Effects of Spatial Disorientation on Human Performance Report

This report explores the effects of spatial disorientation on human performance, focusing on the interplay of sensory inputs and their impact on orientation. It examines the role of visual, auditory, vestibular, and proprioceptive systems in maintaining spatial awareness. The report highlights the importance of visual references, including central and peripheral vision, and discusses conditions that can influence the occurrence of spatial disorientation. Furthermore, it provides strategies, including aviation medicine instruction and standard operating procedures (SOPs), to mitigate the adverse effects of disorientation, particularly for pilots. The report references key studies to support its analysis, offering a comprehensive understanding of the issue and potential solutions.

Running head: Effects on human performance
Effects on human performance
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If not fixed, spatial disorientation can contribute both to loss of control and managed
flight to the ground. All people are hard-wired into the likelihood of becoming spatially
disoriented. In reality, it is the correct operation of the spatial orientation system that gives the
impression because, as this is a framework that human have evolved to assume, it is especially
difficult to accept that certain individuals, under certain conditions, are not accustomed to what it
looks like (Stott, 2013). Spatial orientation is the capacity to detect motion and three-dimensional
location relative to the surrounding environment (for pilots a fourth dimension–time can be
included). The humans (and most animals) are capable of achieving this by incorporating
automatics, the sub consciousness of many sensory inputs like the primary senses of sight and
hearing, which provide a wide range of visual perception as well as a fixation on the specifics of
the stimulus and contact. The crew may be space-disoriented while making an approach to an
aerodrome or runway. This is considered lack of knowledge of the case. Although the nature of
the aircraft is different from somatogravic and somatogyral illusions, it can also be called spatial
desorientation, believing that the aircraft is situated elsewhere (in the air) (Bałaj et al., 2019). In
fact, if not changed, the potential implications are the same. Three primary sensory sources:
auditory, vestibular and proprioceptive, cause spatial disorientation. The body depends on an
exact vision and perceptual convergence of all three mechanisms to obtain an acceptable
orientation. The resulting effect can be spatial disorientation if auditory, vestibular and
proprioceptive inputs differ in severity and position and duration (Krueger, 2011). The human
eye offers visual and spatial awareness that guarantees that 80% of the sensory inputs required to
maintain orientation are received. In the inner ear, the vestibular system contributes 15%. The
sensory inputs in the skin, muscle, tendons and joints represent 5 percent of the sensory
information used for orientation. The brain will then decode and understand intricate interaction

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between these sensory inputs. Inaccuracy or misinterpretation of these three information sources
can trigger sensory loss, contributing to different perceptions of the visual or vestibular (Krueger,
2011). The most important contributor to proper spatial orientation during the flight is the visual
reference. The visual focus of both central (foveal) and peripheral (ambient) is synergistic. For
target recognition, central vision is used. It is managed deliberately, needs constant attention and
can be disturbed quickly. Central vision provides great clarity, strong identification of the target
and includes the plurality of retinal cones that lead to increased awareness of the light. Peripheral
vision is often automatic, needs little attention and cannot be disturbed. Peripheral vision is used
to gather and classify general environmental knowledge (Meeks & Bell, 2018). The pilot will
gather information on space, speed and depth through the use of visual references. Different
instruments, like binoculars, monoculars, motion parallax and retinal picture scale, are used to
create the visual reference. Binocular view uses variations between retinal artifacts to determine
the direction and orientation of items and is accurate up to 200 meters away for objects or
scenery. Monocular vision allows the visual field to be extended at the expense of limited
perception of distance (Meeks & Bell, 2018).
Conditions that influence the occurrence of spatial disorientation by pilots include:
 Physical conditions including temperature, evening, length of the flight or form of
operation.
 Physiological conditions such as cancer, drug and fatigue and self-medication.
 Pilot training, readiness for the mission, etc. is other considerations.
In order to decrease the chances that pilots respond adversely to spatial disorientation, air
controllers should conduct the following work:

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 Aviation medicine instruction to involve knowledge of a vestibular system.
 Human factors research to understand the causes for all forms of information on
the health of (and visual) disorientation requires all events and injuries related to
SOPs for the recovery of any alleged case of spatial disorientation.
 For the flight instrument review, flight indicator control, cross-checks and
tracking, standard operating procedures (SOPs) in all flight phases.
 SOPs for ensuring adequate briefing of essential flight phases (start, descent,
approach and landing) also comprise of contingency steps, including balking
landing in case of unforeseen events.
 Standard operating procedures (SOPs) for flight, control and tracking, controlled
strategies (SOPs) often prefer instrument approaches in place of visual
approaches, and may even prohibit visual approaches at night (Bałaj et al., 2019).

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References
Bałaj, B., Lewkowicz, R., Francuz, P., Augustynowicz, P., Fudali-Czyż, A., Stróżak, P., &
Truszczyński, O. (2019). Spatial disorientation cue effects on gaze behaviour in pilots
and non-pilots. Cognition, Technology & Work, 21(3), 473-486.
Krueger, W. W. (2011). Controlling motion sickness and spatial disorientation and enhancing
vestibular rehabilitation with a user‐worn see‐through display. The
Laryngoscope, 121(S2), S17-S35.
Meeks, R. K., & Bell, P. M. (2018). Aerospace, Physiology Of Spatial Orientation. In StatPearls
[Internet]. StatPearls Publishing.
Stott, J. R. R. (2013). Orientation and disorientation in aviation. Extreme physiology &
medicine, 2(1), 2.