Quantifying head impacts and neurocognitive performance in collegiate boxers.

Head impacts and neurocognition were quantified in 27 intercollegiate male boxers engaged in two, two-minute sparring rounds. Head impacts were measured using Instrumented Boxing Headgear (IBH). Pre and post-sparring neurocognitive performance was compared using two computerized neuropsychological test batteries (CNTs): Immediate Post-concussion Assessment and Cognitive Testing (ImPACT™) and Automated Neuropsychological Assessment Metrics - Military Battery (ANAM4® MIL). An average of 27.63 ± 17.87 impacts above the 9.6 g IBH threshold were recorded per boxer, with average peak linear acceleration of 23.48 ± 15.20 g and average peak rotational acceleration of 1761.40 ± 1064.34 rad/s2. Small, but measurable declines in delayed memory and improvement in response time from pre- to post-bout were noted. Number of impacts and concussion history predicted degraded memory performance. This is a unique quantification of head impacts in collegiate boxing, which were similar in frequency and location, but lower in magnitude as compared to amateur boxing. Improved understanding of impact kinematics may enhance safety in boxing and other contact sports. Subtle post-bout decrements in delayed memory performance and mild improvement in response time reinforce prior research and provide evidence of congruence in our two CNT assessments, which may facilitate comparisons of outcomes across settings utilizing these tests.

Physiological responses to the Coriolis illusion: effects of head position and vision.

INTRODUCTION: Changes in sympathetic outflow during Type II spatial disorientation are well documented. In this study we investigated the influences of head position and eye state (open or closed) on sympathetic activation. METHODS: There were 11 naive subjects (6 men, 5 women) who were tested in a General Aviation Trainer that accelerated at a subthreshold rate for 60 s until a constant angular velocity of 90 degrees x s(-1) was reached. Approximately 40 s later, subjects were instructed to tilt their heads along either the pitch or roll axis, stimulating a Coriolis illusion. Subjects reported the perceived intensity and duration of disorientation. Heart rate, heart rate variability, and electrodermal responses were recorded before, during, and after the period of disorientation. Each subject completed four trials, which were crossed combinations of head position and eye state. RESULTS: There were significant increases in heart rate and the electrodermal response during disorientation, but no significant change in heart rate variability. Head position had no significant effect on any physiological parameters or on the perceived intensity of disorientation; subjects reported a shorter duration of disorientation when the head was tilted into the roll versus the pitch axis. Eye state had no effect on heart rate, heart rate variability, or the intensity of disorientation, but the electrodermal response was somewhat greater, and the duration of disorientation shorter when eyes were open. CONCLUSIONS: The results suggest that head position and eye state (open or closed) do not need to be included as factors when investigating sympathetic outflow during a mild Coriolis illusion.

Rotation rate and duration effects on the somatogyral illusion.

INTRODUCTION: Aviation spatial disorientation mishaps remain a concern, especially due to their fatality rate. Some of the most insidious disorientations are due to vestibular stimuli in the absence of visual cues. A category of such disorientations are known as somatogyral illusions. METHODS: To determine the effects of spin rate and duration on the perception of the somatogyral illusion, we examined the subjective response of pilots and non-pilots to rotation around the yaw axis in a flight simulator in a manner that would mimic two vestibular illusions found in flight: the washout of the semi-circular canals following sustained turns, and the illusory counter-rotation following return to straight and level flight. There were 29 subjects (14 pilots) who were seated blindfolded in a flight simulator which accelerated to constant plateau rotation rates of 20, 70, and 120 degrees x s(-1) and then decelerated to stationary; plateaus were 10, 20, or 40 s. Subjects reported 1) the time when the perception of rotation ceased (i.e., the subjective time until washout was reached); 2) the relative magnitude of the counter-rotation experienced; and 3) the time until the perception of counter-rotation ceased. Subjects also manipulated a slider to provide a continuous subjective measure of their experience of rotation. RESULTS: The two time measures increased with increases in both the duration and magnitude of the spin. The increase in perceived washout time with spin rate was non-linear (geometric). There was an interaction between spin duration and spin rate on the experience of illusory counter-rotation magnitude such that at low rates, spin duration had no effect, but its effect increased at faster rates. The time constant of adaptation of the semicircular canals was estimated to be 8.3 s. DISCUSSION: The effects were validated against a model of semicircular canal and cupola adaptation, which predicted the data with high accuracy. Pilots and non-pilots did not differ in their illusory experience.

Structural testing of a juvenile prosthetic foot pylon.

Clinicians at the Shriner's Hospitals for Children have noticed unexpected catastrophic failures in the 2024-T3 aluminum prosthetic pylons of their juvenile patients. They postulated that small "dings", caused by sharp impacts with playground equipment or other obstacles, might be causing stress concentrations in the pylons. To investigate this, students at the United States Air Force Academy performed a series of tests to determine potential failure modes for the pylon. Initially, a technique for introducing small reproducible "dings" was established. These damaged specimens were then subjected to compressive axial tests to failure, axial fatigue tests (5-100 lbs at 5 Hz), and finally four point bending fatigue tests (370 in-lbs at 5 Hz). The maximum compressive load of the damaged specimen was virtually identical to that of the control specimen (14 kips), and the axial fatigue test was halted with no damage after one million cycles. Two bending fatigue tests resulted in cracks and eventual failure at the load application points of the fixture on the pylon. This has caused us to speculate that failure of the pylons is not due to the dings, but may be due to over-tightening of the pylon attachment points to the foot and the deficient limb. Further testing will be conducted to examine this possibility.

Effects of three helmet-mounted display symbologies on unusual attitude recognition and recovery.

BACKGROUND: Helmet-mounted displays (HMDs) allow pilots to view aircraft instrument information while looking to the side, away from the aircraft centerline axis. In that situation, pilots may lose attitude awareness and thus develop spatial disorientation. A secondary concern is the possible effects of visual conflict between the apparent motion of traditional, nose-referenced flight symbology and the off-axis view of the outside world. HYPOTHESIS: Alternative symbologies will provide improved attitude awareness for HMDs when compared with the conventional inside-out symbology now used with head-up displays (HUDs), if the HUD symbology is used on a HMD. METHODS: The 9 pilots were presented 48 randomly arranged unusual attitude conditions on a HMD. The three symbologies included: 1) the inside-out representation now used with fixed HUDs, which features a moving horizon and pitch ladder; 2) an outside-in display that depicts a moving aircraft relative to a fixed horizon; and 3) an inside-out novel symbology termed the grapefruit' display (GD). The background scene contained a mix of either a front view orientation or a side view one. Conditions were randomized within and across subjects. Subjective preferences were collected after the completion of all tasks. RESULTS: Analysis of variance repeated measures design revealed that stick input for the GD was significantly faster with fewer roll reversal errors than either of the other two. The time to recover to straight and level was significantly shorter for the front view orientation than the side view. Of the nine pilots, eight preferred the GD symbology as a method of presenting attitude information on the HMD. CONCLUSION: Results suggest the current HUD symbology is not the best way of displaying attitude information on the HMD. Given the conditions of this study, the best way of presenting the pilot with attitude information on the HMD is with the GD symbology.