Tactile breathing guidance increases oxygen saturation but not alertness or hypoxia symptoms.

We investigated the effect of tactile guided slow deep breathing compared with that of spontaneous breathing on blood oxygen saturation (SpO2), alertness, and hypoxia symptoms during acute hypobaric hypoxia. We also evaluated the usability of this tactile breathing guidance. Twelve male military pilots were exposed to a simulated altitude of 4,572 m (15,000 ft) in a repeated measures study while breathing spontaneously and during tactile guided slow deep breathing. Under both breathing conditions, measurements were performed at rest and during the performance of a cognitive task. The Stanford Sleepiness Scale was used to rate alertness, and hypoxia symptoms were reported using a list of general hypoxia symptoms. Usability was evaluated in a questionnaire. Tactile guidance of slow deep breathing significantly increased (p <.001) the SpO2 - 88% (95% confidence interval (CI) [84%, 91%]) at rest and 85% (95% CI [81%, 88%]) during the cognitive task - compared with spontaneous breathing - 78% (95% CI [75%, 81%]) at rest and 78% (95% CI [76%, 80%]) during the cognitive task. This increase in SpO2 had no effect on the level of alertness and number of hypoxia symptoms. Pilots were positive about the intensity and sensation of the vibration signal, but had difficulty following the vibration pattern during the cognitive task. Pre-training may improve slow deep breathing technique during performance of cognitive tasks.

Attentional Tunneling in Pilots During a Visual Tracking Task With a Head Mounted Display.

OBJECTIVE: We examined whether active head aiming with a Helmet Mounted Display (HMD) can draw the pilot's attention away from a primary flight task. Furthermore, we examined whether visual clutter increases this effect. BACKGROUND: Head up display symbology can result in attentional tunneling, and clutter makes it difficult to identify objects. METHOD: Eighteen military pilots had to simultaneously perform an attitude control task while flying in clouds and a head aiming task in a fixed-base flight simulator. The former consisted of manual compensation for roll disturbances of the aircraft, while the latter consisted of keeping a moving visual target inside a small or large head-referenced circle. A "no head aiming" condition served as a baseline. Furthermore, all conditions were performed with or without visual clutter. RESULTS: Head aiming led to deterioration of the attitude control task performance and an increase of the amount of roll-reversal errors (RREs). This was even the case when head aiming required minimal effort. Head aiming accuracy was significantly lower when the roll disturbances in the attitude control task were large compared to when they were small. Visual clutter had no effect on both tasks. CONCLUSION: We suggest that active head aiming of HMD symbology can cause attentional tunneling, as expressed by an increased number of RREs and less accuracy on a simultaneously performed attitude control task. APPLICATION: This study improves our understanding in the perceptual and cognitive effects of (military) HMDs, and has implications for operational use and possibly (re)design of HMDs.

Using Galvanic Vestibular Stimulation to Induce Post-Roll Illusion in a Fixed-Base Flight Simulator.

INTRODUCTION: The illusions of head motion induced by galvanic vestibular stimulation (GVS) can be used to compromise flight performance of pilots in fixed-base simulators. However, the stimuli used in the majority of studies fail to mimic disorientation in realistic flight because they are independent from the simulated aircraft motion. This study investigated the potential of bilateral-bipolar GVS coupled to aircraft roll in a fixed-base simulator to mimic vestibular spatial disorientation illusions, specifically the "post-roll illusion" observed during flight.METHODS: There were 14 nonpilot subjects exposed to roll stimuli in a flight simulator operating in a fixed-base mode. GVS was delivered via carbon rubber electrodes on the mastoid processes. The electrical stimulus was driven by the high-pass filtered aircraft roll rate to mimic the semicircular canals' physiological response. The post-roll test scenarios excluded outside visual cues or instruments and required subjects to actively maintain a constant bank angle after an abrupt stop following a passive prolonged roll maneuver. The anticipated outcome was an overshot in roll elicited by the GVS signal.RESULTS: The responses across subjects showed large variability, with less than a third aligning with the post-roll illusion. Subjective ratings suggest that the high-pass filtered GVS stimuli were mild and did not induce a clear sense of roll direction. However, uncontrolled head movements during stimulation might have obscured the intended effects of GVS-evoked illusory head movements.CONCLUSION: The mild and transient GVS stimuli used in this study, together with the uncontrolled head movements, did not convincingly mimic the post-roll illusion.Houben MMJ, Stuldreher IV, Forbes PA, Groen EL. Using galvanic vestibular stimulation to induce post-roll illusion in a fixed-base flight simulator. Aerosp Med Hum Perform. 2024; 95(2):84-92.

