Military Helicopter Pilots Research Articles

Specific exercise training for reducing neck and shoulder pain among military helicopter pilots and crew members: a randomized controlled trial protocol.

BackgroundFlight-related neck/shoulder pain is frequent among military helicopter pilots and crew members. With a lifetime prevalence of 81 % for pilots and 84 % for crew members, the prevalence of neck pain is considered high compared to the general population. The aim of this study was to investigate whether a specifically tailored exercise intervention would reduce the prevalence and incidence rate of neck/shoulder pain among helicopter pilots and crew members.MethodThis study used a prospective, parallel group, single blinded, randomized controlled design. Participants were military helicopter pilots and crew members recruited from the Royal Danish Air Force. Inclusion criteria were: 1) employed within the Royal Danish Air Force as a helicopter pilot or onboard crew member (technician, systems-operator, tactical helicopter observer and/or navigator), 2) maintaining operational flight status at enrollment, and 3) operational flying within the previous 6 months. Primary outcome was change in neck and shoulder pain assessed by 1) a modified version of the “Standardized Nordic questionnaire for the analysis of musculoskeletal symptoms” and by 2) pressure pain threshold measurements. Secondary outcomes included: postural balance, strength, stability, and rate of force development for neck and shoulder muscles. Measurements at baseline and follow-up were conducted at four air force bases in Denmark. Sixty-nine participants were individually randomized to either a training group (TG) or a reference group (RG). Participants in the TG performed 20-weeks of physical exercise training divided into sessions of 3 × 20 min per week. Training was completed within working hours and consisted of specific exercise training for the neck and shoulder muscles based on the principles of “Intelligent Physical Exercise Training”. The RG received no training.DiscussionIn spite of the high prevalence of flight related neck/shoulder pain among military helicopter pilots and crew members there are currently no evidence based guidelines for the prevention or clinical handling of neck pain among these occupational groups. Results from this study may therefore be beneficial for future establishment of such guidelines.Trial registrationEthical committee of Southern Denmark (S-20120121) 29 August, 2012.Clinical Trail Registration (NCT01926262) 16 August, 2013.

Effect of body-borne equipment on injury of military pilots and aircrew during a simulated helicopter crash

Military helicopter pilots are expected to wear a variety of items of body-borne equipment during flight so as to be prepared for any situation that may arise in combat. Helicopter seats are designed to a specified weight range for an occupant with equipment. This paper investigates how distributing the equipment on the body affects injury potential during a helicopter crash. A finite element model representing a helicopter seat with a fully deformable 50th percentile Hybrid III carrying equipment was developed. The model was subjected to a standard military certification crash test. Various equipment configurations were investigated and analysed to determine its influence on the risk of injury. It was found that placing the equipment low on the torso, i.e. near the thighs, not only reduces the likelihood of injury in the lumbar, spinal region but also provides favourable results in neck and head injury risk when compared to other configurations investigated. In contrast, placing equipment high on the torso, i.e. close to the chin, increases the lumbar load and implicitly, the risk of head injury. A statistical analysis is carried out using the Wilcoxon Signed Rank Test to deliver probability of loads experienced within a certain interval. This study recommends an equipment configuration that improves survivability for an occupant seated on a fixed load energy absorbing seat which is subjected to Military Standard 58095A Test 4.

Task complexity modulates pilot electroencephalographic activity during real flights

Most research connecting task performance and neural activity to date has been conducted in laboratory conditions. Thus, field studies remain scarce, especially in extreme conditions such as during real flights. Here, we investigated the effects of flight procedures of varied complexity on the in-flight EEG activity of military helicopter pilots. Flight procedural complexity modulated the EEG power spectrum: highly demanding procedures (i.e., takeoff and landing) were associated with higher EEG power in the higher frequency bands, whereas less demanding procedures (i.e., flight exercises) were associated with lower EEG power over the same frequency bands. These results suggest that EEG recordings may help to evaluate an operator's cognitive performance in challenging real-life scenarios, and thus could aid in the prevention of catastrophic events.

