短臂离心机诱发前庭本体性错觉形态多样性表现的观察

目的观察短臂离心机不同暴露阶段前庭本体性错觉的形态表现特点,探寻可用短臂离心机进行模拟训练的前庭本体性错觉类型。方法在SAC-Ⅲ型短臂离心机上对145名健康歼击机飞行员进行前庭本体性错觉模拟,观察其在离心机启动加速、匀速不动头、匀速动头和制动减速4个阶段的主观感觉。结果启动加速阶段诱发出前倾扭转错觉,诱发率47.6%;匀速不动头阶段诱发出前倾错觉,诱发率47.6%;匀速动头时诱发出科里奥利翻转错觉(包括头右旋和头左旋时)和科里奥利旋转错觉(包括头前倾和头回靠时),诱发率分别为95.2%,94.5%,68.3%和24.1%;制动减速阶段诱发出离心机反旋转错觉和后倾错觉,诱发率分别为100%和35.9%。各错觉诱发率差异有统计学意义(χ2=393.089,P0.01)。前倾扭转错觉、前倾错觉和后倾错觉均为躯体重力错觉,离心机反旋转错觉为躯体旋动错觉。结论在短臂离心机上可诱发出3种前庭本体性错觉:躯体旋动错觉、躯体重力错觉和科里奥利错觉,短臂离心机可用于以上错觉的地面模拟训练。     

短臂离心机不同转速暴露时飞行员前庭性错觉及前庭自主神经反应对比

目的 观察飞行员短臂离心机不同转速暴露时前庭性错觉诱发效果及前庭自主神经反应情况,寻求利用短臂离心机进行前庭性错觉地面模拟训练时的合适转速. 方法 90名健康歼击机飞行员根据不同离心机转速（21、30、37 r/min）分为3组,每组30人.参考电动转椅的前庭性错觉模拟训练方案,采用适合短臂离心机运行特点的前庭性错觉诱发方法,在SAC-Ⅲ型短臂离心机上进行反旋转错觉及科里奥利错觉模拟.每组仅进行1个转速下的错觉模拟.对比不同转速下飞行员错觉诱发情况及前庭自主神经反应情况. 结果 ①离心机不同转速时飞行员反旋转错觉、科里奥利翻转错觉（包括头右旋及左旋时）及科里奥利旋转错觉（包括头前倾和回靠时）的诱发率差异均有统计学意义（X2 ＝6.477～20.000,P＜0.01或P＜0.05）.21 r/min暴露时的诱发率低于30 r/min和37 r/min暴露时（x2＝0.073～0.351,P＞0.05）.②3种转速下,离心机反旋转错觉形态表现相同,但错觉强度随离心机转速加快而增强.科里奥利翻转错觉形态表现稳定,3种转速下其表现分布差异无统计学意义（（x2＝0.090、0.056,P＞0.05）.科里奥利旋转错觉形态表现较为多样,3种转速下头前倾时错觉形态表现分布差异无统计学意义（X2＝1.810,P＞0.05）;头回靠时错觉发生例数较少,未行统计学处理.③3种转速下前庭自主神经反应评分分值随转速增加而增高,且差异有统计学意义（F＝ 15.058,P＜0.01）;37 r/min暴露时的分值明显高于21 r/min和30 r/min暴露时（P＜0.01或P＜0.05）;30 r/min与21 r/min暴露时的分值差异无统计学意义（P＞0.05）. 结论 臂长2 m的短臂离心机上以30 r/min暴露时,飞行员前庭性错觉的诱发率较高,且前庭自主神经反应较轻,此转速用于飞行人员前庭性错觉的地面模拟训练较为合适.     