Helicopter Pilot Performance and Workload in a Following Task in a Degraded Visual Environment.

BACKGROUND: In this study, we investigated the impact of a loss of horizon due to atmospheric conditions on flight performance and workload of helicopter pilots during a low-altitude, dynamic flight task in windy conditions at sea. We also examined the potential benefits of a helmet-mounted display (HMD) for this specific task.METHODS: In a fixed-based helicopter simulator, 16 military helicopter pilots were asked to follow a maneuvering go-fast vessel in a good visual environment (GVE) and in a degraded visual environment (DVE). DVE was simulated by fog, obscuring the horizon and reducing contrast. Both visual conditions were performed once with and once without an HMD, which was simulated by projecting head-slaved symbology in the outside visuals. Objective measures included flight performance, control inputs, gaze direction, and relative positioning. Subjective measures included self-ratings on performance, situation awareness, and workload.RESULTS: The results showed that in DVE the pilots perceived higher workload and were flying closer to the go-fast vessel than in GVE. Consequently, they responded with larger control inputs to maneuvers of the vessel. The availability of an HMD hardly improved flight performance but did allow the pilots to focus their attention more outside, significantly improving their situation awareness and reducing workload. These benefits were found in DVE as well as GVE conditions.DISCUSSION: DVE negatively affects workload and flight performance of helicopter pilots in a dynamic, low-altitude following task. An HMD can help improve situation awareness and lower the workload during such a task, irrespective of the visual conditions.Ledegang WD, van der Burg E, Valk PJL, Houben MMJ, Groen EL. Helicopter pilot performance and workload in a following task in a degraded visual environment. Aerosp Med Hum Perform. 2024; 95(1):16-24.

Understanding the combined effects of sleep deprivation and acute social stress on cognitive performance using a comprehensive approach.

Background: Sleep deprivation (SD) and acute social stress are common, often unavoidable, and frequently co-occurring stressors in high-risk professions. Both stressors are known to acutely induce inflammatory responses and an increasing body of literature suggests this may lead to cognitive impairment. This study examined the combined effects of total SD and acute social stress on cognitive performance and took a comprehensive approach to explore their (shared) underlying mechanism leading to cognitive decline. Method: We recorded cognitive performance on a response inhibition task and a multitask and monitored a range of inflammatory, psychophysiological and self-reported markers in 101 participants, both before and after one night of either sleep (control group: N = 48) or SD (N = 53), and both before and after a social stressor (Trier Social Stress Test). Results: SD decreased cognitive performance. The social stress test also results in cognitive performance decline in the control group on the response inhibition task, but improved rather than decreased performance of sleep deprived participants on both tasks. The subjective ratings of mental effort also reflect this antagonistic interaction, indicating that the social stressor when sleep-deprived also reduced mental effort. In the inflammatory and physiological measures, this pattern was only reflected by IL-22 in blood. SD reduced blood IL-22 concentrations, and the social stress reduced IL-22 in the control group as well, but not in sleep-deprived participants. There were no interactive effects of SD and social stress on any other inflammatory or psychophysiological measures. The effects of the social stress test on autonomic measures and subjective results suggest that increased arousal may have benefited sleep-deprived participants' cognitive performance. Discussion: SD generally decreased cognitive performance and increased required mental effort. By contrast, the isolated effects of a social stressor were not generic, showing a positive effect on cognitive performance when sleep deprived. Our study is the first that studied combined effects of sleep deprivation and acute social stress on cognitive performance and inflammatory markers. It provides a comprehensive overview of effects of these stressors on a range of variables. We did not show unequivocal evidence of an underlying physiological mechanism explaining changes in performance due to (the combination of) sleep deprivation and social stress, but consider IL-22 as a possible cytokine involved in this mechanism and certainly worth following up on in future research.

