Académique Documents
Professionnel Documents
Culture Documents
PHYSIOLOGY
DRAFT EDITION
8 August, 2003
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AVIATION PHYSIOLOGY
Contents
INTRODUCTION TO AVIATION PHYSIOLOGY
11
15
HYPOXIA
22
27
40
Page 4
PERCENTAGE
Nitrogen (N2)
78.09 %
USE BY BODY
Major portion of total atmospheric pressure
or weight. Gas is chemically inert in the body
and is simply stored in tissues and cells.
Oxygen (O2)
20.95 %
Argon (A)
Carbon Dioxide (CO2)
Neon (Ne)
Helium (He)
Krypton (Kr)
Hydrogen (H2)
Xenon (Xe)
00.93 %
00.03 %
1.82 X 10-3
5.24 X 10-4
1.14 X 10-4
5.00 X 10-5
8.70 X 10-6
Page 5
INCREMENT
STANDARD AT
SEA LEVEL .
Pounds per
Square Inch (PSI)
14.7
Inches of Mercury
(in/Hg)
29.92
Millimeters of Mercury
(mm/Hg)
Atmospheres
Millibars
760
1013.2
METHOD
ATMOSPHERIC PRESSURE
As previously described, the combined weight, or force, of all gases in the atmosphere at any
given point gives us our atmospheric pressure. As you ascend from sea level, the atmospheric
pressure will correspondingly drop. As atmospheric pressure drops, the air becomes less dense.
The primary reason for this phenomenon lies in the kinetic nature of atoms and molecules.
Molecules, especially those of a gas, are highly kinetic, or, in a constant state of motion. As
pressure around the molecules is reduced, the molecules will travel further apart. This explains
why air becomes less dense as altitude increases, thus explaining the phenomenon of gas expansion.
Page 6
DIVISIONS
ALTITUDES
CHARACTERISTICS
Tropopause
Separates Troposphere
and Stratosphere
Stratopause
About 160,000
Mesosphere
160-290,000
Exosphere
Space
Page 7
SPACE
1000 Miles
Based on Temperature
EXOSPHERE
435 Miles
THERMOSPHERE/
IONOSPHERE
290,000 Feet
MESOSPHERE
160,000 Feet
STRATOSPHERE
STRATOPAUSE
25-30,000 Feet
TROPOSPHERE
TROPOPAUSE
55-65,000
Page 8
ALTITUDES
Sea Level to
10-12,000
PRESSURE .
CHARACTERISTICS
.
760-523mm/Hg Generally, the body has adapted to
operate in the lower regions of this
zone. Minor trapped gas problems
(ears, sinus, and GI tract.) occur in
the lower region of this zone while
shortness of breath, dizziness,
headaches and fatigue in the upper
region if exposure too long
Physiological
Deficient
Zone
12,000 - 50,000
523-87mm/Hg
Space
Equivalent
Zone
87-0mm /Hg
TABLE 4
Page 9
SPACE-EQUIVILENT
ZONE
Armstrongs Line
At 63,000 Feet
Blood boils at 98.6F
63,000 Feet
50,000 Feet
PHYSIOLOGICAL-DEFICIENT
ZONE
10-12,000 Feet
PHYSIOLOGICAL-EFFICIENT
ZONE
Page 10
EXPLANATION
AVIATION APPLICATION
Daltons Law
PT = P1+ P2+...Pn
HYPOXIA
Explains how ascent to altitude
reduces the total atmospheric
pressure as well as each of the
partial pressures associated with
the total atmospheric pressure.
Boyles Law
P1 = V2
P2 V1
A volume of a gas is
inversely proportional to
the pressure to which it is
subjected, temperature
remaining constant
TRAPPED GAS
Explains how pressure change allows the
gas to expand and contract in body
cavities (ears, sinuses, and GI tract) with
increasing and decreasing altitude.
