Spatial Disorientation Training Research Articles

HOW DOES MENTAL DISTRACTION INDUCED BY AN ADDITIONAL TASK AFFECT THE SEVERITY OF SIMULATOR SICKNESS SYMPTOMS IN PILOTS: A SPATIAL DISORIENTATION SIMULATOR STUDY

Introduction: To improve the effectiveness of spatial disorientation (SD) training in a flight simulator, pilots are recommended to perform an additional task that induces a mental distraction. The presented study explored how the inclusion of an additional task that may enhance the effectiveness of SD training changes the severity of simulator sickness symptoms reported after exposure in the Gyro-IPT simulator. Methods: We compared the incidence of simulator sickness symptoms in pilots across four setups of flight scenarios (varying according to cognitive load distraction) collected during our previous studies. A total of 77 male military pilots (age 28.3±6.2) with flight experience (810.72 ±969.43 hours) were randomly assigned to one of four groups and then exposed to a 60-min long flight session (12 flight profiles, six involved an SD-conflict) with active control in the Gyro IPT simulator. In addition to the primary flying task, in three flight scenarios, pilots were asked to perform an additional visual (a change detection flicker task [CDFT]), auditory (an auditory N-back task [NBT]), or duration-discrimination task (DDT)). To measure simulator sickness symptoms, the Simulator Sickness Questionnaire (SSQ) was administered pre- and post-simulator exposure. Results: The severity of simulator sickness symptoms due to visual and motion cues did not significantly change when the pilot performed a non-sickening cognitive task (additional visual or auditory task). The total SSQ score and scores for nausea, oculomotor disturbance, and disorientation in the CDFT and DDT were slightly higher than in the control condition (flight without additional task). Despite the observed differences, according to the SSQ scoring criteria, the simulator sickness symptoms reported by the pilots were negligible. Conclusions: The additional tasks (CDFT, auditory NBT, or DDT) applied to improve the effectiveness of SD training in the Gyro-IPT simulator do not significantly change unwanted effects, such as simulator sickness.

Proof of Concept for a Data-Driven Vr Spatial Disorientation Training Tool for Navy Pilots

Spatial disorientation (SD) contributes to at least 30% of aviation mishaps, with most being fatal. These mishaps involve not only complex interactions between human, machine, mission, and environment, but also multiple internal neurophysiological systems. Given the complexity of these dynamics, SD competency (i.e., the ability to recognize, confirm, and recover from an SD incident) is hard to predict and teach in the classroom. The Aptima team has developed a data-driven, practical, and realistic virtual reality (VR) training platform for SD called MAVIS, which includes a set of subjective, objective (performance), and physiological measures to rigorously evaluate SD competencies. Preliminary results of this proof of concept confirm the validity of our theoretical framework with a small sample, although rigorous experimentation with a larger sample will be required to validate the approach and justify its operational use. These preliminary results indicated that (1) the MAVIS protocol induces SD; and (2) self-report, performancebased, and neurophysiological measures seem to associate with SD induction and its sequelae.

THE INCIDENCE OF SIMULATOR SICKNESS IN PILOTS AND NON-PILOTS EXPOSED TO SPATIAL DISORIENTATION EVENTS IN THE GYRO-IPT SIMULATOR

