Search

Neck pain associated with helmet‐wear is an occupational health problem often observed in helicopter pilots and aircrew. Whether aircrew helmet wearing is associated with physiological and biomechanical differences between sexes is currently unknown. This study investigated neuromuscular activation patterns during different helmet‐wearing conditions. The helmet load was manipulated through a novel Helmet Balancing System (HBS) in healthy, non‐pilot male and female participants (n = 10 each, age 19–45 years) in two phases. Phase A assessed the acute effects of helmet‐wear on neck muscles activation during head movements. Phase B examined changes in muscle activity and cervical disc height after wearing a helmet for 45 min. In Phase A, muscle activity was similar between sexes in many movements, but it was higher in female participants when wearing a helmet than in males. The HBS reduced muscle activity in both sexes. In Phase B, female participants exhibited a greater level of muscular fatigue, and male participants' cervical disc height was significantly decreased [5.7 (1.4) vs. 4.4 (1.5) mm, P < 0.001] after continuous wearing. Both sexes showed no significant change in muscle fatigue and disc height [male: 5.0 (1.3) vs. 5.2 (1.4) mm, P = 0.604] after applying HBS. These findings demonstrate sex‐specific physiological and biomechanical responses to wearing a helmet. They may indicate different postural and motor control strategies, associated with different neck pain aetiologies in male and female aircrew, the knowledge of which is important to reduce or prevent musculoskeletal injuries associated with helmet wearing. What is the central question of this study?Do sex differences exist in the neck physiological response to helmet‐wearing?What is the main finding and its importance?Sex differences exist in both the acute response and after 45 min of helmet wearing: during a given head movement, female participants' muscle activity was greater than male participants' and females also demonstrated greater muscular fatigue after continuous helmet‐wear than males while cervical disc height showed a significant reduction after 45 min helmet‐wear in males only. These findings could provide insight into future training or injury prevention strategy for pilots. [ABSTRACT FROM AUTHOR]

INTRODUCTION: A ccessible spaceflight may seem a distant concept. As part of a diverse European Space Agency funded Topical Team, we are working on the physiological feasibility of space missions being undertaken by people with physical disabilities. Here, the first activity of this team is presented in the form of key lessons learned from aviation to inform new work on space missions. DISCUSSION: The first lesson is agreeing on realistic expectations about impairments, their severity, and the possibility of flying independently. This is important in terms of astronaut recruitment and societal expectations. The second lesson relates to training and adjustments for people with disabilities. Flexibility is important while maintaining safety for everyone involved. The third lesson is about managing unconscious bias from the different stakeholders. We conclude by arguing that engagement with people from different backgrounds is essential for the success of the first space mission with people with physical disabilities. [ABSTRACT FROM AUTHOR]

INTRODUCTION: G tolerance has been widely assessed using Peripheral Light Loss (PLL), but this approach has several limitations and may lack sensitivity. The aim of this study was to investigate the use of a foveal visual endpoint for centrifuge research (Grating Loss; GL) and assess its repeatability, reliability, and usability with PLL as a reference. METHODS: A total of 11 subjects undertook centrifuge assessment. Gradual onset sessions (GOR; 0.1G · s−1) measured both endpoints simultaneously and were performed twice, consisting of six determinations with anti-G suits activated (GOR-On) and six without (GOR-Off). Four determinations of each endpoint were also taken during rapid onset runs (ROR; 3G · s−1). Usability was scored subjectively. RESULTS: The GL endpoint was reached 0.3–0.5 Gz lower than PLL with each endpoint correlating strongly in GOR-Off (r = 0.93), GOR-On (r = 0.95), and ROR (r = 0.86). The GL had excellent test–retest repeatability (intraclass correlation coefficient: GOR-Off/On = 0.99, ROR = 0.92) and low within-subject variability. Between-subject variance equaled PLL in all conditions. Subjective usability endpoint ratings were equal for all conditions. DISCUSSION: For the 11 individuals tested, the GL was a reliable, repeatable, and usable endpoint, with similar performance to PLL. GL may prove useful as a supplementary endpoint for human centrifuge research as a secondary data point or to reduce fatigue in repeated measurements. The foveal GL stimulus was lost before PLL, contrary to popular models of visual changes under +Gz. [ABSTRACT FROM AUTHOR]