Henrys Law
P1 = Al
P2 A2
DECOMPRESSION SICKNESS
Explains why nitrogen in the body comes
out of solution forming bubbles that cause
altitude decompression sickness. As altitude
increases, pressure decreases and nitrogen
will attempt to leave the body and equalize
with the surrounding environment. If the
pressure change is too rapid, the excess
nitrogen may form a bubble(s).
Grahams Law
A gas will diffuse from an
Law of gaseous diffusion area of high concentration
to an area of low
concentration
Charles Law
P1T2 = P2Tl
Page 11
CONCLUSION
The atmosphere, through its life giving gases coupled with its ability to screen its occupants
from the harmful properties of space (cosmic rays, x-rays, meteors, etc..), helps to ensure life on
earth. Without an atmosphere, there would be no life as we know it. Additionally, the atmosphere, through aviation, provides career opportunity and a source for potential income. With all
its benefits, the atmosphere can be your best friend, but, it can also be a formidable enemy.
Humans are ground dwelling creatures that function best at low altitudes. Anytime humans find
themselves at extreme altitude they are at a disadvantage. Precautions must be taken to curb the
threats of hypoxia, decompression sickness, hypothermia, and spatial disorientation. Appreciate
the atmosphere for what it does for you, but, respect it for what it can do to you.
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Pressure
mm Hg lb/in2
760 14.70
733 14.17
706 13.67
681 13.17
656 12.69
632 12.23
609 11.78
586 11.34
565 10.92
543 10.50
523 10.11
503 9.72
483 9.35
465 8.98
447 8.63
429 8.29
412 7.97
395 7.64
380 7.34
364 7.04
349 6.75
335 6.48
321 6.21
307 5.95
294 5.70
282 5.45
270 5.22
258 4.99
247 4.78
236 4.57
226 4.36
215 4.17
206 3.98
196 3.80
187 3.63
179 3.46
170 3.30
162 3.14
155 3.00
147 2.95
TABLE 6
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Temperature
Degrees C
+15.0
+13.0
+11.0
+9.1
+7.1
+5.1
+3.1
+1.1
-0.9
-2.8
-4.8
-6.8
-8.8
-10.8
-12.7
-14.7
-16.7
-18.7
-20.7
-22.6
-24.6
-26.6
-28.6
-30.6
-32.6
-34.5
-36.5
-38.5
-40.5
-42.5
-44.4
-46.4
-48.4
-50.6
-52.4
-54.2
-56.3
-56.5
-56.5
-56.5
Altitude
ft
meters
40000
12192
41000
12497
42000
12802
43000
13107
44000
13411
45000
13716
46000
14021
47000
14326
48000
14630
49000
14935
50000
15240
51000
15545
52000
15850
53000
16155
54000
16459
55000
16764
56000
17069
57000
17374
58000
17679
59000
17983
60000
18288
65000
19812
70000
21336
75000
22860
80000
24384
85000
25908
90000
27432
95000
28956
100000
30480
Pressure
mm Hg lb/in2
141 2.72
134 2.59
128 2.47
122 2.36
116 2.24
111 2.14
106 2.04
101 1.95
96.0 1.85
91.5 1.77
87.3 1.68
83.2 1.61
79.3 1.53
75.6 1.46
72.1 1.39
68.8 1.32
65.5 1.27
62.4 1.21
59.5 1.15
56.8 1.10
54.1 1.04
42.3 0.828
33.3 0.644
26.2 0.507
20.7 0.401
16.4 0.317
13.0 0.251
10.3 0.199
8.2 0.158
TABLE 6 (continued)
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Temperature
Degrees C
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-56.5
-55.2
-53.6
-52.1
-50.6
-49.1
-47.5
-46.0
RESPIRATION
The Concept of Respiration
Respiration is defined as the exchange of gases between the organism and its environment.
The more obvious features of this process are the absorption of oxygen from the atmosphere and
the elimination of carbon dioxide from the body in the lungs. However, respiration in the larger
sense takes place throughout the body as gasses are exchanged between the atmosphere and the
blood in the lungs and then, via the circulatory system, between the blood and the tissues of the
body. We refer to EXTERNAL RESPIRATION when discussing breathing and the gas exchange
within the lungs. When referring to the gas exchange between blood and the tissues of the body
the term INTERNAL RESPIRATION is used.