Introduction: A previous study conducted in the Gyro-IPT simulator revealed that applied flight scenarios induced minor severity of simulator sickness symptoms in participants. In this study, however, we did not investigate how the severity of symptoms differs between pilots and non-pilots. Therefore, the presented study aimed to examine whether the symptoms of simulator sickness induced in pilots and non-pilots during spatial disorientation (SD) training are significantly different. We were particularly interested in whether the standard flight scenario used in SD training could be a contributing factor in increasing simulator sickness in novice, inexperienced pilots. Method: We used the data from the previous study, where twenty male military pilots (age 31.6 ±8.22) with flight experience (total flight hours 1300 ±1167.4) and 20 non-pilots (age 30.9 ±7.72) were assigned to one of two groups and then exposed to a 1-hour long flight session (12 flight profiles, six involved an SD-conflict) with active control in the Gyro IPT simulator. To measure simulator sickness symptoms, the Simulator Sickness Questionnaire (SSQ) was administered pre and post-simulator exposure. In the presented study, the SSQ scores were analyzed independently for the total SSQ and subscores for nausea, oculomotor, and disorientation, and then were compared between groups. Results: The score of the total severity and for each subscale of SSQ symptoms in the non-pilots‘ group were higher than those in the pilots group, however, these differences were not significant. Despite the observed differences, according to the SSQ scoring criteria the simulator sickness symptoms reported by the participants after exposure to the applied flight scenario were negligible. Conclusion: The flight scenarios used in SD training did not generate significantly different symptoms of simulator sickness between non-pilots and pilots. The low level of severity of simulator sickness symptoms in these two study groups may indicate difficulty in predicting simulator sickness based on SSQ only.

The perception threshold of the vestibular Coriolis illusion.

The vestibular Coriolis illusion is a disorienting sensation that results from a transient head rotation about one axis during sustained body rotation about another axis. Although often used in spatial disorientation training for pilots and laboratory studies on motion sickness, little is known about the minimum required rotation rate to produce the illusion. This study determined the perception threshold associated with the Coriolis illusion. Nineteen participants performed a standardized pitching head movement during continuous whole-body yaw rotation at rates varying between 5 to 50 deg/s. The participants reported their motion sensation in relation to three hypothesized perception thresholds: 1) a sense of undefined self-motion, 2) a sense of rotation, and 3) a sense of rotation and its direction (i.e., the factual Coriolis illusion). The corresponding thresholds were estimated from curves fitted by a generalized linear model. On average threshold 1 was significantly lower (8 deg/s) than thresholds 2 and 3. The latter thresholds did not differ from each other and their pooled value was 10 deg/s. The Coriolis illusion is perceived at yaw rates exceeding 10 deg/s using a pitching head movement with 40 deg amplitude and 55 deg/s peak velocity. Model analysis shows that this corresponds to an internal rotation vector of 6 deg/s. With this vector the Coriolis perception threshold can be predicted for any other head movement.

Wrist-Worn Electrodermal Activity as a Novel Neurophysiological Biomarker of Autonomic Symptoms in Spatial Disorientation.

Background: Spatial disorientation is one of the most frequent causes of aircraft accidents, and is thus a major problem affecting air safety. Although a number of studies have examined spatial disorientation, the precise physiological changes occurring as a direct result of spatial disorientation and motion sickness remain unclear. The present study sought to investigate electrodermal activity (EDA) and subjective autonomic symptoms during spatial disorientation training, and to develop an indicator of physiological changes for pilot candidates.Methods: In the current study, we investigated changes in EDA measured using a wrist-worn device, and subjective autonomic nervous system symptoms during spatial disorientation training for pilot candidates. We then used the Graybiel diagnostic criteria to develop a novel physiological biomarker.Results: We found that maximum EDA change and peak amplitude were significantly increased in participants with a Graybiel score of ≥3 points compared with those who scored < 2 points. Furthermore, for symptoms of cold sweating and saliva secretion (from the seven Graybiel diagnostic criteria), the maximum EDA change in participants with scores ≥1 point was significantly higher than that of participants scoring 0 points.Conclusion: Our results indicate that EDA data measured with a wrist-worn device could provide a useful method for objective evaluation of the severity of spatial disorientation and motion sickness.

Spatial Disorientation Simulator

The article describes the characteristics of the spatial disorientation simulator constructed for the Polish Air Force Academy aviation training. Using the spatial disorientation simulator enables safe training for military pilots, as it simulates visual illusions and spatial disorientation. The simulator makes it possible to train pilots in spatial disorientation conditions for every possible type of aircraft, through designing and conducting the proper aircraft cabin models. Spatial disorientation training has to main aims. The first one is familiarizing the pilots with spatial disorientation phenomenon, and providing them with essential knowledge and abilities through theoretical and practical acquaintance with physiological limitations. Such limitations are related to the impact of different aviation environmental aspects on the human body. The second aim of the training is increasing the efficiency of aviation training, in relation to recognizing, analyzing and proper reacting to real and simulated occurrences, which lead to spatial disorientation. The author describes main stages of the training conducted during the spatial disorientation course. The article categorizes major features of different spatial confusion types and characterizes types of air illusions.