Hypoxia impairs reaction time but not response accuracy in a visual choice reaction task.

We investigated the effect of hypoxia on the reaction time (RT) and response accuracy of pilots performing a visual choice reaction task that corresponded to the scanning of helmet mounted display (HMD) symbology. Eighteen male military pilots performed the task in a hypobaric chamber at two simulated altitudes (92 m and 4572 m) in a single-blinded repeated measures and counter-balanced design. The visual stimuli were displayed in low and high contrast and at a 30- and 50-degree field of view (FoV). We measured the pilots' RT and response accuracy. Using an eye tracker, we measured the pilot's glance time at each stimulus location. Finally, we collected subjective ratings of alertness. The results show that hypoxia increased the RT and glance time. Lowering the stimulus contrast and increasing the FoV further increased the RT, independent of hypoxia. These findings provide no evidence for hypoxia-induced changes in visual contrast sensitivity or visual field. Instead, hypoxia seemed to affect RT and glance time by reducing alertness. Despite the increased RT, the pilots maintained their accuracy on the visual task, suggesting that visual scanning of HMD symbology may be resistant to the effects of acute hypoxia.

Effects of heat load and hypobaric hypoxia on cognitive performance: a combined stressor approach.

This study investigates how cognitive performance is affected by the combination of two stressors that are operationally relevant for helicopter pilots: heat load and hypobaric hypoxia. Fifteen participants were exposed to (1) no stressors, (2) heat load, (3) hypobaric hypoxia, and (4) combined heat load and hypobaric hypoxia. Hypobaric hypoxia (13,000 ft) was achieved in a hypobaric chamber. Heat load was induced by increasing ambient temperature to ∼28 °C. Cognitive performance was measured using two multitasks, and a vigilance task. Subjective and physiological data (oxygen saturation, heart rate, core- and skin temperature) were also collected. Mainly heat load caused cognitive performance decline. This can be explained by high subjective heat load and increased skin temperature, which takes away cognitive resources from the tasks. Only the arithmetic subtask was sensitive to hypobaric hypoxia, whereby hypobaric hypoxia caused a further performance decline in addition to the decline caused by heat load.Practitioner summary: Little is known about how multiple environmental stressors interact. This study investigates the combined effects of heat load and hypobaric hypoxia on cognitive performance. An additive effect of heat load and hypobaric hypoxia was found on a arithmetic task, which may be attributed to independent underlying mechanisms.

Orientation Comes First: Becoming Aware of Spatial Disorientation Interferes with Cognitive Performance.

BACKGROUND: Previous research has shown that experiencing motion stimuli negatively impacts cognitive performance. OBJECTIVE: In the current study, we investigate whether this impact relates to Type-II spatial disorientation (SD), to motion stimulus magnitude, or to an interaction of these factors. METHOD: Stimuli for participants (n = 23) consisted of Earth-vertical yaw rotations on a rotating chair in a completely darkened room. In the surprise condition, the stimulus started with subthreshold acceleration, followed by suprathreshold deceleration to a non-zero velocity, inducing a sensation of rotation that is opposite to the actual rotation revealed when the lights were switched on. In the no-surprise condition, the same changes in velocity were used, but starting from (almost) zero velocity, which induced a sensation of rotation in the same direction as the actual rotation. Participants performed a self-paced arithmetic task and measurement of their cognitive performance started after the environment was revealed. Stimulus magnitude was operationalized through higher or lower peak suprathreshold deceleration. RESULTS: The results revealed that counting speed decreased significantly when participants were surprised, constituting a large effect size. The proportion of counting errors likewise increased significantly when participants were surprised, but only in the high-magnitude condition. APPLICATION: The findings suggest that surprise caused by the recognition of SD has an involuntary disruptive effect on cognition, which may impact performance of piloting tasks. These results are relevant when modeling motion stimuli effects on performance, and when developing SD awareness training for pilots.

Leans Illusion in Hexapod Simulator Facilitates Erroneous Responses to Artificial Horizon in Airline Pilots.

