部肌肉预紧时头颈部前屈时间推迟、幅度减小；颈部在极限位置持续时间减少，向座椅方向恢复更快；斜方肌比胸锁乳突肌肌电信号更高，可能发挥了更大作用。上述结果提示飞行员在实际制动飞行中可通过预紧颈部肌肉以降低颈部损伤，可以考虑设计颈部肌肉预紧相关装具。.

BACKGROUND: Neck injury is a common and often debilitating injury among athletes participating in American football. Limited data exists regarding neck injuries among elite athletes in the National Football League (NFL). To characterize the epidemiology of non-season ending, season-ending, and career-ending neck injuries in the NFL from 2016 through 2021.
METHODS: Athletes who sustained neck injuries were identified using the NFL\'s injured reserve (IR) list between the 2016 and 2021 seasons. Demographics and return to sport (RTS) data were collected. Available game footages were reviewed to identify the mechanism of injury (MOI). Injury incidence rates were calculated based on per team play basis.
RESULTS: During the 6-year study period, 464 players (mean age 26.8 ± 3.2 years) were placed on the injury reserve list due to neck injuries. There were 285 defensive players and 179 offensive players injured (61.4 vs 38.6%, respectively, p < 0.001). Defensive back was the most common position to sustain a neck injury (111 players, 23.9%). 407 players (87.7%) sustained non-season-ending injuries with a mean RTS at 9.2 ± 11.3 days. 36 players (7.8%) sustained season-ending injuries with a mean RTS at 378.6 ± 162.0 days. 21 players (4.5%) sustained career-ending injuries. The overall incidence of neck injuries was 23.5 per 10,000 team plays. The incidence of season-ending injuries and career-ending injuries were 1.82 and 1.06 per 10,000 team plays, respectively. There were 38 injuries with available footages for MOI assessment (23 non-season-ending, 9 season-ending, 6 career-ending). Head-to-head contact was seen in 15 injuries (39.5%), head-down tackling in 11 injuries (28.9%), direct extremity-to-head contact in 7 injuries (18.4%), and head-to-ground contact in 5 injuries (13.2%). There was no significant difference in age, position, or MOI among players sustaining non-season-ending, season-ending, and career-ending injuries.
CONCLUSIONS: There is a high incidence of neck injuries among NFL athletes with predictable MOIs including head-to-head contact, head-down tackling, direct extremity-to-head contact, and head-to-ground contact. Defensive players were more likely to sustain neck injuries compared to offensive players. Defensive back was the most common position to sustain a neck injury.
METHODS: III.

Traumatic hemorrhage of the thyroid gland resulting from blunt injury to the neck is a very rare event. Particular neck positions can expose the thyroid to trauma, especially in motor vehicle collisions, falls, direct blows, or sport activities. Preexisting conditions such as goiters, adenomas, and cysts can increase the risk of bleeding, reducing the force required to rupture the gland and make the thyroid more prone to injury. The authors report the case of a 53-year-old man who was involved in a fire while working on maintenance of a liquid petroleum gas (LPG)-powered car. He subsequently presented to the emergency department with painful swelling of his right anterior neck with a palpable mass. CT scan showed a right thyroid hemorrhagic cyst. The worker reported that he had jumped into the car trunk to extinguish the fire and covered the gas tank nozzle with his own body to prevent dispersal of the accelerant. In this case, the medico-legal evaluation was useful to delineate between natural and traumatic causes of the injury. Medico-legal assessment is key in understanding the dynamics involved in work-related events to identify any legal responsibilities of the worker or the employer.

OBJECTIVE: To quantify the head and neck injury metrics of an anthropometric test device (ATD) in a rearward-facing child restraint system (CRS), with and without a support leg, in frontal-oblique impacts.
METHODS: Sled tests using the Federal Motor Vehicle Safety Standards (FMVSS) 213 frontal crash pulse (48 km/h, 23 g) were performed with a simulated Consumer Reports test buck, which comprised a test bench that mimics the rear outboard vehicle seat of a sport utility vehicle (SUV). The test bench was rigidised to increase durability for repeated testing and the seat springs and cushion were replaced every five tests. A force plate was mounted to the floor of the test buck directly in front of the test bench to measure support leg peak reaction force. The test buck was rotated 30° and 60° relative to the longitudinal axis of the sled deck to represent frontal-oblique impacts. The door surrogate from the FMVSS 213a side impact test was rigidly attached to the sled deck adjacent to the test bench. The 18-month-old Q-Series (Q1.5) ATD was seated in a rearward-facing infant CRS, which was attached to the test bench with either rigid lower anchors or a three-point seatbelt. The rearward-facing infant CRS was tested with and without a support leg. Conductive foil was attached to the upper edge of the door panel and a strip of conductive foil was attached to the top of the ATD head so that a voltage signal quantified contact with the door panel. A new CRS was used for each test. A repeat test was performed for each condition for a total of 16 tests.
METHODS: Resultant linear head acceleration 3 ms clip; head injury criterion 15 ms (HIC15); peak neck tensile force; peak neck flexion moment; potential difference between the ATD head and the door panel; support leg peak reaction force.
RESULTS: The presence of a support leg significantly reduced head injury metrics (p < 0.001) and peak neck tensile force (p = 0.004) compared to tests without a support leg. Rigid lower anchors were associated with significant reductions in head injury metrics and peak neck flexion moment (p < 0.001) compared to tests that attached the CRS with the seatbelt. The 60° frontal-oblique tests had significantly elevated head injury metrics (p < 0.01) compared to the 30° frontal-oblique tests. No ATD head contact with the door was observed for 30° frontal-oblique tests. The ATD head contacted the door panel in the 60° frontal-oblique tests when the CRS was tested without the support leg. Average support leg peak reaction forces ranged from 2167 to 4160 N. The 30° frontal-oblique sled tests had significantly higher support leg peak reaction forces (p < 0.001) compared to the 60° frontal-oblique sled tests.
CONCLUSIONS: The findings of the current study add to the growing body of evidence regarding the protective benefits of CRS models with a support leg and rigid lower anchors.