不同强度的科里奥利加速度刺激对人体主观感觉及眼震的影响

目的观察不同强度的科里奥利加速度刺激对人体主观感觉及眼震的影响,以探讨科里奥利错觉与不同强度的科里奥利加速度刺激间的相关性及眼震电图作为反映科里奥利错觉客观指标的可行性.方法在VTS-Ⅲ型前庭功能评定系统上,12名男性青年健康志愿者,每人按随机次序分别接受三次不同强度(π2/30、π2/20、π2/15cm/s2)的科里奥利加速度刺激2每次刺激后休息5min再进行下一次刺激.在刺激过程中嘱受试者用秒表记录下主观感觉(即科里奥利错觉)持续时间,并实时记录下受试者的眼震电图(包括水平眼震与垂直眼震),刺激后询问受试者的错觉形态.三次刺激完后让受试者对三次的错觉强度进行比较.结果不同强度的科里奥利加速度刺激对错觉形态具有一定影响,错觉持续时间、错觉强度随科里奥利加速度的增加而增加(P＜0.05),不同科里奥利加速度刺激下的眼震电图各参数差别均无显著性意义(P＞0.05).结论科里奥利错觉强度、错觉持续时间随科里奥利加速度的增加而增加,错觉形态也随之有一定的改变,但伴随的眼震电图各参数并没有明显变化.     

径向加速度作用下科里奥利错觉的空中诱发

目的 建立Y轴径向加速度作用下科里奥利错觉的空中模拟方案,为我军飞行员进行错觉训练提供依据。方法在歼教-7飞机上,由同一名飞行教员在前舱带飞,10名男性受试飞行员分别在后舱闭眼并在盘旋时由低头位抬头,在规定的时间点报告感觉到的飞机姿态,记录其语音信号,同时用飞行参数记录系统记录飞机的实际姿态、并与飞机实际姿态比较,判断受试飞行员是否出现错觉。结果 在盘旋时抬头诱发出坡度变化错觉7人次(左坡度增大1人次,左坡度减少6人次),诱发成功的比例为7/10;右盘旋时抬头有8人次诱发出错觉(右坡度增大1人次,右坡度减少7人次),诱发成功的比例为8/10。结论 本训练方案可以在飞行员受到一定Y轴径向加速度作用时诱发出科里奥利错觉,可以应用于该错觉的空中模拟训练。     

短臂离心机不同转速暴露时躯体重力错觉及前庭自主神经反应对比

目的观察短臂离心机不同转速暴露时躯体重力错觉诱发效果及前庭自主神经反应情况,寻求短臂离心机用于地面模拟训练的适合转速。方法在SAC-Ⅲ型短臂离心机不同转速下,对105名健康歼击机飞行员进行躯体重力错觉模拟,对比错觉诱发情况及前庭自主神经反应情况。结果短臂离心机启动加速、匀速运行及制动减速阶段可分别诱发出前倾扭转错觉、前倾错觉及后倾错觉等躯体重力错觉,3种转速下各躯体重力错觉形态表现相同,但错觉强度随离心机转速加快而增强。37 r/min暴露时,各错觉诱发率均大于30 r/min和21 r/min暴露时的诱发率(P0.01);30 r/min和21 r/min暴露时,各错觉诱发率差异均无统计学意义P0.05)。3种转速下前庭自主神经反应评分分值随转速增加有增高趋势,但差异无统计学意义(P0.05)。结论 37 r/min短臂离心机暴露时躯体重力错觉的诱发率高,且前庭自主神经反应较轻,此转速用于飞行人员躯体重力错觉的地面模拟训练较为适合。     

超重飞行中飞机姿态改变模拟超G错觉

目的　观察盘旋飞行时由飞机姿态突然改变所诱发的超G错觉,为我军飞行员进行该错觉的训练提供依据。　方法　根据超G错觉理论和地面试验结果设计飞机以一定坡度盘旋过程中突然改变倾斜角度的飞行方案,在歼教7 飞机上,由1 名飞行教员在前舱按此方案带飞11 名受试飞行员,受试飞行员在后舱闭眼体会飞机姿态,在规定的时间点报告感觉到的飞机姿态,对此知觉与飞行参数记录系统记录的飞机实际姿态进行同步比较,判断飞行员是否出现错觉及错觉程度。每名受试飞行员体验1次。　结果　记录有效架次9架次(9人次),8人次出现对飞机坡度改变夸大的错觉,飞机以60°坡度飞行时实际改变坡度9 8°±0 7°,飞行员感觉到的坡度变化平均为20 4°±8 5°。　结论　超重飞行中,飞行员会对飞机姿态的改变产生夸大的错觉,飞行员可通过体验这种错觉以预防由此引发的事故。本飞行方案可以供该错觉的空中模拟体验训练之用。     

