DOCSLIB.ORG

Human Factors & Aviation Medicine January-February 1992

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Human Factors & Aviation Medicine January-February 1992 F L I G H T S A F E T Y F O U N D A T I O N HUMAN FACTORS & AVIATION MEDICINE Vol. 39 No. 1For Everyone Concerned with the Safety of Flight January/February 1992 Inflight Spatial Disorientation Pilots must learn to recognize the visual and sensory signs of approaching problems interpreting motion, position and attitude and to minimize their effects on the safety of flight. by Melchor J. Antuñano, M.D. KRUG Life Sciences/U.S. Air Force School of Aerospace Medicine and Stanley R. Mohler, M.D. Wright State University/Aerospace Medicine Program Spatial orientation refers to a person’s ability to perceive focal vision, which is involved in the recognition and motion, position and attitude in relation to the surround- identification of viewed objects (resulting from the stimu- ing environment. This capability depends upon the re- lation of the central region of the retina, the fovea, and ception, integration and interpretation of sensory inputs immediately adjacent areas). The second is peripheral from visual, vestibular (inner ear), muscular and skin vision, which provides spatial visual reference (resulting receptors. The genetic design of the spatial orientation from the stimulation of the retina beyond the foveal mechanism copes with usual human activities (sitting, area). Foveal vision provides the fine, detailed sense of standing, walking, running, and jumping, for example). the visual image. Peripheral vision is more sensitive to However, this mechanism can encounter interpretation motion and also provides overall broad field of vision problems when outside visual references are lost and an position cues. The great importance of peripheral vision illusory environment exists. These conditions include: in spatial orientation is demonstrated by the sensations accelerations (for example, spinning motions) and under of self-motion that can be experienced while watching certain other situations, including the influence of dis- wide-screen movies. The modern flight simulator takes eases and toxemias (e.g., alcohol). Under these condi- advantage of this visual characteristic. tions, spatial orientation may not be easily and accu- rately achieved. The role of the vestibular system in providing spatial orientation is extremely important when, for example, a The healthy, non-blind person in a lighted environment person is standing on a dark path under an overcast night can incorporate two modalities of vision. The first is sky with no lighting (the worst-case scenario would be standing in the pitch-black darkness of a cave). The ves- tion from the flight instruments. tibular system responds to linear (translation) and angu- lar (rotation) accelerative forces. Sensory elements of Inflight spatial disorientation describes the undesirable the inner ear vestibular system stabilize vision under condition of an individual who does not know the true lighted conditions during motion of the head, and, in attitude of the aircraft in relation to the surface of the dark areas, assist in position sensing. This system also earth. This condition involves visual and vestibular illu- provides orientational information that allows the auto- sions and results from the physiological characteristics matic execution of skilled and reflexive motor activities. and limitations of sensory mechanisms that were de- signed for maintaining spatial orientation while moving In addition to the visual and vestibular system receptors, about on the earth’s surface. there are other sensory receptors located in the muscles, tendons, ligaments and joints (proprioceptive receptors), There are several examples of sensory illusions that lead and skin (exteroceptive receptors) that assist in spatial to inflight spatial disorientation. These include both vi- orientation. These other receptors are known as mecha- sual and vestibular illusions. noreceptors because they respond to the mechanical dis- placement of tissue, and they are the sensors for touch, pressure, vibration and posture. These sensory inputs, Visual Illusions Vary concerning relationships and movements of one part of the body with respect to another, are necessary to main- Visual Illusions tain adequate orientation. In addition, the sensory infor- mation allows the determination of shape, size and tex- Illusions of altitude, distance, attitude and motion rela- ture of the structures with which the body is in direct tive to the ground occur when the available visual cues contact. are absent, unfamiliar, degraded or do not correspond with the pilot’s expectations. Among visual illusions On the ground, there is a degree of physiological com- there are aerial perspective illusions, peripheral cues, pensation that allows spatial orientation in the natural autokinesis, vection illusion and false visual cues. gravity environment even if, for example, there is an absence of vision. In this case, the vestibular system can Aerial Perspective Illusions interact with proprioceptive and exteroceptive receptors to maintain spatial orientation and postural Under normal flying conditions, pilots learn to automati- equilibrium. If there is an absence of a cally associate a typical approach path for reliable vestibular function on land, the vi- landing (for example, a three-degree slope sual system can, under suitable lighting con- Inflight sensory in relation to a horizontal runway) with a ditions, interact with proprioceptive and corresponding visual perspective of the runway exteroceptive receptors to maintain orien- spatial ahead. If the runway appears shorter than tation and posture. The compensatory ca- usual, the corresponding approach path is pacity of the spatial orientation mechanism orientation perceived as