Spatial Disorientation Training in the Rotor Wing Flight Simulator.

This study is intended to identify efficacy, evolving applications, best practices, and challenges of spatial disorientation (SD) training in flight simulators for rotor wing pilots. Queries of a UK Ministry of Defense research database and Pub Med were undertaken using the search terms 'spatial disorientation,' 'rotor wing,' and 'flight simulator.' Efficacy, evolving applications, best practices, and challenges of SD simulation for rotor wing pilots were also ascertained through discussion with subject matter experts and industrial partners. Expert opinions were solicited at the aeromedical physiologist, aeromedical psychologist, instructor pilot, aeromedical examiner, and corporate executive levels. Peer review literature search yielded 129 articles, with 5 relevant to the use of flight simulators for the spatial disorientation training of rotor wing pilots. Efficacy of such training was measured subjectively and objectively. A preponderance of anecdotal reports endorse the benefits of rotor wing simulator SD training, with a small trial substantiating performance improvement. Advancing technologies enable novel training applications. The mobile nature of flight students and concurrent anticollision technologies can make long-range assessment of SD training efficacy challenging. Costs of advanced technologies could limit the extent to which the most advanced simulators can be employed across the rotor wing community. Evidence suggests the excellent training value of rotor wing simulators for SD training. Objective data from further research, particularly with regards to evolving technologies, may justify further usage of advanced simulator platforms for SD training and research. Powell-Dunford N, Bushby A, Leland RA. Spatial disorientation training in the rotor wing flight simulator. Aerosp Med Hum Perform. 2016; 87(10):890-893.

Rolling into Spatial Disorientation: Simulator Demonstration of the Post-Roll (Gillingham) Illusion

Spatial disorientation (SD) is still a contributing factor in many aviation accidents, stressing the need for adequate SD training scenarios. In this article we focused on the post-roll effect (the sensation of rolling back after a roll maneuver, such as an entry of a coordinated turn) and investigated the effect of roll stimuli on the pilot's ability to stabilize their roll attitude. This resulted in a ground-based demonstration scenario for pilots. The experiments took place in the advanced 6-DOF Desdemona motion simulator, with the subject in a supine position. Roll motions were either fully automated with the subjects blindfolded (BLIND), automated with the subject viewing the cockpit interior (COCKPIT), or self-controlled (LEAD). After the roll stimulus subjects had to cancel all perceived simulator motion without any visual feedback. Both the roll velocity and duration were varied. In 68% of all trials subjects corrected for the perceived motion of rolling back by initiating a roll motion in the same direction as the preceeding roll. The effect was dependent on both rate and duration, in a manner consistent with semicircular canal dynamics. The effect was smallest in the BLIND scenario, but differences between simulation scenarios were non-significant. The results show that the effects of the post-roll illusion on aircraft control can be demonstrated adequately in a flight simulator using an attitude control task. The effect is present even after short roll movements, occurring frequently in flight. Therefore this demonstration is relevant for spatial disorientation training programs for pilots.

