Anatomical and functional findings in primates suggest the existence of a dedicated parieto-medial temporal pathway for spatial navigation, consisting of both direct and indirect projections from the caudal inferior parietal lobe (cIPL) to the hippocampus and the parahippocampal cortex, with indirect projections relaying through the posterior cingulate and retrosplenial cortex. This neural network is largely unexplored in humans. This study aimed at testing the existence of a parieto-medial temporal pathway for spatial navigation in humans. We explored the cortical connectivity patterns of the parahippocampal place area (PPA), the retrosplenial cortex (RSC), and the hippocampus (HC) using resting-state functional connectivity MRI. Our results demonstrate the existence of connections between the medial temporal lobe structures, i.e., PPA and HC, and the angular gyrus (AG), the human homologue of cIPL, as well as between RSC and AG. These connectivity patterns seem to reflect the direct and the indirect projections found in primates from cIPL to the medial temporal lobe. Such a result deserves feasible considerations to better understand the brain networks underpinning human spatial navigation.

Direct and indirect parieto-medial temporal pathways for spatial navigation in humans: evidence from resting-state functional connectivity

Sex Differences in Early Life: A Cross-Cultural Perspective

Wayfinding (WF) is the ability to move around efficiently and find the way from a starting point to a destination. It is a component of spatial navigation, a coordinate and goal-directed movement of one's self through the environment. In the present study, the relationship between WF tasks (route tracing and shortcut finding) and individual factors were explored with the hypothesis that WF tasks would be predicted by different types of cognitive, affective, motivational variables, and personality factors. A group of 116 university students (88 F.) were conducted along a route in a virtual environment and then asked first to trace the same route again, and then to find a shortcut between the start and end points. Several instruments assessing visuospatial working memory, mental rotation ability, self-efficacy, spatial anxiety, positive attitude to exploring, and personality traits were administered. The results showed that a latent spatial ability factor (measured with the visuospatial working memory and mental rotations tests) - controlled for gender - predicted route-tracing performance, while self-report measures of anxiety, efficacy, and pleasure in exploring, and some personality traits were more likely to predict shortcut-finding performance. We concluded that both personality and cognitive abilities affect WF performance, but differently, depending on the requirements of the task.

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Tracing a Route and Finding a Shortcut: The Working Memory, Motivational, and Personality Factors Involved.

The Not So Subtle and Status Quo Maintaining Nature of Everyday Sexism

The investigation of the role of emotional landmarks on human navigation has been almost totally neglected in psychological research. Therefore, the extent to which positive and negative emotional landmarks affect topographical memory as compared to neutral emotional landmark was explored. Positive, negative and neutral affect-laden images were selected as landmarks from the International Affective Picture System (IAPS) Inventory. The Walking Corsi test (WalCT) was used in order to test the landmark-based topographical memory. Participants were instructed to learn and retain an eight-square path encompassing positive, negative or neutral emotional landmarks. Both egocentric and allocentric frames of references were considered. Egocentric representation encompasses the object’s relation to the self and it is generated from sensory data. Allocentric representation expresses a location with respect to an external frame regardless of the self and it is the basis for long-term storage of complex layouts. In particular, three measures of egocentric and allocentric topographical memory were taken into account: 1) the ability to learn the path; 2) the ability to recall by walking the path five minutes later; 3) the ability to reproduce the path on the outline of the WalCT. Results showed that both positive and negative emotional landmarks equally enhanced the learning of the path as compared to neutral emotional landmarks. In addition, positive emotional landmarks improved the reproduction of the path on the map as compared to negative and neutral emotional landmarks. These results generally show that emotional landmarks enhance egocentric-based topographical memory, whereas positive emotional landmarks seem to be more effective for allocentric-based topographical memory.

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The Role of Emotional Landmarks on Topographical Memory.

Introduction The coding of space as near and far is not only determined by arm-reaching distance, but is also dependent on how the brain represents the extension of the body space. Recent reports suggest that the dissociation between reaching and navigational space is not limited to perception and action but also involves memory systems. It has been reported that gender differences emerged only in adverse learning conditions that required strong spatial ability. Methods In this study we investigated navigational versus reaching memory in air force pilots and a control group without flight experience. We took into account temporal duration (working memory and long-term memory) and focused on working memory, which is considered critical in the gender differences literature. Results We found no gender effects or flight hour effects in pilots but observed gender effects in working memory (but not in learning and delayed recall) in the nonpilot population (Women's mean = 5.33; SD= 0.90; Men's mean = 5.54; SD= 0.90). We also observed a difference between pilots and nonpilots in the maintenance of on-line reaching information: pilots (mean = 5.85; SD=0.76) were more efficient than nonpilots (mean = 5.21; SD=0.83) and managed this type of information similarly to that concerning navigational space. In the navigational learning phase they also showed better navigational memory (mean = 137.83; SD=5.81) than nonpilots (mean = 126.96; SD=15.81) and were significantly more proficient than the latter group. Discussion There is no gender difference in a population of pilots in terms of navigational abilities, while it emerges in a control group without flight experience. We found also that pilots performed better than nonpilots. This study suggests that once selected, male and female pilots do not differ from each other in visuo-spatial abilities and spatial navigation.