too low (less than a three-de- will be effective on land so long as there is cannot be gree slope), whereas, if the runway looks a functional integrity of at least two sen- longer than usual, the corresponding ap- sory systems. maintained after proach path is perceived as too high (more than a three-degree slope). In addition, a Maintaining spatial orientation during flight loss of outside visual approach to a sloping runway can be when the outside horizon visual reference visual horizon disorienting. When the runway is sloping is lost requires either orientation instru- down toward the approach end, the pilot ment displays or automatic stabilization references may perceive the approach as too high (be- systems. Pilot exposure to linear and angu- cause the runway appears longer than usual). lar accelerative forces during loss-of-out- without flight The opposite illusion can occur with a run- side-reference flight produces confusing instruments. way that slopes down away from the ap- vestibular and proprioceptor stimulations proach end, giving the appearance of an that result in motion illusions which impair approach that is too low. spatial orientation. Inflight sensory spatial orientation cannot be maintained after loss of outside Differences in runway width also can create visual illu- visual horizon references without flight instruments. For sions. When the runway is wider than usual, it will ap- orientation in this situation, the pilot must utilize attitude pear closer and shorter, and consequently, the aircraft information provided by the cockpit flight displays. The may be perceived as lower, and vice versa. These illu- pilot must learn to not trust intrinsic orientational sen- sions occur because the visual perspective of the runway sory perceptions during flight, but must obtain orienta- being approached does not conform to the pilot’s estab- 2 FLIGHT SAFETY FOUNDATI O N • HUMAN FACTORS & AVIATION MEDICINE • JANUARY/FEBRUARY 1992 lished mental image of a runway during typical circum- visually induced perception of self-motion (linear or an- stances. In other words, the pilot is not seeing what he gular) and is called a vection illusion. Most people have anticipated. Accidents have occurred where unsuspect- experienced this type of illusion while sitting in a stopped ing pilots have flown a visual illusion rather than reality. car as another car moves slowly by. The illusion of mo- These illusions are often more pronounced at night. tion of the subject’s car moving opposite to the other occurs. This linear vection illusion is often very compel- Visual approaches over smooth water surfaces, snow- ling, especially in trains. During takeoff or landing, a covered terrain, or flat desert terrain often are character- snowstorm or sandstorm in a given direction can create ized by few peripheral visual cues. These can result in a the illusion of the subject’s movement in the opposite misperception of height above the surface. Daytime vi- direction and impair the normal directional control of the sual approaches with reduced visibility due to fog, rain, aircraft. A pilot can experience an angular vection illu- smoke, haze or snow can make a runway appear farther sion if the anti-collision light on the aircraft is on during away as a result of restricted focal vision. Nighttime flight through clouds or fog. The pulsating light can visual approaches under reduced visibility conditions can produce a strong ambient visual stimulus indicating rota- make runway approach lights appear dimmer than they tion in the yaw or other axis. Linear and angular vection are in clear air. Dimness gives the illusion that the run- illusions are exploited by advanced flight simulators in way is farther away. order to create a more realistic sensation of flight. Peripheral Cues False Visual Cues During flight, any condition that impairs
Load more

Recommended publications
  • Development of Spatial Disorientation Demonstration Scenarios for Commercial Pilot Training (STI Paper Series)
    STI Paper No. 807 Development of Spatial Disorientation Demonstration Scenarios for Commercial Pilot Training (STI Paper Series) June 2020 David H. Klyde Amanda K. Lampton, Ph.D. P. Chase Schulze Systems Technology, Inc. Published as AIAA-2016-1180 AIAA SciTech Forum 4-8 January 2016, San Diego, CA www.systemstech.com AIAA 2016-1180 AIAA SciTech 4-8 January 2016, San Diego, California, USA AIAA Modeling and Simulation Technologies Conference Development of Spatial Disorientation Demonstration Scenarios for Commercial Pilot Training David H. Klyde* Amanda K. Lampton, Ph.D.† P. Chase Schulze ‡ Systems Technology, Inc., Hawthorne, CA, 90250 A study of world-wide commercial jet transport accidents by The Boeing Company found the most common events to be loss of control associated with an inability of pilots to recover from upsets and unusual attitudes. A key component in some of these events was pilot spatial disorientation. In terms of non-visual illusion cases, the spatial disorientation most commonly took the form of somatogravic and/or somatogyral illusions. Somatogravic illusions are those associated with the false sensation of body tilt, while somatogyral illusions are those associated with the inability of the human to perceive extended rotations. Improved pilot training in these abnormal flight conditions, including the ability of commercial pilot training simulators to replicate spatial disorientation, is needed to reduce loss of control accidents. A Federal Aviation Association-sponsored program led by Systems Technology, Inc. is currently developing spatial disorientation demonstration training scenarios using the B747-400 flight simulator at NASA Ames Research Center. Scenarios for a missed approach/go around and a steep bank, constant altitude turn have evolved from evaluations in the simulator conducted over several weeks.
