Vibrotactile stimulators and virtual 3-D audio countermeasures, training and motion sickness symptoms with a simulated graveyard spin illusion.

The vestibular system by itself is incapable of effectively compensating for the graveyard spin illusion. We examined two countermeasures, i.e., efficacy of vibrotactile stimulation around the waist and virtual 3-D audio presented independently and jointly for controlling a simulated graveyard spin. We also examined: a) additional training with these countermeasures to improve "intuitiveness;" b) included non-perturbation trials along with perturbation trials; and c) monitored changes in well-being as measured by a motion sickness scale from pre- to post-test and immediately following each trial. Ten volunteers received two training and two test sessions. The somatogyral illusion was generated by accelerating a chair for 24 s until it attained a peak rotation of 120 degrees /s and then stopped. Over the ensuing 40 s the chair rotated in one of two random perturbation patterns or remained stationary. During this period, participants were required to eliminate all movements of the chair by turning a knob in the opposite direction of perceived rotation. For the control trials, participants relied solely on vestibular signals to cancel perceived movements. For the experimental trials, vibrotactile stimulation around the waist, virtual 3-D audio, or both were presented. The mean Cancellation Error (CE) for the control trials was 52 degrees /s. The application of the countermeasures significantly reduced the CE. Additional training and testing did not improve intuitiveness. Perturbations to the chair resulted in a higher CE than no perturbations. Motion sickness symptoms showed no differences from pre- to post-test and very rarely reported after each trial.

Multisensory cueing for enhancing orientation information during flight.

The U.S. Air Force still regards spatial disorientation (SD) and loss of situational awareness (SA) as major contributing factors in operational Class A aircraft mishaps ($1M in aircraft loss and/or pilot fatality). Air Force Safety Agency data show 71 Class A SD mishaps from 1991-2004 in both fixed and rotary-wing aircraft. These mishaps resulted in 62 fatalities and an aircraft cost of over $2.OB. These losses account for 21 % of the USAF's Class A mishaps during that 14-yr period. Even non-mishap SD events negatively impact aircrew performance and reduce mission effectiveness. A multisensory system has been developed called the Spatial Orientation Retention Device (SORD) to enhance the aircraft attitude information to the pilot. SORD incorporates multisensory aids including helmet mounted symbology and tactile and audio cues. SORD has been prototyped and demonstrated in the Air Force Research Laboratory at Wright-Patterson AFB, OH. The technology has now been transitioned to a Rotary Wing Brownout program. This paper discusses the development of SORD and a potential application, including an augmented cognition application. Unlike automatic ground collision avoidance systems, SORD does not take over the aircraft if a pre-set altitude is broached by the pilot; rather, SORD provides complementary attitude cues to the pilot via the tactile, audio, and visual systems that allow the pilot to continue flying through disorienting conditions.

Acceleration in other axes affects +Gz tolerance: dynamic centrifuge simulation of agile flight.

BACKGROUND: Modern, thrust-vectored jet aircraft have the capability of developing multi-axis accelerations, especially during the performance of "supermaneuvers." These "agile" aircraft are capable of unconventional flight. The human consequences of this agile flight environment are unknown. METHODS: This multi-axis acceleration environment was studied on the Dynamic Environment Simulator gimbaled centrifuge. There were nine relaxed, unprotected subjects who were exposed to either lateral (+/- 1, +/- 2 Gy), transverse chest-to-back (+1, 2.5, or 4 Gx), or back-to-chest (-1 Gx) sustained acceleration. Positive C (+Gz) acceleration was then added beginning at 1.0 Gz by gradual onset (0.1 Gz x s(-1)) until the subjects lost nearly all of their vision. Baseline +Gz-only relaxed tolerances were measured before and after all combined Gy/Gz and Gx/Gz exposures. Heart rate, percent cerebral oxygen saturation, and cerebral blood volumes were collected during each exposure. RESULTS: Adding moderate transverse (+Gx) acceleration significantly reduced +Gz tolerance. Relaxed, unprotected +Gz tolerance was reduced approximately 0.25 G when 1.0 or 2.5 Gx was added to the increasing +Gz exposure. Adding moderate lateral Gy significantly increased +Gz tolerance. Relaxed, unprotected +Gz tolerance was increased approximately 0.5 G when +2 Gy or -2 Gy was added to the -Gz exposure. The decrease in cerebral blood volume was significantly less when +Gz was added to -1 Gx compared with the addition of +Gz to +Gx. CONCLUSIONS: Multi-axis sustained accelerations, such as those experienced during thrust-vectored aircraft maneuvers, can either enhance or reduce the +Gz tolerance of the pilot depending on the direction of the net gravitoinertial force. Gy acceleration in conjunction with Gz acceleration can enhance G tolerance. Gx acceleration in addition to Gz acceleration can reduce G tolerance.