The respiratory system is made up of the lungs, a series of conducting tubes called the bronchi, the trachea, the mouth, and the nose. Air first enters the nasal passages, or the mouth, where
it is warmed, moisturized, and filtered. It passes down the throat to the trachea and then into the
bronchial tubes and the lungs. Once inside the lungs, the large bronchial tubes will branch 16
times, while getting progressively smaller with each branch. Located at the very end of the 16th
branch are the alveoli (air sacs). These air sacs are very small but are large in quantity. There are
an estimated 300,000 air sacs total. Though each individual air sac is small, if every air sac was
removed from your lungs, and placed on a flat surface in a rectangular fashion, it would occupy a
space equal to half a tennis court. Each air sac is surrounded by a dense network of tiny capillaries. The capillaries are so dense that they actually resemble a sheet of blood around each air sac.
Each air sac is constructed of a very thin membrane that is just one cell (1/50,000th of an inch)
thick. This allows oxygen, as well as other gases, to diffuse across the membrane and into and
out of the capillaries and blood.
Cells in the body require oxygen for the burning of food material to produce energy. This
process, called metabolism, converts glucose (blood sugar) and oxygen into carbon dioxide and
water. The carbon dioxide produced from this reaction must be removed from the body. The
lungs receive oxygen from the atmosphere which then diffuses into the blood. The blood, at the
same time, releases carbon dioxide into the lungs to be exhaled. The oxygen is then transported
by the blood to all cells that are low in oxygen. Once the oxygen is in the cell, and metabolism
has taken place, carbon dioxide then leaves the cell for the blood. Once in the blood, the carbon
dioxide is transported back to the lungs for exhalation.
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Head
Breathing In
Circulatory
System
Trachia
Lungs
Superior
Vena Cava
Pulmonary
Vein
Pulmonary
Artery
Aorta
Right
Atrium
Breathing Out
Left Atrium
Right
Ventricle
Left Ventricle
Inferior
Vena Cava
Internal
Organs
Extremities
Page 16
CIRCULATORY LOOP
External Respiration
External respiration is the exchange of gasses between the lungs and the surrounding atmosphere. The gas - air - is brought into the lungs through the process of inspiration or breathing
in. Inspiration is accomplished by the constriction several muscle groups: the diaphram and the
chest muscles. The contraction of these muscles causes the chest cavity to expand or increase its
volume. The expansion causes the air pressure in the lungs to be lower than the ambient air
pressure outside the body. therefore, air rushes into the lunghs to equalize the pressure. Inspiration is the active phase of respiration.
Soon after inspiring a fresh lungful of air the diaphram and chest muscles relax and the chest
cavity contracts. This process is called expiration or breathing out. This contraction of the chest
cavity causes the pressure in the lungs to be higher than the ambient air pressure outside the body
and therefore, the air in the lungs escapes. Expiration is the passive phase of breathing.
It is estimated that with every normal breath, you will inhale approximately 13 billion trillion
oxygen molecules. This number is so large that it is difficult to grasp the sheer magnitude of the
amount of molecules that are brought into the lungs. For that reason, the principle of partial
pressure will be used. But, as mentioned before, partial pressure relies solely on the number of
molecules available for gas exchange per unit of volume (density).
The partial pressure of oxygen forces oxygen through the air sacs and into the blood (keep in
mind that gaseous pressure in physiology depends entirely on concentration of molecules). The
partial pressure of oxygen is approximately 20% of the total atmospheric pressure. If at sea level,
this would be about 152mm/Hg of pressure
Sea Level Pressure
Oxygen concentration
= 760 mm/Hg
= 0.20 (20%)
152 mm/Hg = Partial Pressure of Oxygen at Sea Level
102 mm/Hg = Partial Pressure of Oxygen in the Lungs
When a breath is drawn into the lungs, one would expect the partial pressure of oxygen to remain
at 152mm/Hg However, since the gas exchange is going on continuously in the lungs, they
contain other gases that exert a relatively constant pressure which dilutes the expected 152mm/
Hg of oxygen. Water vapor is the largest and represents 47mm/Hg and carbon dioxide represents
40mm/Hg. These gases tend to displace a part of the oxygen as it reaches lung level. Therefore,
these gases reduce the partial pressure of the oxygen at the air sac level down to 102mm/Hg.