    [Show full text]
  • Unrecognized Spatial Disorientation Recognition: a Methodological Study
    Unrecognized Spatial Disorientation Recognition: A Methodological Study Rucha P. Shankersinh Vaghela Bapu Group of Institutions, Gandhinagar, India ABSTRACT the body balanced in a complex, ever-changing world. In terms of the triggers of SD, researchers have agreed that Pilots also experience spatial disorientation (SD) when flying. visual illusions in the three-dimensional space motion world One factor contributing to this issue is the lack of a validated are at the root of the condition. procedure for detecting Type I (unrecognized) SD. Most of the current literature focuses on recognized SD evaluation Under normal conditions, humans gather knowledge (via the methods, but there are few reports that concentrate on sensory system, vestibular system, and proprioception system unrecognized SD evaluation methods. We go through some of [7]) to assess their orientation and condition. The visual the issues with SD and compare the various SD assessment system is responsible for around 80% of the details required approaches. We report on the benefits and drawbacks of the for orientation [9]. The vestibular mechanism, which includes quantitative questionnaire assessment process and the the semicircular canal organ and the otolith organ, is situated behavior evaluation method in these books. We suggest a tool in the inner part of the ear and provides information for to diagnose unrecognized SD based on these analyses, which positioning [10]. Linear acceleration and gravity variations are improves SD estimation in many ways. Centered on the sensed by otolith lungs, while angular acceleration changes subjective report and the core of strain, we establish a new are sensed by semicircular canals [11]. In the processing of approach to studying unrecognized SD (CoP).
    [Show full text]
  • Interagency Aviation Accident Prevention Bulletin 19-05 Spatial
    OAS-43A (4/18) Interagency Aviation Accident Prevention Bulletin No. IA APB 19-05 Date: September 18, 2019 Page 1 of 2 Subject: Spatial Disorientation, Vertigo, and Head Movement/Position Changes Area of Concern: Flight Safety Distribution: All Aviation Activities Discussion: A recent SAFECOM (#19-0520) describes a situation where a pilot began to feel ill while conducting heli-torch operations on a prescribed burn. The pilot described a vertigo sensation and feeling queasy while flying through smoke and opted to land and shutdown the helicopter. Once safely on the ground, the pilot felt the need to rest for about 20 minutes before continuing the mission. While the helicopter was shutdown, prescribed fire personnel were unable to make radio contact with the pilot. As a result, the Helicopter Manager requested that an Emergency Medical Technician (EMT) on the burn crew hike to the landing area to assess the pilot’s condition. After assessing the pilot, the decision was made to discontinue the heli-torch mission for the day and for the pilot be evaluated by a higher level of care. The pilot visited a physician the following morning and was cleared to return to work. It is not uncommon for those flying in fire operational environments to encounter these types of symptoms. Prior to feeling ill, the pilot had been operating in an area with visual horizons that varied in slope, elevation and angle, along with smoke laying over the ridgetops. The mission profile required constant change in airspeeds ranging from hovering to 50 knots, varying altitudes in order to cross ridgelines, and frequent turns due to the small size of the burn area.