Target Detection with Helmet-mounted Displays in Low Visibility Helicopter Operations

Poor visibility can pose a serious safety hazard in helicopter flight, leading to a loss of situation awareness, spatial disorientation, and high pilot workload. Therefore, the use of helmet-mounted displays recently became increasingly important for rotary-wing aircraft. To assist pilots in degraded visual environment, new HMD symbology designs were developed at the DLR Institute of Flight Guidance. They were tested in a simulator study with 18 civil and military helicopter pilots and compared to a state-of-the art PFD/ND test condition. Concurrent task performance was investigated, which included the detection and identification of targets in the environment. Hit rate was analyzed as a function of display type, visibility, target type, and the presence or absence of cueing. Moreover, differences between pilot experience and operational area were assessed. Results revealed a significant HMD detection cost for un-cued targets compared to when no symbology was presented. In contrast, cueing significantly increased hit rate, resulting in substantial HMD benefits when proper attentional guidance was provided.

Helikopter Pilotlarında Bel Agrisinin Belirleyicileri

Objective: Helicopter pilots frequently complain about low back pain (LBP). The aim of this study is to investigate the effect of age, body mass index, total flying hours, smoking habit, regular sports participation and core endurance on LBP, and to determine the predictors of LBP in helicopter pilots. Methods: Twenty-one military helicopter pilots (29.09±6.52 years) were assessed. Demographic information and total flying hours were recorded. Low back disability was evaluated with the Oswestry low back disability questionnaire. The prone bridge test, side bridge test, supine isometric chest raise test and Sorenson test were conducted to assess the core endurance. The parameters affecting the Oswestry disability score were analyzed with the Spearman’s correlation coefficient. A multiple linear regression model was used to identify the independent predictors of the Oswestry score. Dependent variable was the Oswestry score, and the independent variable were age, body mass index, total flying hours, smoking habit, regular sports participation, the prone-bridge, side-bridge, Sorenson and supine isometric chest raise test scores. Results: The low back disability was correlated with age and total flying hours (r=0.55, p=0.015; r=0.53, p=0.01). Results of the linear regression showed that age, total flying hours, smoking status, regular sports participation, the side bridge test score, the prone bridge test score were all the predictors of low back disability (R 2 =0.54, p<0.05). Conclusion: Increased t otal flying hours, smoking habit, sedentary lifestyle, the impaired back muscle endurance and age negatively affected the low back disability status. Modification of the lifestyle and improving the endurance of the back muscles might positively affect the disability level due to the LBP in helicopter pilots. Normal 0 false false false EN-US X-NONE X-NONE /* Style Definitions */ table.MsoNormalTable {mso-style-name:Normal Tablo; mso-tstyle-rowband-size:0; mso-tstyle-colband-size:0; mso-style-noshow:yes; mso-style-priority:99; mso-style-qformat:yes; mso-style-parent:; mso-padding-alt:0cm 5.4pt 0cm 5.4pt; mso-para-margin-top:0cm; mso-para-margin-right:0cm; mso-para-margin-bottom:10.0pt; mso-para-margin-left:0cm; line-height:115%; mso-pagination:widow-orphan; font-size:11.0pt; font-family:Calibri,sans-serif; mso-ascii-font-family:Calibri; mso-ascii-theme-font:minor-latin; mso-fareast-font-family:Times New Roman; mso-fareast-theme-font:minor-fareast; mso-hansi-font-family:Calibri; mso-hansi-theme-font:minor-latin; mso-bidi-font-family:Times New Roman; mso-bidi-theme-font:minor-bidi;}

Neck proprioception, strength, flexibility, and posture in pilots with and without neck pain history.

Neck pain (NP) is common among military helicopter pilots. Older age and more flight-hours have been associated with pilots with a history of NP. However, modifiable neuromuscular and musculoskeletal characteristics such as neck proprioception, strength, flexibility, and posture have rarely been investigated in military helicopter pilots with a history of NP. The purpose of the study was to compare demographics, flight characteristics, physical fitness information, neck proprioception, strength, flexibility, and posture between helicopter pilots with and without a history of NP. A total of 27 Army helicopter pilots with NP in the past 12 mo (pain group) were matched based on age with pilots without a history of NP (nonpain group). All pilots had flown at least 100 h in the past 12 mo and were cleared for flight and physical training. All pilots completed a battery of laboratory testing: neck proprioception, neck and scapular muscular strength, neck active range-of-motion (ROM), forward head and shoulder posture, and pectoralis minor length. Paired t-tests or Wilcoxon tests were used to compare differences between groups. The pain group had significantly less cervical extension (63.7 +/- 8.5 degrees) and rotation ROM (R rotation: 67.7 +/- 8.8 degrees; L rotation: 67.4 +/- 9.0 degrees) when compared to the nonpain group (extension: 68.3 +/- 7.4 degrees; R rotation: 73.4 +/- 7.4 degrees; L rotation: 72.9 +/- 6.8 degrees). No significant differences were found for other variables. The results demonstrate less neck active ROM in pilots with a history of NP. Operating a helicopter with limited neck ROM or NP may negatively impact flight safety and force readiness. Continued research is warranted.