New Findings: What is the central question of the study?The aim was to determine the effects of duration of acceleration in the cranial–caudal direction (+Gz) on acceleration atelectasis and identify measurement techniques that can be used to assess it.What is the main finding and its importance?Non‐invasive measurement of acceleration atelectasis using electrical impedance tomography and estimates of pulmonary shunt provide more detailed assessment of acceleration atelectasis than traditional forced vital capacity measures. Using these techniques, it was found that as little as 30 s of exposure to +Gz acceleration can cause acceleration atelectasis. The results of the present study will allow a more accurate and detailed assessment of acceleration atelectasis in the future. Recently, there have been reports of acceleration atelectasis during fast jet flight despite the use of systems designed to minimize this. Before further investigation of this, indices suitable for use in applied settings and identification of acceleration durations that elicit it are required. Fifteen non‐aircrew subjects underwented five centrifuge exposures lasting 15, 30, 60 and 2 × 90 s with a plateau of +5 Gz (acceleration in the cranial‐caudal direction) while breathing 94% O2 during all but one control exposure (21% O2). Lung volumes and gas exchange limitation were assessed after each exposure. Regional lung impedance and compliance were measured after Gz exposure using electrical impedance tomography and the forced oscillatory technique, respectively. The presence of acceleration atelectasis was confirmed by reductions of 10–17% in vital and inspiratory capacity after 60 and 90 s Gz exposures (P < 0.05) and resulted in reduced regional lung impedance and a gas exchange limitation of 8.1 and 12.5%, respectively (P < 0.05). There was also a small but significant decrease in regional lung impedance after 30 s exposures. Functional residual capacity and lung compliance were unchanged in atelectatic lungs (P > 0.05). In the majority of individuals, >60 s of Gz exposure while breathing 94% O2 causes acceleration atelectasis. Electrical impedance tomography and the measurement of gas exchange limitation provide useful indicators of acceleration atelectasis. Acceleration atelectasis exerts its effects primarily through basal lung closure and reflex inspiratory limitation, both of which can be reversed by performing three maximal inspiratory breathing manoeuvres. [ABSTRACT FROM AUTHOR]

The article presents the discussion on systematic algorithm being used for advanced life support (ALS) and CPR in microgravity.

Introduction: During centrifuge-simulated suborbital spaceplane flights, launch and re-entry frequently cause visual symptoms, and G-induced loss of consciousness can occur. G-related effects may be more prominent during re-entry from microgravity on actual flights. A modified anti-G maneuver that does not involve a breath strain and is suitable for members of the public may be effective against these effects., Methods: Recruited were 13 healthy subjects (age range 34-82 yr) who had experienced visual symptoms during centrifuge-simulated suborbital centrifuge profiles as part of a previous study. Onset and duration of greyout were recorded during an acceleration profile simulating spaceplane launch and re-entry in an upright seated position. The profile was undertaken twice: once in a relaxed state and once while undertaking anticipatory muscle tensing consisting of pre-tensing the leg and abdominal muscles (i.e., the muscle tensing component of a standard aircrew anti-G straining maneuver)., Results: Muscle tensing was well tolerated and prevented 100% of greyout on launch and 54% of greyout on re-entry, as well as delaying the onset of greyout when it did occur on re-entry. Combined with the previous study's data, this indicates an overall population incidence of greyout of ∼70% on launch, falling to zero with muscle tensing, and ∼80% on re-entry, falling to ∼37% with muscle tensing., Discussion: Anticipatory pre-tensing of leg and abdominal muscles prevented greyout completely during the launch phase and partially during re-entry, and should be considered as part of routine suborbital spaceplane operations. Studies providing relevant data from actual flights are required. Pollock RD, Britton JK, Green NDC, Hendriksen D, Hodkinson PD, Anderton RA, Smith TG. Prevention of G-induced effects on vision and consciousness during simulated suborbital spaceflight. Aerosp Med Hum Perform. 2024; 95(12):897-901.