    [Show full text]
  • Spatial Orientation, Adaptation, and Motion Sickness in Real and Virtual Environments
    forum Spotlight On: Simulator Sickness Spatial Orientation, Adaptation, and Motion Sickness in Real and Virtual Environments Reason and Brand (1975) traced the first written report diopulmonary function, phasic skin conductance, and of sea sickness to Hippocrates, 2400 years ago. They also peripheral blood flow) has proven helpful for under- noted that motion sickness occurs in many situations standing the physiology of motion sickness under labo- involving either passive body motion or active interac- ratory conditions but is insensitive, nonspecific, unreli- tion with the world via indirect sensorimotor interfaces able, and/or restrictive under operational conditions (e.g., prism spectacles). The best advice for avoiding (Cowings, Suter, Toscano, Kamiya, 8c Naifeh, 1986; motion sickness in such situations (without medication) Golding, 1992; Graybiel 8c Lackner, 1980; Lawson 8c is to refrain from moving your head, to keep your eyes Lackner, 1992; Stern, Koch, Leibowitz, Linblad, Shu- closed, and to move as economically as possible. This pert, 8c Stewart, 1985; Sunahara, Johnson, 8c Taylor, must sound hopelessly restrictive to anyone contemplat- 1964). In flight simulators (Kennedy, Lilienthal, Ber- ing virtual environment ( VE) systems in which users baum, Baltzley, 8c McCauley, 1989) and in our psycho- may play an active part, computers and specialized dis- physical experiments that involve real or apparent body plays are the user's interface to the world, and the experi- motion (e.g., Lackner 8c Texiera, 1977), it is uncom- enced world may purposely not correspond to the actual mon to observe severe symptoms—extreme nausea or world. As might be expected motion sickness is being vomiting, the skin appearing white as a sheet, and the reported in VEs that involve apparent self-motion clothes being soaked with perspiration.
    [Show full text]
  • Spatial Disorientation
    AOA and AOCOPM Aerospace Medicine Spatial Disorientation CAPT Kris Belland, MC, USN COMMANDER NAVAL AIR FORCES Force Surgeon Background 1980-90 USNA / PCOM / Gen Surgery NHO 1990-95 Flight Surgery / CVW-5 Japan / 14 Miramar CA 1995-96 Flight Training T-34 / 45, F/A-18 (Line and Staff Officer) 1,500 112 25 4.5yrs 3 Combat Cruises 1997-02 NSAWC / TOPGUN / USAF AWC Performance Maintenance, CBRNE, DEW, Childhood Cluster 2002-05 USS KITTY HAWK SMO (OIF) / THIRD Fleet Surgeon Senior Operational Screened 2009-13 COMNAVAIRFORCES Force Surgeon C4F NAVSOUTH Surgeon Operation Unified Response C7F LNO To CNFJ Operation Tomodachi Family Practice, Preventive Medicine – Aerospace Medicine MPH, MBA, MSS, CMBA, CPE, FAsMA 3 Terminal Objectives • Sensory System Objectives – Be familiar with the three primary sensory systems and how they interact to provide orientation information to the brain • Spatial Disorientation Objectives – Be familiar with spatial disorientation; the three types, prevention of and recovery from spatial disorientation. • Sensory Illusions Objectives – Be familiar with sensory illusions common to the aviation environment • PRESENTATION DOES NOT REPRESENT THE USN OR DOD BUT ARE THE OPINION OF THE AUTHOR Naval Aviation Mishap Rate 776 aircraft destroyed in 1954 Angled Carrier Decks 60 Naval Aviation Safety Center 50 NAMP est. 1959 22 - 1999 RAG concept initiated 31 - 2000 53 lives 40 NATOPS initiated 1961 Squadron Safety program 30 System Safety Designated Aircraft 20 ACT 10 HFC’s 0 Class A Hours Mishaps/100,000 Flight A Class 50 65 80 99 Fiscal Year Navy / Marine Corps Mishaps CY 1977-93 16 14 12 Human 10 8 6 4 Mechanical 2 0 1981 1977 1979 1983 1985 1987 1989 1991 1993 Class A, Hours FlightA, B,& C Mishaps/100,000 Class Year Aeromedical Causal Factors Reported in Mishaps & HAZREPS Spatial Disorientation Fatigue Meds/Illnesses Class A Loss of Consciousness Class B Visual Illusions Diet/Nutrition Class C Hypoxia Heat/Cold/Dehydration HAZREP Alcohol/Caffeine Barotrauma Other 0 20 40 60 80 100 120 140 CAPT L.