A young military pilot presents with a periocular Basal Cell Carcinoma: A case report

Basal Cell Carcinoma (BCC) is the most common form of skin malignancy in the UK with 75, 000 new cases per year. It commonly presents as a non-healing lesion in the H zone of the face. The significant risk factors for this condition include UV radiation exposure and a history of sunburn. The gold standard treatment for BCC is Mohs Micrographic Surgery as well a variety of traditional surgical and non-surgical options. A 32 year old white male military helicopter pilot presented with a pea sized lesion which appeared highly vascularised with multiple telangiectasia on the surface. The main risk factors were regular foreign travel to regions of high UV radiation and previous episodes of sunburn. BCC is the commonest form of eye lid malignancy and any form of non-healing lesion on the periocular area should be investigated as a possible neoplasm. The main risk factors are travel to areas of high UV radiation and exposure to UV radiation as a child. There is also a possible risk factor of occupational exposure to ionising radiation from cosmic sources although there is limited research to support this. This is an interesting case of an unusual first presentation of a BCC in a male under 40 years of age and demonstrates the important risk factors in a military population for developing a non-melanoma skin cancer.

AB0842-HPR The effect of core stability and flight time on low back pain in military helicopter pilots

BackgroundIt is known that helicopter pilots experience low back pain frequently 1. underlying factors could be vibration created compressive forces 2 faulty movement mechanics, lack of abdominal strength, loss of...

Differences in physical workload between military helicopter pilots and cabin crew

The 1-year prevalence of regular or continuous neck pain in military helicopter pilots of the Dutch Defense Helicopter Command (DHC) is 20%, and physical work exposures have been suggested as risk factors. Pilots and cabin crew perform different tasks when flying helicopters. The aims of the current study were to compare the exposures to physical work factors between these occupations and to estimate the 1-year prevalence of neck pain in military helicopter cabin crew members. A survey was completed by almost all available helicopter pilots (n = 113) and cabin crew members (n = 61) of the DHC. The outcome measures were self-reported neck pain and exposures to nine physical work factors. Differences in the proportions of helicopter pilots and cabin crew members reporting being often exposed to the particular physical factor were assessed with the χ(2) test. The 1-year prevalence of regular or continuous neck pain among cabin crew was 28%. Significantly more cabin crew members than pilots reported being often exposed to manual material handling, performing dynamic movements with their torsos, working in prolonged bent or twisted postures with their torsos and their necks, working with their arms raised and working in awkward postures. Often exposure to prolonged sitting and dynamic movements with the neck were equally reported by almost all the pilots and cabin crew members. Flight-related neck pain is prevalent in both military helicopter pilots and cabin crew members. The exposures to neck pain-related physical work factors differ between occupations, with the cabin crew members subjected to more factors. These results have implications for preventative strategies for flight-related neck pain.

Height and In-Flight Low Back Pain Association Among Military Helicopter Pilots

Low back pain (LBP) among helicopter pilots is a well-recognized problem, with prevalence ranging from 61 to over 80%. Studies indicate association with total flight hour (TFH) exposure and lack of association with height or body mass index (BMI); however, those that have excluded pilots with back injuries unrelated to flying are limited. Surveyed regarding LBP were 1028 U.S. Navy helicopter pilots. Of the 648 (63%) respondents, 83 pilots, or 12.9%, who reported nonflying related back injuries and those without necessary data were excluded, yielding N = 554. Case-control analysis was performed with logistic regression for height, BMI, and TFH on significant LBP (defined as > 30% of each flight) presence versus absence with Chi-square on the median split of each and ANOVA to include airframes. Height was a positive predictor for significant LBP among all subjects (OR: 1.7), with the strongest association among male pilots (OR: 2.1). BMI, THF, and airframe (H-60, TH-57, H-53, and H-46) were not associated. These results imply that ergonomic stressors that adversely impact lumbar symmetry may be a predominant factor in LBP during flight. Significant prevalence rates may persist in the absence of design enhancements that mitigate these stressors. Height was a significant predictor for in-flight LBP among U.S. Navy helicopter pilots studied and BMI, TFHs, and airframe were not. For every 1" increase among male pilot height values, the odds of experiencing significant LBP in flight increased by 9.3%, with those equal/taller than median (71 in.) having over twice the odds compared with those shorter.