Gender differences in navigational memory: pilots vs. nonpilots

Introduction Ear barotrauma is an adverse effect related to hypobaric exposure. Ear, nose, and throat (ENT) diseases are risk factors for barotrauma in aircrews trained in a hypobaric chamber, but excluding affected subjects from exposure does not abolish the risk in asymptomatic trainees. We investigated other possible predictors, including history of ENT diseases, ENT clinical abnormalities, altitude, and subject's age. Methods After a complete ENT evaluation including otoscopy and tympanometry, 314 aircrews underwent hypobaric chamber training. Two altitude training profiles up to 35,000 ft (10,668 m) and 25,000 ft (7620 m), respectively, were used. Subjects were grouped according to if they were asymptomatic, had acute barotitis, or reported delayed ear pain the day after the exposure. Results There were 7 men who had acute barotitis (incidence of 2.3%) and 28 men who had delayed ear pain (incidence of 9.2%). A significant association resulted between history of ENT diseases and delayed ear pain and between abnormal ENT findings and acute barotitis in subjects exposed to the higher profile. Altitude was associated with increased risk of delayed ear pain. Delayed ear pain was associated with older age in subjects exposed to the lower altitude and younger age in subjects exposed to the higher altitude. Discussion Our data suggest that in subjects exposed to 35,000 ft (10,668 m), the history of previous ENT diseases and younger age may be valid predictors of delayed ear pain, while abnormal ENT findings may predict acute barotitis. At 25,000 ft (7620 m), subjects with older age may have increased risk of delayed ear pain.

Predictors of ear barotrauma in aircrews exposed to simulated high altitude.

Background: It is well known that cognitive and emotional changes occur during pregnancy, but little is known about their magnitude or their time of occurrence and recovery. During pregnancy memory is one of the most impaired cognitive functions. Although long-term aspects of memory have been investigated, other aspects of memory have not yet been explored (i.e., navigational memory and reaching memory). Case presentation: Here we describe the changes in reaching and walking memory that occurred during pregnancy and one year after delivery in an Italian female military pilot (Case 1) with high spatial ability. In memory tests she showed a classical dissociation between performance in reaching and walking distance, which indicated a failure of working memory, learning, and storage in reaching space. This suggests that her expertise served as a protective factor mitigating her low walking memory performance, and saving the topographical component. We compared her performance with that of two non-pregnant control groups (i.e., women pilots and non-pilots) and found that Case 1’s reaching memory performance was significantly worse than that of the control groups. Even one year postpartum, Case 1’s performance was not yet the same as that of the other pilots. Conclusions: These findings contribute to our knowledge of the specific, as yet unexplored, aspects of memory deficits in women pilots during pregnancy and postpartum and suggest the need for better neuropsychological assessment before these women return to work in operational environments.

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Deficits in visuo-spatial but not in topographical memory during pregnancy and the postpartum state in an expert military pilot: a case report

Introduction Altitude chambers are used for training aircrews, but incidents have been reported, including decompression sickness (DCS) and barotrauma. To minimize chamber-related adverse effects we implemented a set of measures, including altitude restriction and a pre-chamber clinical selection (PCS) of subjects before exposure. Methods We reviewed our records regarding 1254 individuals who were trained from 2003 to 2009. After the first 3 subjects, the maximum altitude of the highest training profile was limited to 43,000 ft (13,106.4 m) instead of 45,000 ft (13,716 m) and, after the first 327 subjects, a clinical evaluation of each trainee was performed by an otolaryngologist before altitude exposure. The evaluation included otoscopy and tympanometry, and subjects with abnormal results were not cleared for altitude exposure. Subjects were grouped by having undergone the highest profile before (3 subjects) or after altitude restriction (8 subjects) and received clinical selection (PCS group, 927 subjects) or not (control group, 327 subjects). Results We recorded 32 total adverse effects (overall incidence 2.6%), 21 in the PCS group (2.3%) and 11 in the control group (3.4%). The difference between groups was not significant. Adverse effects included 19 cases of acute barotitis (1.5%), 1 case of DCS (0.08%), and 4 cases of syncope (0.3%). The incidence of barotitis was 1.1% in the PCS group and 2.7% in the control group. The altitude restriction was ineffective in preventing both barotrauma and DCS. Conclusions The incidence of adverse effects in our subjects was low and pre-chamber clinical selection appeared to be effective in reducing the risk of barotitis.

Altitude chamber related adverse effects among 1241 airmen.

Introduction In jet pilots, the neck is stressed by dynamic loading and there is growing concern about possible neck damage in pilots of new agile aircraft. Jet pilots often report neck pain after flight so intense that their operational capability may be affected. However, there is no clear evidence of structural damage related to the operational exposure. Methods We compared 35 F-16 pilots with 35 age-matched Eurofighter Typhoon pilots. All subjects completed an anonymous questionnaire on their flight activity and neck pain. Results The incidence of neck pain in the F-16 group was 48.6% compared with 5.7% of the Typhoon group, significantly higher. In F-16 pilots, there was a significant association between neck pain and age over 30 yr, total flight hours, and flight hours exceeding 600. Discussion Our findings suggest that the risk of neck pain after flight is higher among F-16 pilots compared with Typhoon pilots. This could be due to several reasons, including the backward reclined seat of the F-16, which exposes the neck to the load in an unfavorable posture while moving the head during maneuvers at sustained high-G.

Fabio Morgagni

Papers

Gender differences in navigational memory: pilots vs. nonpilots

Predictors of ear barotrauma in aircrews exposed to simulated high altitude.

Deficits in visuo-spatial but not in topographical memory during pregnancy and the postpartum state in an expert military pilot: a case report

Altitude chamber related adverse effects among 1241 airmen.

Neck pain in F-16 vs. Typhoon fighter pilots.