    [Show full text]
  • Interagency Aviation Accident Prevention Bulletin
    OAS-43A (4/18) Interagency Aviation Accident Prevention Bulletin No. IA APB 19-05 Date: September 18, 2019 Page 1 of 2 Subject: Spatial Disorientation, Vertigo, and Head Movement/Position Changes Area of Concern: Flight Safety Distribution: All Aviation Activities Discussion: A recent SAFECOM (#19-0520) describes a situation where a pilot began to feel ill while conducting heli-torch operations on a prescribed burn. The pilot described a vertigo sensation and feeling queasy while flying through smoke and opted to land and shutdown the helicopter. Once safely on the ground, the pilot felt the need to rest for about 20 minutes before continuing the mission. While the helicopter was shutdown, prescribed fire personnel were unable to make radio contact with the pilot. As a result, the Helicopter Manager requested that an Emergency Medical Technician (EMT) on the burn crew hike to the landing area to assess the pilot’s condition. After assessing the pilot, the decision was made to discontinue the heli-torch mission for the day and for the pilot be evaluated by a higher level of care. The pilot visited a physician the following morning and was cleared to return to work. It is not uncommon for those flying in fire operational environments to encounter these types of symptoms. Prior to feeling ill, the pilot had been operating in an area with visual horizons that varied in slope, elevation and angle, along with smoke laying over the ridgetops. The mission profile required constant change in airspeeds ranging from hovering to 50 knots, varying altitudes in order to cross ridgelines, and frequent turns due to the small size of the burn area.
    [Show full text]
  • A New Tool for Analyzing the Potential Influence of Vestibular Illusions By
    A New Tool for Analyzing the Potential Influence of Vestibular Illusions by Randall J. Mumaw1 (Associate Technical Fellow, Human Factors, Boeing), Eric Groen (Senior Scientist, TNO), Lars Fucke (Lead Engineer, Boeing), Richard Anderson (Senior Accident Investigator, Boeing), Jelte Bos (Senior Scientist, TNO; Professor, VU University) & Mark Houben (Research Scientist, TNO) Dr. Randy Mumaw, a cognitive scientist, has worked 15 years in aviation safety and accident investigation at Boeing. Recently, he has focused on loss of control events, especially those involving loss of situation awareness regarding airplane state. Dr. Eric Groen, aerospace physiologist, Prof. Dr. Jelte Bos, physicist, and Dr. Mark Houben, biomedical engineer, work as scientists at TNO and share research interest in the areas of pilot spatial disorientation, upset recovery, motion sickness, and flight simulator technology. Lars Fucke is an R&D Lead with Boeing (Madrid) working in the areas of system and flight deck operations safety. Richard Anderson has been a Boeing accident investigator since 1997. Role of Spatial Disorientation in Aviation Accidents In January of 2004, a 737-300 crashed minutes after take-off from Sharm el-Sheikh, Egypt. The departure was on a dark night, over the Red Sea, and there were few, if any, visible cultural landmarks that could be used to orient to the horizon. The Captain (the Pilot Flying, PF) had initiated a long left climbing turn, but partway through that turn the airplane had actually made a slow transition from a left bank to a right bank (20º and increasing slowly). The First Officer (FO) informed the Captain that they were turning right in this exchange: FO: Turning right, sir Captain: What? FO: Aircraft turning right Captain: Turning right? How turning right? At this point, the Captain was making control inputs on the wheel to roll further to the right, and continued doing so.