Adaptation of a Human Resource Model by the Use of Machine Learning Methods as Part of a Military Helicopter Pilot Associate System

This article describes an approach how to improve a knowledge-based pilots’ associate system in the domain of military helicopter missions by the use of machine learning methods. To prevent the pilot from being overtaxed the associate system estimates the pilots’ residual mental capacity and thereby the current subjective workload . This estimation enables the associate system to selectively direct automation induced dialogues, e.g. hints, warnings, alerts, suggestions to the perceptual modality, which can be assumed to provide spare resources. Therefore, we developed task related models of mental resource demands for the military helicopter flying domain. To eliminate subjective influences from these models as far as possible, laboratory experiments have been conducted to better match the predicted resource conflicts within distinct task situations with the objectively measured pilots’ performance. Based on these experiments, we applied machine learning methods (i.e. genetic algorithms) to adapt the underlying human resource model to the measured human performance. By using suchlike models the associate system is enabled to cooperate with the pilot by resource adaptive information exchange. This article focuses on a specific aspect of the overall associate system related trials. We provide a detailed description of the conducted experiments used for adaptation of the resource model and the application of the machine learning technique for the model optimization as well as detailed results of the overall evaluation of thee associate system’s adaptive capabilities in a relevant mission context obtained in simulator experiments.

Modafinil as a Replacement for Dextroamphetamine for Sustaining Alertness in Military Helicopter Pilots

Successful military aviation operations depend on maintaining continuous day-night operations. Stimulants are easy to use and popular for sustaining performance because their utility is not dependent upon environmental or scheduling modifications. Dextroamphetamine is authorized for use by the aircrews of all U.S. military services, but its potential for abuse and subsequent addiction is of aeromedical concern. Finding an alternative stimulant, such as modafinil, that displays a low affinity for dopamine uptake binding sites would prove extremely beneficial. This study sought to establish the efficacy and safety of modafinil during actual flying operations, thus providing the operational validity desired to approve the use of modafinil for helicopter flight operations. During two, 40-h periods of sustained wakefulness, 18 helicopter pilots (17 men, 1 woman, mean years of age = 29.5) each completed 15 flights and other evaluations, during which they received 2 of 3 experimental conditions: 3 doses at 4-h intervals of modafinil (100 mg), dextroamphetamine (5 mg), or placebo. Statistical results showed that modafinil, like dextroamphetamine, maintained alertness, feelings of well-being, cognitive function, judgment, risk perception, and situation awareness of sleep-deprived aviators consistently better than placebo and without side effects of aeromedical concern. Like previous research, this study strongly suggests that both drugs can maintain acceptable levels of mood and performance during sleep deprivation. The results also confirm that modafinil is well tolerated and appears to be a good alternative to dextroamphetamine for countering the debilitating mood and cognitive effects of sleep loss during sustained operations.

Back pain in Polish military helicopter pilots

Low back pain in pilots of military helicopters is widely discussed in the world literature. Vibrations and improper seat configuration cause that cervical, thoracic and lumbar spine might be exposed to overloading. The aim of the study was to determine the incidence and intensity of pain in the spine as well as to identify subjective risk factors of back pain and its effect on the pilot's actions while flying a helicopter. 112 pilots, aged 25-56 years (mean age: 34.8 ± 6.3 years), actively flying helicopters, participated in the questionnaire survey. The questionnaire containing five groups of questions, elaborated by the authors, was used. 70% of the pilots reported pain complaints. Pain was localized in different parts of the spine. Uncomfortable body posture during prolonged flights resulting from the lack of lumbar support exerted the highest effect on pain provocation. This questionnaire survey enabled to determine the prevalence of pain, its type and intensity. Knowledge on low back pain imposes the necessity to eliminate the negative environmental effect on helicopter pilotage. Elimination of risk factors is possible through appropriate physical exercises and adjustment of pilots' seats. The authors plan to conduct--in the future--detailed annual examinations among pilots with back pain and, based on the results, to elaborate a prophylactic program containing simple forms of isometric and isotonic training involving paravertebral and deep abdominal muscles designed specifically for pilots of military helicopters.