军事飞行员前庭诱发肌性电位临床正常值的建立

目的记录中国空军战斗机飞行员前庭诱发肌性电位（VEMP）参数,以便建立战斗机飞行员的正常值数据。方法 40名现役健康战斗机飞行员作为受试者,采用短纯音双侧给声双侧进行了记录。记录40名健康飞行员VEMP的p13和n23波潜伏期、p13/n23波间幅度以及双侧幅度不对称比,以获得正常值数据。结果 40名健康飞行员均记录到VEMP。p13波的潜伏期为（13.50±1.20）ms;n23波的潜伏期为（21.35±1.60）ms;p13/n23波间幅度为（169.70±38.50）μV;双侧幅度的不对称比（AR）为0.12±0.11。结论本研究建立了军事飞行员VEMP参数标准的常模,为促进VEMP在军事飞行员医学选拔鉴定中的应用,提供了实验依据。     

军事飞行员垂直半规管功能的检测与研究

目的 建立垂直半规管功能的测量方法,对部分战斗机飞行员和地面人员进行垂直半规管功能的检测,初步确定战斗机飞行员垂直半规管功能的特征.方法 暗室中受试者在转椅上通过特制头托头后仰60°,同时头左倾或右倾45°,使两侧前、后垂直半规管分别位于水平面,采取90°/s恒速旋转后急停刺激模式,记录旋转后眼震电图,分别对两侧前垂直半规管、两侧后垂直半规管受刺激引起的垂直眼震的持续时间、最大慢相速度、慢相速度衰减时间常数及各参数间的两侧不对称比进行计算分析,建立垂直半规管功能的测量方法.结果 对35名男性现役战斗机飞行员和20名地面人员进行垂直半规管功能检测,飞行员右前、左后垂直半规管受刺激引起的眼震的持续时间(s)、最大慢相速度(°/s)、慢相速度衰减时间常数及各参数间的两侧不对称比分别为28.6±6.8和29.6±7.9、 35.7±20.6和29.6±27.6、25.5±3.8和23.7±5.6,及(21.4±3.5)%、(18.5±10.5)% 、(19.6±3.7)%;右后、左前垂直半规管受刺激引起的眼震的各参数分别为26.8±4.2和25.9±5.8、34.5±17.7和27.9±23.5、23.2±2.9和21.5±3.1,及(18.3±5.4)%、(21.3±12.4)%、(18.7±4.6)% .同地面人员相比,飞行员垂直眼震的最大慢相速度降低(P＜0.05),慢相速度衰减时间常数延长(P＜0.05).结论 在现有的前庭功能检查系统的基础上,采用一定的头位,建立了垂直半规管功能的检测方法,并初步揭示了飞行员垂直半规管功能特征,显示了长期飞行对飞行员垂直半规管功能的影响.     

飞行中诱发前庭性错觉训练矫治严重空间定向障碍一例

飞行中诱发前庭性错觉训练矫治严重空间定向障碍一例徐安庆于立身关键词（ＫＥＹＷＯＲＤＳ）错觉（Ｉｌｕｓｉｏｎ）健康状况（Ｈｅａｌｔｈｓｔａｔｕｓ）中国图书资料分类法分类号Ｒ８５２．３２一、对象与方法患者，男，３２岁，某部飞行员，飞行总时间１２００ｈ，仪...     

