Orientation and disorientation in aviation

Investigation of cognitive functions in children with bone tumours and lymphoma in treatment process

BACKGROUND

Neurocognitive sequelae are among the most debilitating effects of cancer observed in children. Yet we know very little about the impact on neurocognitive functioning, especially cancer types that develop outside the central nervous system. This study aimed to assess and compare the cognitive functions (CoF) of children with bone tumours and lymphoma in the treatment process.

METHODS

The CoF of children with bone tumours (n = 44), lymphoma (n = 42) and their non-cancer peers (n = 55) were assessed with Dynamic Occupational Therapy Assessment for Children. The CoF of children with cancer were compared with their non-cancer peers. Then, children with bone tumours and lymphoma were compared in binary.

RESULTS

One-hundred forty-one children aged 6-12 years with a mean age of 9.4 (SD = 1.5) were included in this study. The orientation and visuomotor construction functions of children with bone tumours and orientation, praxis and visuomotor construction functions of children with lymphoma performed worse than their non-cancer peers (pk  < 0.001). While orientation, spatial perception, visuomotor construction and thinking operations functions of children with bone tumours and lymphoma were similar (pk  > 0.016), praxis functions of children with lymphoma were found to be worse than children with bone tumours (pk  < 0.016).

CONCLUSIONS

Our findings show that children with bone tumours and lymphoma in the process of treatment are at risk for impairment of their CoF. The findings highlight the importance of assessing CoF in children with bone tumours and lymphoma and considering specific differences between groups. It is essential to assess CoF and develop early intervention plans in these children.

Insect neurobiology: What to do with conflicting evidence?

Sensory systems gather information from the environment so the nervous system can formulate appropriate responses. But what happens when sensory information is inconsistent? A new study demonstrates how flies respond to incompatible visual evidence of their own motion.

Tilt perception is different in the pitch and roll planes in human

Neurophysiological tests probing the vestibulo-ocular, colic and spinal pathways are the gold standard to evaluate the vestibular system in clinics. In contrast, vestibular perception is rarely tested despite its potential usefulness in professional training and for the longitudinal follow-up of professionals dealing with complex man-machine interfaces, such as aircraft pilots. This is explored here using a helicopter flight simulator to probe the vestibular perception of pilots. The vestibular perception of nine professional helicopter pilots was tested using a full flight helicopter simulator. The cabin was tilted six times in roll and six times in pitch (-15°, -10°, -5°, 5°, 10° and 15°) while the pilots had no visual cue. The velocities of the outbound displacement of the cabin were kept below the threshold of the semicircular canal perception. After the completion of each movement, the pilots were asked to put the cabin back in the horizontal plane (still without visual cues). The order of the 12 trials was randomized with two additional control trials where the cabin stayed in the horizontal plane but rotated in yaw (-10° and +10°). Pilots were significantly more precise in roll (average error in roll: 1.15 ± 0.67°) than in pitch (average error in pitch: 2.89 ± 1.06°) (Wilcoxon signed-rank test: p < 0.01). However, we did not find a significant difference either between left and right roll tilts (p = 0.51) or between forward and backward pitch tilts (p = 0.59). Furthermore, we found that the accuracies were significantly biased with respect to the initial tilt. The greater the initial tilt was, the less precise the pilots were, although maintaining the direction of the tilt, meaning that the error can be expressed as a vestibular error gain in the ability to perceive the modification in the orientation. This significant result was found in both roll (Friedman test: p < 0.01) and pitch (p < 0.001). However, the pitch trend error was more prominent (gain = 0.77 vs gain = 0.93) than roll. This study is a first step in the determination of the perceptive-motor profile of pilots, which could be of major use for their training and their longitudinal follow-up. A similar protocol may also be useful in clinics to monitor the aging process of the otolith system with a simplified testing device.

Paraglider Reserve Parachute Deployment Under Radial Acceleration

INTRODUCTION: The paragliding reserve parachute system is safety-critical but underused, unstandardized, and known to fail. This study aimed to characterize reserve parachute deployment under radial acceleration to make recommendations for system design and paraglider pilot training.METHODS: There were 88 licensed amateur paraglider pilots who were filmed deploying their reserve parachutes from a centrifuge. Of those, 43 traveled forward at 4 G simulating a spiral dive, and 45 traveled backward at 3 G simulating a rotational maneuver known as SAT. Tests incorporated ecologically valid body, hand, and gaze positions, and cognitive loading and switching akin to real deployment. The footage was reviewed by subject matter experts and compared to previous work in linear acceleration.RESULTS: Of the pilots, 2.3 failed to extract the reserve container from the harness. SAT appeared more cognitively demanding than spiral, despite lower G. Participants located the reserve handle by touch not sight. The direction of travel influenced their initial contact with the harness: 82.9 searched first on their hip in spiral, 63.4 searched first on their thigh in SAT. Search patterns followed skeletal landmarks. Participants had little directional control over their throw.CONCLUSIONS: Paraglider pilots are part of the reserve system. Maladaptive behaviors observed under stress highlighted that components must work in harmony with pilots natural responses, with minimal cognitive demands or need for innovation or problem-solving. Recommendations include positioning prominent, tactile reserve handles overlying the pilots hip; deployment bags extractable with any angle of pull; deployment in a single sweeping backward action; and significantly increasing reserve deployment drills.Wilkes M, Long G, Charles R, Massey H, Eglin C, Tipton MJ. Paraglider reserve parachute deployment under radial acceleration. Aerosp Med Hum Perform. 2021; 92(7):579587.