Optimal helmet use and adjustments with respect to neck load: The experience of military helicopter aircrew

Introduction One solution to prevent flight-related neck pain in military helicopter pilots is to initiate ergonomic improvements in the equipment used by the pilots and loadmasters. The aim of the present study was to identify factors that may be important for optimizing helmet use and adjustments with respect to neck load among the helicopter crew of the Royal Netherlands Air Force. A second aim was to identify the factors contributing to an ideal flight helmet. Methods We interviewed 12 pilots and 11 loadmasters using semi-structured interviews. The interviews were transcribed verbatim, and qualitative analyses were performed. Various factors as well as their interrelations and relation to experienced neck load emerged as the analysis progresses and were discussed by the research team. Results Factors that were directly related to the experienced neck load were type of flight operations and tasks as well as the weight and the weight distribution of the flight helmet. Factors that indirectly contributed to the experienced neck load were the stability of the helmet, the helmet fit and comfort. Factors that contributed to an ideal flight helmet were categorized into task- and user-related factors. The latter category included factors to increase comfort and usability as well as a considerable number of the above-mentioned factors to optimize helmet use and adjustments with respect to neck load. Conclusion Several factors related to helmet use and adjustments were found to contribute to the experienced neck load and were either directly or indirectly related. The next step should be to improve the helmet fit and the helmet stability taking the comfort issues into account, and to evaluate the effect of optimizing these factors on the experienced neck load. Relevance to industry Neck pain in military helicopter aircrew is of growing concern to various militaries, especially because flight missions occur more frequently in the dark and the aircrew use night vision goggles. The results of this study provide useful information to the flight helmet industry because the neck load and factors such as weight, weight distribution, helmet stability, helmet fit and comfort issues are important considerations for helmet designs and requirements.

Utility of Motion and Motion-Cueing to Support Simulated In-Flight Rotary-Wing Emergency Training

The aim of the current study was to evaluate the utility of three flight simulator motion conditions (fixed-base, motion-cueing seat, and full-motion) to support training of in-flight rotary-wing emergency recovery procedures. Military helicopter pilots were randomly assigned to two of three possible motion configurations and subject to three in-flight emergencies. Pilot handling ratings indicate wide acceptance of the training device in each of the three configurations. Subjective workload assessments showed no difference between motion configurations. Results will be discussed with reference to the importance of pilot simulator acceptance during flight training.

Neck Pain in Military Helicopter Pilots: Prevalence and Associated Factors

Our aim is to estimate the self-reported one-year prevalence of neck pain in military helicopter pilots and to compare work-related, individual, and health-related factors in the pilots with (neck pain group) and without (reference group) regular or continuous neck pain. A questionnaire was completed by 75% (n = 113) of all military helicopter pilots of the Royal Netherlands Air Force and Navy. The reported one-year prevalence of any neck pain was 43%, and 20% for regular or continuous neck pain. Besides some significant differences in individual and health-related factors (also often reported in the general population), flying hours were significantly higher in pilots with neck pain compared to their colleagues without neck pain. The findings in this study suggest that neck pain in military helicopter pilots is a significant occupational problem and may be a consequence of longer exposure to flying.

Neck Strength, Position Sense, and Motion in Military Helicopter Crew With and Without Neck Pain

Neck pain in military helicopter pilots and rear aircrew is an occupational health problem that may interfere with flying performance. The aim of the present study was to investigate possible differences in the physical abilities of the cervical spines of helicopter pilots and rear aircrew with and without neck pain during the previous year. The study included 61 male helicopter pilots and 22 rear aircrew without neck pain (Sx-) and 17 pilots and 17 rear aircrew with neck pain (Sx+). Active cervical range of motion (flexion-extension, right-left rotation, and right-left lateral flexion), neck position sense (reposition error back to neutral and defined positions after submaximal cervical movement), and maximum isometric neck muscle strength (flexion, extension, and right and left lateral flexion) were measured. Two-way factorial analyses of variance were performed, in which the fixed factors were occupation (pilot or rear aircrew) and neck pain state (Sx+ or Sx-). On average, there was a trend toward lower values in strength [extension: 55 (19) Nm vs. 58 (20) Nm; flexion 22 (8) Nm vs. 24 (12) Nm] and smaller cervical range of motion [flexion-extension: 132 degrees (19 degrees) vs. 137 degrees (15 degrees); rotation: 156 degrees (14 degrees) vs. 160 degrees (14 degrees)] in the total Sx+ crew, compared to their Sx- colleagues. However, the two-way factorial ANOVA revealed neither significant main effects nor significant interaction effects in any of the measured physical abilities. The results suggest that having experienced neck pain was not significantly associated with differences in the physical abilities of the cervical spines of helicopter crew, as assessed in this study.