    [Show full text]
  • Spatial Disorientation: Decades of Pilot Fatalities
    REVIEW ARTICLE Spatial Disorientation: Decades of Pilot Fatalities Randy Gibb , Bill Ercoline , and Lauren Scharff G IBB R, E RCOLINE B, S CHARFF L. Spatial disorientation: decades of tion community. Although we primarily address military pilot fatalities. Aviat Space Environ Med 2011; 82:717 - 24. aspects of SD, the problem also exists in both the com- Spatial disorientation (SD) has been a contributing factor in aviation mishaps for decades and efforts to mitigate SD have not been propor- mercial and general aviation sectors. The accurate per- tionate to the danger it poses to pilots. We argue that SD contributes to ception of one’s orientation in space is vital for safe nearly 33% of all mishaps with a fatality rate of almost 100%. However, aviation operations and, despite assumed improvements SD has not garnered the respect and awareness it requires from leader- ship and pilots because of historically inaccurate reporting within acci- in training programs and technology, SD-related mishaps dent investigations and under-reporting of SD data in research. Over 30 continue to occur and the most common types of SD ex- research studies and 10 mishap case studies are presented to portray periences have not drastically changed over the decades. SD’s role in aviation accidents since 1913. Research and training are SD is defi ned by Benson ( 6 ) as, “ the pilot fails to sense recommended to improve pilot respect and awareness for SD-inducing scenarios that would include pilot recognition and successful recovery correctly the position, motion, or attitude of his aircraft Delivered by Ingenta to: Baylor Universityor of himself College within of theMedicine fi xed coordinate system provided using SD-specifi c simulators.
    [Show full text]
  • 6 Spatial Disorientation and Sensory Illusions Human
    human 6 Spatial Disorientation and performance Sensory Illusions and L 6.1 Introduction to Spatial imitations Disorientation The brain processes information from the (VFR) flights into instrument meteorological eyes, the vestibular system, the ears and conditions (IMC). These “VFR flight into the proprioceptors (sensory receptors in the IMC” accidents accounted for approximately muscles, tendons and joints) to determine 11% of the fatalities in that 8-year period. the direction of gravity (‘the vertical’) and 75% of all VFR flight into IMC accidents the position of the body in space. That is in that time period were fatal (Goh & what we call spatial orientation. Wiegmann, 2000). The most important information for The aviation accident records of other orientation must come from well-defined countries (e.g., United Kingdom and New external visual cues or visual references. If Zealand) also show similar trends, indicating these are not or not sufficiently present we that VFR flight into IMC is a major hazard in have a problem: we can become spatially general aviation. disorientated. Tests have proved that without adequate While on earth we may use our hands visual clues, directional control of an aircraft or ears to compensate for the loss of can be lost within 60 seconds during straight visual cues, the pilot can’t. In addition, and level flight and even quicker during a the vestibular and somatosensory senses turn. have become fully unreliable. Many fatal accidents have resulted and still result from The lessons learned from these accidents spatial disorientation in the air under bad and tests may already be clear: visual conditions.
    [Show full text]
  • Effects of Auditory Vection Speed and Directional Congruence on Perceptions of Visual Vection
    Old Dominion University ODU Digital Commons Psychology Theses & Dissertations Psychology Fall 2016 Effects of Auditory Vection Speed and Directional Congruence on Perceptions of Visual Vection Isabella Alexis Gagliano Old Dominion University, [email protected] Follow this and additional works at: https://digitalcommons.odu.edu/psychology_etds Part of the Aerospace Engineering Commons, Biological Psychology Commons, and the Physiological Processes Commons Recommended Citation Gagliano, Isabella A.. "Effects of Auditory Vection Speed and Directional Congruence on Perceptions of Visual Vection" (2016). Master of Science (MS), Thesis, Psychology, Old Dominion University, DOI: 10.25777/rkb5-7c43 https://digitalcommons.odu.edu/psychology_etds/42 This Thesis is brought to you for free and open access by the Psychology at ODU Digital Commons. It has been accepted for inclusion in Psychology Theses & Dissertations by an authorized administrator of ODU Digital Commons. For more information, please contact [email protected]. EFFECTS OF AUDITORY VECTION SPEED AND DIRECTIONAL CONGRUENCE ON PERCEPTIONS OF VISUAL VECTION by Isabella Alexis Gagliano A.S. May 2011, Northern Virginia Community College B.S. May 2012, Old Dominion University A Thesis Submitted to the Faculty of Old Dominion University in Partial Fulfillment of the Requirements for the Degree of MASTER OF SCIENCE PSYCHOLOGY OLD DOMINION UNIVERSITY DECEMBER 2016 Approved by: J. Christopher Brill (Director) Mark Scerbo (Member) James Paulson (Member) ABSTRACT EFFECTS OF AUDITORY VECTION SPEED AND DIRECTIONAL CONGRUENCE ON PERCEPTIONS OF VISUAL VECTION Isabella Alexis Gagliano Old Dominion University, 2016 Director: Dr. J. Christopher Brill Spatial disorientation is a major contributor to aircraft mishaps. One potential contributing factor is vection, an illusion of self-motion.