Due to the function of Grahams Law which states: An area of high gaseous pressure will
exert force towards an area of low gaseous pressure, this will cause gases to move back and
forth across a gas permeable membrane (such as the air sacs in the alveoli). The high partial
pressure of oxygen (102mm/Hg) now diffuses through the air sac wall and into the blood. This
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Aorta
Superior Vena Cava
Pulmonary Artery
Pulmonary Valve
Mitral Valve
Intermuscular Septum
Aortic Valve
Right Atrium
Papillary Muscle
Left Ventricle
Tricuspid Valve
Right Ventricle
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External Respiration
Gas exchange between the ambient air and the blood in the lungs
Internal Respiration
Gas exchange between the blood and the cells of the body
Page 19
in turn, raises the partial pressure oxygen in venous blood (blood that has left the cells and
therefore is low in oxygen) from 40mm/Hg to 102mm/Hg. At the same time this is happening,
the high pressure of carbon dioxide (approximately 47mm/Hg) in the blood will cause some of
the carbon dioxide to diffuse into the air sacs where carbon dioxide pressure is a constant 40mm/Hg.
Internal Respiration
The same principle that applies to external respiration also applies to internal respiration
(the exchange of gases from the blood to the cells). The high partial pressure of oxygen in
arterial blood, causes the oxygen to move from the blood into the cells. Due to metabolism
carbon dioxide is produced in the cells, this high partial pressure of carbon dioxide in the cell
will causes it to diffuse into the blood for transport to the lungs.
CIRCULATION
The circulatory system is concerned with the transportation of blood throughout the body.
Blood carries food, oxygen, and water to the tissues and waste materials from the tissues. Blood
has the additional function of maintaining body heat.
Structure
The segments of the body that comprise the circulatory system are the heart, arteries, veins,
and capillaries.
The heart is a pumping organ capable of forcing blood through the blood vessels as tissue
requirements dictate. The interior of the heart is divided into the right and left halves and each
half has two chambers: an atrium and an ventricle.
The arteries are the vessels that carry oxygenated blood away from the heart. The elastic
walls of the arteries are muscular and strong, permitting the arteries to vary its carrying capacity.
Small arteries connect larger arteries to capillaries.
The capillaries convey blood from the arteries to the veins. They are very small, thin walled,
and usually form a network in the tissues in which the exchange of gases take place. The capillaries are typically only one cell thick and this is where all of the gas exchanges in the body take
place.
The veins are the vessels that carry deoxygenated blood back to the heart. They have thinner
walls and are less elastic than the corresponding sized arteries. When blood enters the veins
from the capillaries it is under low pressure. Therefore, some method is necessary to get blood
back to the heart, especially from the lower regions of the body. The muscles around the veins
produce a milking action of the veins forcing blood back toward the heart. Back flow of blood
is prevented primarily by one-way valves located in veins.
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CONCLUSION
The respiratory and circulatory systems of the human body work very simplistically, yet, very
efficiently. It gives the human body the capability to adjust and function in a variety of environments. However, the body has distinct limitations. If an environmental change is too abrupt, then
the respiratory system may not be capable of adjusting quickly enough and the body will suffer
some deleterious affects. It is important to remember that the magnitude of the environmental
change needed to adversely affect any given person may differ markedly from that needed to
affect some other person. In fact, the magnitude of the change needed to affect any given individual may change from day to day. Know your bodys limitation at altitude and take appropriate
measures to compensate for those limitations.
