Search

(1) determine if untrained, normal-hearing listeners could learn, with regimented practice trials, to localise a dissonant tonal complex while wearing electronic hearing protectors and achieve equivalent performance to the unoccluded ear, (2) determine if different protector designs affect the localisation learning curve, and (3) determine if a sequential training regimen could be used to determine whether a device is not amenable to training effects. All subjects completed paired training and testing trials, in 12 Learning Units (LU), first with the open ear., then half with device A, a US Army TCAPS (INVISIO® X50), and the other half with device B (a prototype). Both groups then finished with the opposite device. Ten subjects participated, with thresholds below 25 dBHL, bilateral symmetry below 15 dBHL, and naivety with electronic protectors and localisation testing. Subjects eventually approached their open ear capability with device A, but never reached equivalent open ear nor asymptotic performance with device B. Depending upon a protector's sound transduction, frequency response, and other characteristics, different amounts of training are required to adapt. The training protocol has value in determining device acceptability based on the training burden required, especially when mission-related localisation performance is important. [ABSTRACT FROM AUTHOR]

Objective: To design a test battery and conduct a proof-of-concept experiment of a test method that can be used to measure the detection performance afforded by military advanced hearing protection devices (HPDs) and tactical communication and protective systems (TCAPS).Design: The detection test was conducted with each of the four loudspeakers located at front, right, rear and left of the participant. Participants wore 2 in-ear-type TCAPS, 1 earmuff-type TCAPS, a passive Combat Arms Earplug in its “open” or pass-through setting and an EB-15LE™ electronic earplug. Devices with electronic gain systems were tested under two gain settings: “unity” and “max”. Testing without any device (open ear) was conducted as a control.Study sample: Ten participants with audiometric requirements of 25 dBHL or better at 500, 1000, 2000, 4000, 8000 Hz in both ears.Results: Detection task performance varied with different signals and speaker locations. The test identified performance differences among certain TCAPS and protectors, and the open ear. Conclusions: A computer-controlled detection subtest of the Detection-Recognition/Identification-Localisation-Communication (DRILCOM) test battery was designed and implemented. Tested in a proof-of-concept experiment, it showed statistically-significant sensitivity to device differences in detection effects with the small sample of participants (10). This result has important implications for selection and deployment of TCAPS and HPDs on soldiers and workers in dynamic situations. [ABSTRACT FROM PUBLISHER]

Objective: This study was designed to determine the effects of hearing loss, aviation headset type, flight workload complexity, and communication signal quality on pilots’ performance in an army rotary-wing flight simulator. Background: To maintain flight status, army aviators who do not meet current audiometric standards require a hearing loss waiver, which is based on speech intelligibility in quiet conditions. Because hearing loss characteristics of hearing impaired aviators can vary greatly, and because performance is likely also influenced by degree of flight workload and communication demand, it was expected that performance among hearing-impaired aviators would also vary. Method: Participants were 20 army helicopter pilots. Pilots flew three flights in a full motion-based helicopter simulator, with a different headset configuration and varying flight workload levels and communication signal quality characterizing each flight. Objective flight performance parameters of heading, altitude, and airspeed deviation and air traffic control command read-backs were measured. Results: Statistically significant results suggest that high levels of flight workload, especially in combination with poor communications signal quality, lead to deficits in flight performance and speech intelligibility. Conclusion: These results support a conclusion that factors other than hearing thresholds and speech intelligibility in quiet should be considered when evaluating helicopter pilots’ flight safety. The results also support a recommendation that hearing-impaired pilots use assistive communication technology and not fly with strictly passive headsets. Application: The combined effects of flight environment with individual hearing levels should be considered when making recommendations concerning continued aviation flight status and those concerning communications headsets used in high-noise cockpits. [ABSTRACT FROM AUTHOR]

Objective: We examined the willingness and ability of general aviation pilots to execute steep approaches in low-visibility conditions into nontowered airports.Background: Executing steep approaches in poor weather is required for a proposed Small Aircraft Transportation System (SATS) that consists of small aircraft flying direct routes to a network of regional airports.Method: Across two experiments, 17 pilots rated for Instrument Flight Rules at George Mason University or Virginia Tech flew a Cessna 172R simulator into Blacksburg, Virginia. Pilots were familiarized with the simulator and asked to fly approaches with either a 200- or 400-foot ceiling (at approach angles of 3 degrees, 5 degrees, and 7 degrees in the first experiment, 3 degrees and 6 degrees in the second). Pilots rated subjective workload and the simulator recorded flight parameters for each set of approaches.Results: Approaches with a 5 degree approach angle produced safe landings with minimal deviations from normal descent control configurations and were rated as having a moderate level of workload. Approaches with 6 degree and 7 degree approach angles produced safe landings but high workload ratings. Pilots reduced power to control the speed of descent and flew the aircraft slightly above the glide path to gain time to control the landing.Conclusion: Although the 6 degree and 7 degree approaches may not be practical for routine approaches, they may be achievable in the event of an emergency.Application: Further work using other aircraft flying under a wider variety of conditions is needed before implementing SATS-type flights into airports intended to supplant or complement commercial operations in larger airports. [ABSTRACT FROM AUTHOR]

This on-road field investigation employed, for the first time, a completely automated trigger-based data collection system capable of evaluating driver performance in an extended-duration real-world commercial motor vehicle environment. The study examined the use of self-assessment of fatigue (Karolinska Sleepiness Scale) and temporal separation (minimum time to collision, minimum headway, and mean headway) as indicators of driver fatigue. Without exception, the correlation analyses for both the self-rating of alertness and temporal separation yielded models low in associative ability; neither metric was found to be a valid indicator of driver fatigue. In addition, based upon the data collected for this research, preliminary evidence suggests that driver fatigue onset within a real-world driving environment does not appear to follow the standard progression of events associated with the onset of fatigue within a simulated driving environment. Application of this research includes the development of an on-board driver performance/fatigue monitoring system that could potentially assist drivers in identifying the onset of fatigue. [ABSTRACT FROM AUTHOR]

Objective: Design an optimised auditory azimuth localisation training protocol by: (1) differing the number of training stimuli presentations to determine the highest angular accuracy achieved in the fewest training sessions, (2) evaluating the presence of training transfer from a broadband stimulus to untrained military-relevant stimuli and (3) measuring the effect of differing training strategies on localisation accuracy. Design: Two pilot studies of 18 and six subjects, respectively, determined the number of presentations and type of stimuli to be included in a localisation training experiment that evaluated different training strategies. In the pilot studies, participants trained using eight Learning Units (LU) and then tested using untrained stimuli. In the main experiment, 40 participants completed eight LUs using four different learning strategies, with 10 participants randomly assigned to each condition. Sample: All participants were ages 18–42 normal-hearing listeners with thresholds not exceeding 25 dB HL and asymmetry not exceeding 15 dB HL. Results: Transfer of training occurred using three of the four untrained stimuli. The training strategy that resulted in the highest localisation accuracy involved active participation. Conclusions: Training with a broadband stimulus transfers to untrained broadband stimuli. Training involving the active participation strategy resulted in the greatest localisation accuracy. [ABSTRACT FROM AUTHOR]