The Importance of Motion Cues in Spatial Disorientation Training for VFR-Pilots

Positive training effects of motion-based disorientation recovery training have been reported for jet pilots, helicopter pilots, and visual flight rules (VFR) pilots. As fixed-base simulators are part of the usual training environment for VFR pilots, the role of motion cues is crucial for the development of widely applicable antidisorientation training procedures for VFR pilots. This study evaluates the role of motion cues for antidisorientation training. Motion-based training was compared with the same training without motion and a free flight control group, which received no specific training. Forty-two VFR pilots were randomly assigned to 1 of the 3 training conditions. Flight profiles differed in the role vestibular cues would play, to assess the impact of the motion-based training for different flight situations. The training included primarily vestibular illusions like spin recoveries, unusual attitude recoveries and pitch-up illusions, and primarily visual illusions like the runway width and slope illusion. Effects were evaluated in a multivariate approach including performance measures, self-report data, and psychophysiological recordings. The results indicate clear-cut positive effects of the motion-based training compared to the control group. In addition, performance of the motion-based training group was significantly superior to the no-motion training group for the motion-oriented profiles. In motion-oriented profiles, the no-motion training group performed worse than the controls in some instances. The positive effect of the motion-based training was also visible in the profile simulating inadvertent flight into instrument meteorological conditions, which seems to be a primarily visual profile in the first instance. Results are discussed with respect to mental training concepts, which would predict the superiority of motion-based training due to the fact that motion cues are needed to learn new skills for coping with perceptual illusions in which motion plays a role.

Visual Misperception in Aviation: Glide Path Performance in a Black Hole Environment

We sought to improve understanding of visual perception in aviation to mitigate mishaps in approaches to landing. Research has attempted to identify the most salient visual cues for glide path performance in impoverished visual conditions. Numerous aviation accidents caused by glide path overestimation (GPO) have occurred when a low glide path was induced by a black hole illusion (BHI) in featureless terrain during night approaches. Twenty pilots flew simulated approaches under various visual cues of random terrain objects and approach lighting system (ALS) configurations. Performance was assessed relative to the desired 3 degrees glide path in terms of precision, bias, and stability. With the high-ratio (long, narrow) runway, the overall performance between 8.3 and 0.9 km from the runway depicted a concave approach shape found in BHI mishaps. The addition of random terrain objects failed to improve glide path performance, and an ALS commonly used at airports induced GPO and the resulting low glide path. The worst performance, however, resulted from a combination ALS consisting of both side and approach lights. Surprisingly, novice pilots flew more stable approaches than did experienced pilots. Low, unsafe approaches occur frequently in conditions with limited global and local visual cues. Approach lights lateral of the runway may counter the bias of the BHI. The variability suggested a proactive, cue-seeking behavior among experienced pilots as compared with novice pilots. Visual spatial disorientation training in flight simulators should be used to demonstrate visual misperceptions in black hole environments and reduce pilots' confidence in their limited visual capabilities.

The effect of cinnarizine and cocculus indicus on simulator sickness

Pensacola Simulator Sickness Questionnaire (SSQ) is a valuable method to analyse symptoms evoked by exposure to a flight simulator environment that can also be adopted to evaluate the effectiveness of preventive tools, aiming at reducing simulator sickness (SS). In this study we analysed SSQ data in subjects undergoing a standard ground based spatial disorientation training inside a flight simulator, in order to evaluate the SS prevention obtained with two different pharmacological tools. Twelve males volunteers participated to an experimental design based on a double-blind, balanced administration of either 30 mg cinnarizine (CIN), or Cocculus Indicus 6CH (COC), or placebo (PLC) before one trial of about one hour spent inside a spatial disorientation trainer. All subjects underwent the three different conditions (CIN, COC, PLC) during 3 non-consecutive days separated by at least 2 weeks. During each experimental day, all subjects filled in SSQ. In addition, both postural instability (with the use of a static stabilometric platform), and sleepiness symptoms were evaluated. All the tests were performed before and after the simulated flight, at different times, in one-and-half-hour intervals. Results indicated a strong increase of sickness after flight simulation that linearly decreased, showing pre-simulator scores after 1.30 hours. In contrast to both PLC and COC, CIN showed significant side effects immediately following flight simulation, with no benefit at the simultaneous SSQ scores. Globally, no highly significant differences between COC and PLC were observed, although a minor degree of postural instability could be detected after COC administration. As far as the present exposure to a simulator environment is concerned, none of the pharmacological tools administered in this study resulted effective in reducing SS symptoms as detected by the SSQ. Moreover, CIN significantly increased sleepiness and postural instability in most subjects.