视动刺激和前庭刺激对视动错觉的交互作用

目的研究受试者在视动刺激和前庭刺激（头动）同时作用下视动错觉的变化规律，分析视动错觉的变化与相应诱发的运动病之间的关系。方法受试者２６名。利用视球旋转产生视动刺激和视动错觉；以头动实现前庭刺激。错觉和头动均为三个轴向，即翻转、滚转和偏转。受试者被安排参加偏转视动组、滚转视动组和翻转视动组三个试验组。按拉丁方排列试验，每次试验持续１０ｍｉｎ。结果①在同一视动刺激条件下，头动使视动错觉发生率比头静时有降低趋势。偏转视动刺激时翻转头动和滚转头动使视动错觉发生率显著降低。此时的运动病症状显著加重。②在同一头动状态下，偏转视动错觉发生率最高，滚转视动错觉居中，翻转视动错觉最低。这一顺序与头静状态时一致。③三种头动状态下，不同种类视动错觉的强弱顺序与相应的运动病严重程度基本吻合。结论头动对视动错觉发生率有明显影响。     

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.     

The occurrence of the vection illusion among helicopter pilots while flying over water

U.S. Coast Guard helicopter pilots were questioned on the occurrence of the vection illusion while flying over water under different light and sea conditions. A total of 267 (79.9%) pilots completed the study questionnaire. The illusion of vection was experienced by 248 (92.5%) of these pilots. The majority of the pilots, 209 (84.6%), reported that dark rather than light visual conditions increased the likelihood of experiencing vection. Vection was considered likely to occur over rough seas by more pilots [114 (46.2%)] then over smooth seas [81 (37.8%)]. Several pilots commented that they had responded to the illusion with aircraft movement. The vection illusion is a common experience among helicopter pilots while flying over open water. Low light conditions and rough sea states are conducive to experiencing the vection illusion. Pilots may respond to the illusion with aircraft control movements, which raises flight safety concerns.     

空军飞行员飞行错觉后反应分析

目的 掌握现阶段空军飞行员发生飞行错觉后反应状况,以期制定相应对策. 方法 运用"飞行错觉水平量表"对来院疗养的1275名空军飞行员进行飞行错觉问卷调查. 结果 有效量表1221份,飞行错觉总发生率为91.5%,发生错觉后看仪表不能克服的占8.1%,发生错觉后影响操纵的占32.7%,发生了错觉不知道的占6.9%,发生错觉后不能识别周围环境的占1.4%,出现不适症状的占56.6%.歼击机、强击机飞行员飞行错觉后的反应水平明显高于其他机种(P＜0.05).结论 空军飞行员飞行错觉后反应影响飞行安全,急待建立飞行错觉系统训练体系,减少飞行错觉后反应发生,降低飞行错觉反应水平. Abstract： Objective To investigate the Air Force pilots' response to the flight illusion for finding countermeasures. Methods A questionnaire entitled" the level scale of flight illusion" was inquired from 1275 pilots. Results The incidence of flight illusion was 91. 5% by analyzing 1221applicable replies. Among which even 8. 1% pilots could not overcome the illusions by observing instruments. 32.7% pilots reported illusion caused difficulties on aircraft control while 6.9% and 1.4% pilots respectively showed unawareness of illusion and lost the awareness of environment when illusion happened. 56. 6% pilots appeared discomfort. Fighter and attacker pilots showed stronger response than the other type of aircrafts' (P＜0.05). Conclusions Pilot's negative responses to flight illusions have effectively influenced flight safety. It is suggested to build up corresponding training system to control the pilot's negative response to flight illusions.     