    [Show full text]
  • Spatial Disorientation in Flight a Handbook for Aircrew by A.J.Benson and E.Burchard Rs
    LNG P194518 N91G' AGARD-AG-170 o < • Q < < AGARDograph No. 170 on Spatial Disorientation in Flight A Handbook for Aircrew by A.J.Benson and E.Burchard rs NORTH ATLANTIC TREATY ORGANIZATION DISTRIBUTION AND AVAILABILITY ON BACK COVER AGARD-AG-170 NORTH ATLANTIC TREATY ORGANIZATION ADVISORY GROUP FOR AEROSPACE RESEARCH AND DEVELOPMENT (ORGANISATION DU TRA1TE DE L'ATLANTIQUE NORD) AGARDograph No. 170 SPATIAL DISORIENTATION IN FLIGHT A Handbook for Aircrew by A.J.Benson Head, Vestibular Physiology Royal Air Force Institute of Aviation Medicine Farnborough, Hants, UK and E.Burchard German Air Force, Medical Corps. 0001513 0 This AGARDograph was sponsored by the Aerospace Medical Panel of AGARD. THE MISSION OF AGARD The mission of AGARD is to bring together the leading personalities of the NATO nations in the fields of science and technology relating to aerospace for the following purposes: — Exchanging of scientific and technical information; — Continuously stimulating advances in the aerospace sciences relevant to strengthening the common defence posture; — Improving the co-operation among member nations in aerospace research and development; — Providing scientific and technical advice and assistance to the North Atlantic Military Committee in the field of aerospace research and development; — Rendering scientific and technical assistance, as requested, to other NATO bodies and to member nations in connection with research and development problems in the aerospace field; — Providing assistance to member nations for the purpose of increasing their scientific and technical potential; — Recommending effective ways for the member nations to use their research and development capabilities for the common benefit of the NATO community. The highest authority within AGARD is the National Delegates Board consisting of officially appointed senior representatives from each member nation.
    [Show full text]
  • Causes of Dizziness
    Causes of Dizziness SYMPTOMS By Vestibular Disorders Association, with edits by John King, PhD & Stacey Buckner, DPT Dizziness, vertigo, and disequilibrium are common symptoms reported by adults during visits to their doctors. They are all symptoms that can result DIZZINESS from a peripheral vestibular disorder (a dysfunction of the balance organs Dizziness, vertigo, of the inner ear) or central vestibular disorder (a dysfunction of one or and disequilibrium are more parts of the central nervous system that help process balance and common symptoms of spatial information). Although these three symptoms can be linked by vestibular disorders, which a common cause, they have different meanings, and describing them can arise from a number accurately can mean the difference between a successful diagnosis of causes. and one that is missed. Dizziness is a sensation of lightheadedness, faintness, or unstead-iness. Unlike dizziness, vertigo has a rotational, spinning component, and is the perception of movement, either of the self or surrounding objects. Disequilibrium simply means unsteadiness, imbalance, or loss of equilibrium that is often accompanied by spatial ARTICLE disorientation and dizziness, although it can occur independently. Almost everyone experiences a few seconds of spatial disorientation at some point– for example, when a person 011 watches a 3-D movie in the theater and momentarily perceives an illusion of moving or falling as the DID THIS ARTICLE images rush past. However, HELP YOU? frequent episodes of vertigo— SUPPORT VEDA @ whether lasting only for a few VESTIBULAR.ORG seconds or days on end are a primary sign of a vestibular dysfunction, especially when linked to changes in head and body position.
    [Show full text]