OBJECTIVE: We tested whether a procedure in a hexapod simulator can cause incorrect assumptions of the bank angle (i.e., the "leans") in airline pilots as well as incorrect interpretations of the attitude indicator (AI). BACKGROUND: The effect of the leans on interpretation errors has previously been demonstrated in nonpilots. In-flight, incorrect assumptions can arise due to misleading roll cues (spatial disorientation). METHOD: Pilots (n = 18) performed 36 runs, in which they were asked to roll to wings level using only the AI. They received roll cues before the AI was shown, which matched with the AI bank angle direction in most runs, but which were toward the opposite direction in a leans-opposite condition (four runs). In a baseline condition (four runs), they received no roll cues. To test whether pilots responded to the AI, the AI sometimes showed wings level following roll cues in a leans-level condition (four runs). RESULTS: Overall, pilots made significantly more errors in the leans-opposite (19.4%) compared to the baseline (6.9%) or leans-level condition (0.0%). There was a pronounced learning effect in the leans-opposite condition, as 38.9% of pilots made an error in the first exposure to this condition. Experience (i.e., flight hours) had no significant effects. CONCLUSION: The leans procedure was effective in inducing AI misinterpretations and control input errors in pilots. APPLICATION: The procedure can be used in spatial disorientation demonstrations. The results underline the importance of unambiguous displays that should be able to quickly correct incorrect assumptions due to spatial disorientation.

The perception threshold of the vestibular Coriolis illusion.

BACKGROUND: 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. OBJECTIVE: This study determined the perception threshold associated with the Coriolis illusion. METHODS: 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. RESULTS: 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. CONCLUSIONS: 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.

Exposure to hypoxia impairs helicopter pilots' awareness of environment.

The purpose of the present study was to determine how hypoxia effects awareness of environment (AoE) in helicopter pilots operating at high altitude. Eight helicopter crews flew two operational flights in a flight simulator while breathing gas mixtures of 20.9% (equivalent to 0 m altitude) and 11.4% (equivalent to 4572 m or 15,000 ft altitude) oxygen in a single blinded, counterbalanced, repeated measures study. Each flight included five missions, during which environment items were introduced that the crews needed to be aware of, and respond to. In the 4572 m simulation, the crews missed overall 28 AoE items compared to 12 in the 0 m simulation (Z = -1.992; p = .046). In contrast, the crews' technical skills were not significantly effected by hypoxia. Remarkably, the majority of pilots did not notice they were hypoxic or recognise their hypoxia symptoms during the simulation flight at 4572 m. Practitioner summary We show that hypoxia has a detrimental effect on helicopter pilot's AoE and alertness. This can lead to an increased risk for flight safety. To mitigate this risk we recommend performing hypoxia training in a flight simulator, developing wearable systems for physiological monitoring of pilots and re-evaluating current altitude regulations. Abbreviations: ANOVA: Analysis of variance; AoE: awareness of environment; CSV: comma-separated values; HDU: helmet display unit; HR: heart rate; IQR: interquartile range; Mdn: median; NTS: non-technical skills; RNLAF: Royal Netherlands Air Force; PPM: parts per million; SpO2: oxygen saturation; SSS: Stanford sleepiness scale; TS: technical Skills.

Underestimation of self-tilt increases in reduced gravity conditions.

BACKGROUND: During large angles of self-tilt in the roll plane on Earth, measurements of the subjective visual vertical (SVV) in the dark show a bias towards the longitudinal body axis, reflecting a systematic underestimation of self-tilt. OBJECTIVE: This study tested the hypothesis that self-tilt is underestimated in partial gravity conditions, and more so at lower gravity levels. METHODS: The SVV was measured in parabolic flight at three partial gravity levels: 0.25, 0.50, and 0.75 g. Self-tilt was varied amongst 0, 15, 30, and 45 deg, using a tiltable seat. The participants indicated their SVV by setting a linear array of dots projected inside a head mounted display to the perceived vertical. The angles of participants' body and head roll tilt relative to the gravito-inertial vertical were measured by two separate inertial measurement units. RESULTS: Data on six participants were collected. Per G-level, a regression analysis was performed with SVV setting as dependent variable and head tilt as independent variable. The latter was used instead of chair tilt, because not all the participants' heads were aligned with their bodies. The estimated regression slopes significantly decreased with smaller G-levels, reflecting an increased bias of the SVV towards the longitudinal body axis. On average, the regression slopes were 0.95 (±0.38) at 0.75 g; 0.84 (±0.22) at 0.5 g; and 0.63 (±0.33) at 0.25 g. CONCLUSIONS: The results of this study show that reduced gravity conditions lead to increased underestimation of roll self-tilt.