Physiological Effects of Night Vision Goggle Counterweights on Neck Musculature of Military Helicopter Pilots

Increased helmet-mounted mass and specific neck postures have been found to be a cause of increased muscular activity and stress. However, pilots who use night vision goggles (NVG) frequently use counterweight (CW) equipment such as a lead mass that is attached to the back of the flight helmet to provide balance to counter the weight of the NVG equipment mounted to the front of the flight helmet. It is proposed that this alleviates this stress. However, no study has yet investigated the physiological effects of CW during an extended period of time during which the pilots performed normal operational tasks. Thirty-one Canadian Forces pilots were monitored on consecutive days during a day and a NVG mission in a CH-146 flight simulator. Near infrared spectroscopy probes were attached bilaterally to the trapezius muscles and hemodynamics, i.e., total oxygenation index, total hemoglobin, oxyhemoglobin, and deoxyhemoglobin, were monitored for the duration of the mission. Pilots either wore CW (n = 25) or did not wear counterweights (nCW, n = 6) as per their usual operational practice. Levene's statistical tests were conducted to test for homogeneity and only total oxygenation index returned a significant result (p < or = 0.05). For the near infrared spectroscopy variables, significant differences were found to exist between CW and nCW pilots for total hemoglobin, deoxyhemoglobin, and oxyhemoglobin during NVG flights. The CW pilots displayed less metabolic and hemodynamic stress during simulated missions as compared to the nCW pilots. The results of this study would suggest that the use of CW equipment during NVG missions in military helicopter pilots does minimize the metabolic and hemodynamic responses of the trapezius muscles.

Impaired neck motor function and pronounced pain-related fear in helicopter pilots with neck pain – A clinical approach

There is recognition that neck pain is a significant clinical problem in military aviation. In the present trial, the objectives were to explore neck motor function and pain-related fear in pilots with differing progression of neck pain. Seventy-two military helicopter pilots were enrolled: 20 had acute ongoing neck pain, 27 had subacute pain, and 25 were pain-free controls. Neck-flexor electromyography activity (root-mean-square) during staged active craniocervical flexion, median power frequency during sustained neck-flexor contraction, cervical range of motion, rating of perceived exertion after sustained flexor contraction, and rated fear-avoidance beliefs about physical activity were estimated. Main effects emerged for flexor activity, fear-avoidance and range of motion, but not for median frequency variables or perceived exertion. Post hoc testing showed that, compared to controls, both pain groups had greater flexor activity at higher stages of craniocervical flexion while the acute group had higher fear-avoidance and less range of motion in axial rotation and flexion–extension, all P < 0.01. Discriminant regression revealed a sensitivity/specificity of 87%/71% (neck-pain/controls), with the flexor activity superior. The results indicate that altered neuromotor synergies are present at different progressions of pain. The tracing of such aberrant activity and fear-avoidance beliefs is suggested in future screening and neck intervention research.

The Effects of Active Head Rotation on the Vestibulo-Ocular Reflex during Visual Pursuit of a Target Displayed on the Integrated Helmet and Display Sight Subsystem

Military helicopter pilots are relying more on night vision devices as the number of night operations continues to increase. However, previous studies have indicated that night vision devices do not provide adequate peripheral orientation and motion cues. This study aimed to develop a new technique for examining sustained reductions in the vestibuloocular reflex (VOR) as a means of improving motion discrimination among pilots that use night vision devices. Nine participants performed a series of active head rotation tasks designed to establish a baseline VOR measurement in the control condition, and to suppress the VOR in the experimental condition. The results of the active head rotation tasks revealed that the VOR was not significantly reduced in the experimental condition. Future research will be aimed at altering the task duration and stimuli to determine whether active head rotation is capable of reducing the VOR.