高性能战斗机飞行员前庭习服训练效果观察

目的 通过前庭习服训练,提高高性能战斗机飞行员前庭稳定性,以降低空晕病的发生.方法 应用VTS-0型电动转椅对45例前庭稳定性评定等级为D、E级的高性能战斗机飞行员进行每天1次,持续2周的前庭习服训练,记录训练前后前庭稳定性评定中的Coriolis加速度耐受值及训练耐受时间.结果 训练后,45例高性能战斗机飞行员的前庭稳定性较训练前有不同程度提高,均达到C级以上,Coriolis加速度耐受值和训练耐受时间明显提高,且有统计学意义(t=14.55、12.66,P＜0.01).结论 前庭习服训练对提高高性能战斗机飞行员的前庭稳定性效果明显. Abstract： Objective To explore the effects of vestibular accliratization training of highperformance fighter pilots for improving their vestibular stability and reducing airsickness. Methods Forty-five high-performance fighter pilots, who were graded as D and E in vestibular stability evaluation, performed vestibular acclimatization training by VTS-0 rotational chair once a day for 2weeks. In vestibular stability evaluation, tolerated Coriolis acceleration value and endurable duration of rotation were compared between the states before and after training.Results All 45 pilots'vestibular stability was variously improved and reached or exceeded grade C by training. Tolerated Coriolis acceleration value and endurable duration were significantly increased (t=14.55, 12.66, P＜0.01).Conclusions Vestibular acclimatization training shows significant effects on improving the vestibular stability of high-performance fighter pilots.     

Visual scene effects on the somatogravic illusion.

This study attempted to determine which visual scene cues are most effective in overcoming the somatogravic illusion (SGI), a form of spatial disorientation that occurs when a shift in the resultant gravitoinertial force vector created by a sustained linear acceleration is misinterpreted as a change in pitch or bank attitude. Nine subjects were exposed to a gravitoinertial force shift of -30 degrees in the pitch plane, both with their eyes closed and while viewing computer-generated visual scenes through a wide field-of-view head-mounted display. The scenes depicted acceleration over a shoreline by means of horizon, texture, perspective, and color cues that were presented both in isolation and in various combinations. None of the scenes significantly reduced the magnitude of the SGI relative to the eyes-closed (baseline) pitch illusion, even though the textured scenes produced some linear vection. It remains to be established whether low-cost head-mounted visual displays can reliably reduce the magnitude of the SGI and other spatially disorienting illusions.     

Simulator-induced spatial disorientation: effects of age, sleep deprivation, and type of conflict

INTRODUCTION: Spatial disorientation mishaps are greater at night and with greater time on task, and sleep deprivation is known to decrease cognitive and overall flight performance. However, the ability to perceive and to be influenced by physiologically appropriate simulated SD conflicts has not previously been studied in an automated simulator flight profile. METHODS: A set of 10 flight profiles were flown by 10 U.S. Air Force (USAF) pilots over a period of 28 h in a specially designed flight simulator for spatial disorientation research and training. Of the 10 flights, 4 had a total of 7 spatial disorientation (SD) conflicts inserted into each of them, 5 simulating motion illusions and 2 involving visual illusions. The percentage of conflict reports was measured along with the effects of four conflicts on flight performance. RESULTS: The results showed that, with one exception, all motion conflicts were reported over 60% of the time, whereas the two visual illusions were reported on average only 25% of the time, although they both significantly affected flight performance. Pilots older than 35 yr of age were more likely to report conflicts than were those under 30 yr of age (63% vs. 38%), whereas fatigue had little effect overall on either recognized or unrecognized SD. DISCUSSION: The overall effects of these conflicts on perception and performance were generally not altered by sleep deprivation, despite clear indications of fatigue in our pilots.     

不同轴向的径向加速度对科里奥利错觉的影响

目的 X、Y轴向的径向加速度对科里奥利错觉的影响。方法 分别对10名青年男性健康志愿者在GL－2000高级空间定向模拟器上，由X轴向径向加速度为 0.27Gx与0Gz时，Y轴向径向加速度为 0.27Gy或0Gy时等量的科里奥利加速度刺激（0.16cm/s^2)引起的科里奥利错觉形态、持续时间、强度进行了比较。结果 同无径向加速度作用相比，在X轴向径向加速度为0.27Gx及Y轴向径向加速度为0.27Gy时，等量的科里奥利加速度刺激引起的科里奥利错觉形态不改变，错觉持续时间明显降低（P＜0.05)，错觉强度明显增强（P＜0.05)。结论 X、Y轴向径向加速度对科里奥利错觉形态无影响，对错觉持续时间及强度均有一定影响，必须加强对径向加速度作用下的科里奥利错觉的预防与克服措施的研究。     

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.