Spatial Disorientation Survey Among Military Pilots.

BACKGROUND: Spatial disorientation (SD) remains a significant cause of accidents and near accidents. A variety of training methods have been used to assist pilots to anticipate the SD problem. The value of such training in the prevention of disorientation has been difficult to assess.METHODS: To study transfer of SD awareness training, we related reported incidents to the content and frequency of SD awareness training received. The questionnaire was completed by 368 out of 495 pilots; 189 currently flying fixed-wing, and 150 flying rotary-wing aircraft. On average, their age was 38, and they had 2466 flight hours on-type.RESULTS: Respondents gave high ratings for the importance of SD training and their awareness of SD, the latter being one of the training objectives. The amount of SD training received by respondents was positively correlated with ratings for appreciation and importance. Self-rated awareness was positively correlated with the number of reported SD experiences. Although the correlations were below 0.50, the results provide an indication that SD training is effective. In total, respondents reported 5773 SD experiences, 195 of them resulting in a serious risk for flight safety. Narratives of these serious events show that, in many cases, pilots managed their SD by carefully checking the flight instruments, and also by good crew coordination.DISCUSSION: The results of the survey provide some evidence, although based on subjective reports, for transfer of SD training. The results of the SD experiences can be used to improve the SD training in terms of content and frequency.Pennings HJM, Oprins EAPB, Wittenberg H, Houben MMJ, Groen EL. Spatial disorientation survey among military pilots. Aerosp Med Hum Perform. 2020; 91(1):4-10.

In-flight spatial disorientation induces roll reversal errors when using the attitude indicator.

We hypothesized that an incorrect expectation due to spatial disorientation may induce roll reversal errors. To test this, an in-flight experiment was performed, in which forty non-pilots rolled wings level after receiving motion cues. A No-leans condition (subthreshold motion to a bank angle) was included, as well as a Leans-opposite condition (leans cues, opposite to the bank angle) and a Leans-level condition (leans cues, but level flight). The presence of leans cues led to an increase of the roll reversal error (RRE) rate by a factor of 2.6. There was no significant difference between the Leans-opposite and Leans-level condition. This suggests that the expectation strongly affects the occurrence of an RRE, and that people tend to base their responses on motion cues instead of on information on the AI. We conclude that expectation and spatial disorientation have a large effect on piloting errors and may cause hazardous aircraft upsets.

Spatial Disorientation Influences on Pilots' Visual Scanning and Flight Performance.

BACKGROUND: Adequate instrument scanning is considered an important countermeasure against spatial disorientation (SD). Remarkably, literature on the relation between SD and pilots' visual scanning is scarce. The objective of this simulator study was to investigate the influence of SD on pilots' visual scanning and flight performance. METHODS: In a ground-based SD simulator, 10 novice military pilots were asked to manually fly 3 circuits. Unknowingly to the pilots, the final circuit contained one visual and four vestibular SD events. Simulator motion, flight performance, pilots' gaze direction, and control inputs were recorded and analyzed. Afterwards the pilots filled in a questionnaire about their recognition of events. RESULTS: Three of the five SD events significantly affected pilots' flight performance and gaze behavior. First, the false horizon during the cloud leans induced an unintended roll rate, 0.41 ± 0.36° · s-1, when the pilots were looking out the window. Second, the Coriolis illusion caused a 0.44 ± 0.18 s delay in the first glance to the attitude indicator and triggered an unintended roll rate, 1.25 ± 1.33° · s-1, and bank angle deviation of 3.4 ± 3.7° during the coordinated turn. Third, the somatogravic illusion affected pilots' pitch inputs on the stick, but this seems to be confounded by inaccurate simulation of the illusion. DISCUSSION: This study provides direct experimental evidence that SD can evoke inappropriate control inputs and can influence the pilots' scanning behavior, even when SD is not recognized. We conclude that gaze tracking provides useful feedback on the pilot's instrument scan during SD simulator training when using appropriate scenarios and simulator motion.Ledegang WD, Groen EL. Spatial disorientation influences on pilots' visual scanning and flight performance. Aerosp Med Hum Perform. 2018; 89(10):873-882.