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HYPOXIA
This chapter deals with one of our most important physiological problems. One factor that
tends to make hypoxia so dangerous is its insidious onset. Any aviator who flies above 12,000
feet in an unpressurized aircraft without supplemental oxygen is a potential hypoxia case.
TYPES OF HYPOXIA
Hypoxia is defined as a state of oxygen deficiency in the blood, tissues, and cells sufficient to
cause an impairment of body functions. Anything that impedes the arrival or utilization of oxygen to the cell, places the body in a hypoxic state. There are many conditions that can interrupt
the normal flow of oxygen to the cells. The following table describes the various levels at which
hypoxia can occur:
Name
.
Hypoxic Hypoxia
Explanation
.
Reduced partial pressure of oxygen causes a reduced
amount of oxygen in the blood. A reduced percentage
of oxygen or absence of oxygen in the air can also
cause hypoxic hypoxia
Hypemic Hypoxia
Blood
Histotoxic Hypoxia
Cell
Stagnant Hypoxia
Circulatory
System
TABLE 7
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Location
Lungs
From the table, it is plain to see that any condition that interferes with oxygens normal path
to the cells will bring on hypoxia. While all cells require oxygen to function, some cells require
more oxygen than others. Most cells have the ability to store an emergency supply of O2. The
central nervous system (made up of the brain and spinal cord) do not have this ability and also
demand a great deal of oxygen (approximately 20% of all oxygen that you inhale feeds the
brain). So, if the oxygen supply to the body is reduced, the brain will be one of the first organs
to be affected. Another problem is that when the brain starts to feel the effects of hypoxia, the
higher reasoning portion of the brain is the first affected. This means that judgment and cognitive skills diminish from the very start.
Organ
Oxygen Consumption
ml(STPD)/min
% of Total
Brain
47
18%
Heart
28
11%
Kidney
18
07%
Splanchic Region
62
25%
Skeletal Muscles
75
30%
Skin
05
02%
Other Organs
15
06%
Oxygen Consumption in a normal person at rest
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SIGNS
_____SYMPTOMS____________________
Rapid Breathing
Air Hunger
Cyanosis (Bluing effect of the skin)
Fatigue
Poor Coordination
Nausea
Lethargy
Headache
Executing Poor Judgment
Dizziness
Hot & Cold flashes
Tingling
Visual Impairment
Euphoria
TABLE 8
Of the listed symptoms, visual impairment is probably the least reliable. Your visual field will
be affected, but, at such a slow rate that it could easily go unnoticed. Generally, symptoms will
appear before unconsciousness occurs. Except for headache and nausea, there are no other
uncomfortable symptoms. Of all the symptoms, euphoria (a false sense of well being) is probably
the most dangerous. It puts the pilot in such a state of mind that individual well being, as well as
that of the passengers, is a low priority. Another consideration is that, in most cases, hypoxia is
very insidious. Any preoccupation with flying duties could be enough of a distraction to allow
the hypoxia to progress beyond the point of self help.
EFFECTIVE PERFORMANCE TIME & TIME OF USEFUL CONSCIOUSNESS
Effective Performance Time and the Time of Useful Consciousness are two broad and
interchangeable terms used to describe the time/hypoxia limit. Time of Useful Consciousness
(TUC) is described as the period of time from interruption of the oxygen supply or exposure to
an oxygen-poor environment to the time when an individual is no longer capable of taking proper
corrective and protective action. Effective Performance Time (EPT) is described as the amount
of time an individual is able to perform flying duties efficiently in an environment with inadequate oxygen supply. The following table will show the TUC/EPT for various altitudes:
ALTITUDE
18,000
22,000
25,000
28,000
30,000
35,000
40,000
43,000
50,000
TUC/EPT
.
20 - 30 Minutes
10 Minutes
3 - 5 Minutes
2.5 - 3 Minutes
1 - 2 Minutes
0.5 - 1 Minutes
15 - 20 Seconds
9 - 12 Seconds
9 - 12 Seconds
TABLE 9
Note: The above times are to be used as averages only and are based on a young healthy individual at rest. Physical activity at altitude, fatigue, self-imposed stress, and individual variation
will make the times vary.