Increasing Altitude and the Optokinetic Cervical Reflex

INTRODUCTION: When an aircraft banks pilots will reflexively tilt their heads in the opposite direction, known as the optokinetic cervical reflex (OKCR). This is elicited by the appearance of the horizon and is an attempt to keep the moving horizon stable on the pilots retina to help maintain spatial orientation. The appearance of the horizon and the visual environment changes at higher altitudes and there is little research studying the effects of this. Our hypothesis was that increasing altitude would alter the visual cues present and decrease the OKCR.METHODS: There were 16 subjects who flew two flights in a flight simulator while their head tilt, aircraft altitude, and angle of aircraft bank were recorded. The flights were at an altitude of under 1500 ft above ground and above 15,000 ft above ground.RESULTS: Aircraft bank caused head tilt in the opposite direction at both altitudes. A two-way ANOVA with Bonferroni post hoc tests showed that 86% of aircraft bank angles from 0 to 90 in either direction had a head tilt that was statistically significantly smaller at high altitude.DISCUSSION: This study shows that there appears to be a difference between the OKCR at low and high altitude. Pilots at higher altitude seem to exhibit a smaller head tilt for the same aircraft bank angle. More research is required to fully understand why there is a decrease in the OKCR at high altitude, as well as the actual consequences of the decreased reflex on pilot orientation.Stewart MA, Pingali S, Newman DG. Increasing altitude and the optokinetic cervical reflex. Aerosp Med Hum Perform. 2021; 92(5):319325.

Pupillary and behavioral markers of alerting and orienting: An individual difference approach

Measuring task-evoked pupillary (TEP) responses as an index of phasic activity in the locus coeruleus (LC), we examined two competing hypotheses regarding the alerting and orienting mechanisms of attention. According to a dual mechanism account (Fernandez-Duque & Posner, 1997), two separate noradrenergic and cholinergic mechanisms modulate, respectively, the alerting and orienting effects. However, Corbetta and colleagues (2008) proposed that LC phasic activity may also be involved in orienting effect through its functional relationship with the ventral attentional network. We recruited seventy-five healthy Norwegian participants to perform a Posner cueing task. Both behavioral and pupillary responses revealed the alerting effect. Also, both behavioral and pupillary responses indicated that cued attention is affected by age. Behavioral responses also revealed orienting effect However, we found no TEP differences between valid, invalid, and neutral conditions, suggesting that TEP effects were driven by the alerting effect of cue presentation. Moreover, both behavioral and pupillary estimates of alertness and orienting were uncorrelated. Finally, individual differences in general cognitive abilities did not appear to affect the orienting and alerting mechanisms. This pattern of results is consistent with the dual mechanism account of attention. However, the LC involvement in the (re)orienting attention may be driven by state-specific factors.

Optical Illusions and Spatial Disorientation in Aviation Pilots

Optical illusions are involved in the perception of false or erroneous images which might involve disorientation. They occur by a discordance by the peripheral systems about the information captured and generally, resulting in pilots failure to recognize key signals. The aim of this study is to review the state of the art of spatial disorientation and optical illusions in aviation pilots. This kind of disorientation has important practical consequences, because a remarkable percentage of plane accidents are related to pilot's optical illusions. An exhaustive review using pubmed and semantic scholar databases was conducted to find out the most frequent optical illusions in aviation pilots. A total of 45 full text articles published English or Spanish were reviewed. To our knowledge, this is the first study to review exhaustively and describe the main factors involved in spatial disorientation and optical illusions affecting aviation pilots. Mainly, contextual factors: width of landing track lights, nocturnal operations or low visibility, inclination of the landing track, decline of the ground, size of habitual references, low level approach on the water, black hole, sky/terrain confusion, distortion by climatic factors, autokinesis or autocinetics, optional investment illusion, illusions by vection, false horizon, rain on the windshield, misalignment in the approach, vibrations, somatogravic illusion, coriolis illusion and "G" forces. In a lesser extent, human factors and pathologies of the visual systems involved in spatial disorientation and associated optical illusions affecting aviation pilots are also described.

DISCUSSION

Practical implications are further discussed.

Neurobiological differences in mental rotation and instrument interpretation in airline pilots

Airline pilots and similar professions require reliable spatial cognition abilities, such as mental imagery of static and moving three-dimensional objects in space. A well-known task to investigate these skills is the Shepard and Metzler mental rotation task (SMT), which is also frequently used during pre-assessment of pilot candidates. Despite the intuitive relationship between real-life spatial cognition and SMT, several studies have challenged its predictive value. Here we report on a novel instrument interpretation task (IIT) based on a realistic attitude indicator used in modern aircrafts that was designed to bridge the gap between the abstract SMT and a cockpit environment. We investigated 18 professional airline pilots using fMRI. No significant correlation was found between SMT and IIT task accuracies. Contrasting both tasks revealed higher activation in the fusiform gyrus, angular gyrus, and medial precuneus for IIT, whereas SMT elicited significantly stronger activation in pre- and supplementary motor areas, as well as lateral precuneus and superior parietal lobe. Our results show that SMT skills per se are not sufficient to predict task accuracy during (close to) real-life instrument interpretation. While there is a substantial overlap of activation across the task conditions, we found that there are important differences between instrument interpretation and non-aviation based mental rotation.