Training Pilots for Unexpected Events: A Simulator Study on the Advantage of Unpredictable and Variable Scenarios.

OBJECTIVE: This study tested whether simulator-based training of pilot responses to unexpected or novel events can be improved by including unpredictability and variability in training scenarios. BACKGROUND: Current regulations allow for highly predictable and invariable training, which may not be sufficient to prepare pilots for unexpected or novel situations in-flight. Training for surprise will become mandatory in the near future. METHOD: Using an aircraft model largely unfamiliar to the participants, one group of 10 pilots (the unpredictable and variable [U/V] group) practiced responses to controllability issues in a relatively U/V manner. A control group of another 10 pilots practiced the same failures in a highly predictable and invariable manner. After the practice, performance of all pilots was tested in a surprise scenario, in which the pilots had to apply the learned knowledge. To control for surprise habituation and familiarization with the controls, two control tests were included. RESULTS: Whereas the U/V group required more time than the control group to identify failures during the practice, the results indicated superior understanding and performance in the U/V group as compared to the control group in the surprise test. There were no significant differences between the groups in surprise or performance in the control tests. CONCLUSION: Given the results, we conclude that organizing pilot training in a more U/V way improves transfer of training to unexpected situations in-flight. APPLICATION: The outcomes suggest that the inclusion of U/V simulator training scenarios is important when training pilots for unexpected situations.

Dealing With Unexpected Events on the Flight Deck: A Conceptual Model of Startle and Surprise.

OBJECTIVE: A conceptual model is proposed in order to explain pilot performance in surprising and startling situations. BACKGROUND: Today's debate around loss of control following in-flight events and the implementation of upset prevention and recovery training has highlighted the importance of pilots' ability to deal with unexpected events. Unexpected events, such as technical malfunctions or automation surprises, potentially induce a "startle factor" that may significantly impair performance. METHOD: Literature on surprise, startle, resilience, and decision making is reviewed, and findings are combined into a conceptual model. A number of recent flight incident and accident cases are then used to illustrate elements of the model. RESULTS: Pilot perception and actions are conceptualized as being guided by "frames," or mental knowledge structures that were previously learned. Performance issues in unexpected situations can often be traced back to insufficient adaptation of one's frame to the situation. It is argued that such sensemaking or reframing processes are especially vulnerable to issues caused by startle or acute stress. CONCLUSION: Interventions should focus on (a) increasing the supply and quality of pilot frames (e.g., though practicing a variety of situations), (b) increasing pilot reframing skills (e.g., through the use of unpredictability in training scenarios), and (c) improving pilot metacognitive skills, so that inappropriate automatic responses to startle and surprise can be avoided. APPLICATION: The model can be used to explain pilot behavior in accident cases, to design experiments and training simulations, to teach pilots metacognitive skills, and to identify intervention methods.

The perception of verticality in lunar and Martian gravity conditions.

Although the mechanisms of neural adaptation to weightlessness and re-adaptation to Earth-gravity have received a lot of attention since the first human space flight, there is as yet little knowledge about how spatial orientation is affected by partial gravity, such as lunar gravity of 0.16 g or Martian gravity of 0.38 g. Up to now twelve astronauts have spent a cumulated time of approximately 80 h on the lunar surface, but no psychophysical experiments were conducted to investigate their perception of verticality. We investigated how the subjective vertical (SV) was affected by reduced gravity levels during the first European Parabolic Flight Campaign of Partial Gravity. In normal and hypergravity, subjects accurately aligned their SV with the gravitational vertical. However, when gravity was below a certain threshold, subjects aligned their SV with their body longitudinal axis. The value of the threshold varied considerably between subjects, ranging from 0.03 to 0.57 g. Despite the small number of subjects, there was a significant positive correlation of the threshold with subject age, which calls for further investigation.