Page 24
Some of the more common factors that will cause your EPT/TUC to vary are:
Rate of Ascent
The faster you ascend to altitude, the shorter your EPT/TUC becomes.
Physical Activity
Fatigue
If you enter the cockpit in a fatigued state, you are less resistant to
hypoxia. This can include both physical fatigue (tired from a workout)
as well as mental fatigue (stress at home or work).
Poor Nutrition
The brain feeds exclusively from glucose (blood sugar), so, if your
glucose is low (hypoglycemia) you are more prone to hypoxia.
Alcohol
Some drugs will cause cells not to utilize oxygen properly and therefore
will make you less altitude resistant (histotoxic hypoxia).
TABLE 10
One fact to keep in mind is that, with a rapid decompression to and above 30,000 feet, the
average EPT/TUC will be reduced from 1/3 to 1/2 of its original value. This is due to a phenomenon known as reverse diffusion or fulminating hypoxia. This phenomenon is where oxygen,
due to the rapid expansion of gas during a decompression, is forced from the lungs and creates a
very acute hypoxia that is immediate.
PREVENTIVE MEASURES AGAINST HYPOXIA
There are certain countermeasures pilots can use to PREVENT hypoxia from occurring.
1. Fly at an altitude where oxygen is not required (Below 10,000 - 12,000 MSL)
2. Fly in a pressurized cabin
3. Fly in accordance with FARs (in reference to the use of supplemental oxygen)
12,500 - 14,000 feet for not more than 30 minutes.
NOTE
The FAAs Civil Aeromedical Institute (CAMI) recommends
that ANY unpressurized flight to or above 10,000 feet should
use supplemental oxygen.
Page 25
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Page 27
You find yourself unconsciously easing back just a bit on the controls to clear those none-tooimaginary towers. With no warning youre in the soup. You peer so hard into the milky white mist
that your eyes hurt. You fight the feeling in your stomach. You swallow, only to find your mouth
dry. Now you realize you should have waited for better weather. The appointment was important,
but not that important. Somewhere a voice is saying, Youve had it - its all over!
You now have 178 seconds to live. Your aircraft feels on an even keel but your compass turns
slowly. You push a little rudder and add a little pressure on the controls to stop the turn, but this
feels unnatural and you return the controls to their original position. This feels better, but your
compass is now turning a little faster and your airspeed is increasing slightly. You scan your
instrument panel for help but what you see looks somewhat unfamiliar. Youre sure this is just a
bad spot. Youll break out in a few minutes. (But you dont have a few minutes.... ).
You now have 100 seconds to live. You glance at your altimeter and are shocked to see it
unwinding. Youre already down to 1200 feet. Instinctively, you pull back on the controls but the
altimeter still unwinds. The engine RPM is into the redand the airspeed nearly so. You have 45
seconds to live. Now youre sweating and shaking. There must be something wrong with the
controls. Pulling back only moves that airspeed indicator further into the red. You can hear the
wind tearing at the aircraft.
You have 10 seconds to live. Suddenly, you see the ground. The trees rush up to you - You can
see the horizon if you turn your head far enough, but its at an unusual angle - youre almost
inverted. You open your mouth to scream but..... you have no seconds left.
Here a typical cross section from our files of those who decided to go anyway and started,
but never finished, the countdown.
1. At the briefing, the forecaster emphasized that the weather was not suitable for VFR flight due
to low ceilings, snow, and generally poor conditions. The pilot was advised that the weather
would improve later that day, and a delay in the flight until then was suggested. Ignoring the
forecast, the pilot decided to go with his wife and two children. Witnesses near the accident scene
reported hearing the aircraft going overhead at low attitude. They heard a change in the engine
noise and then the sound of a crash. They found the site shortly after. It was snowing, and the
temperature was just above freezing. The aircraft had hit the ground in a near vertical nose
down attitude at high speed, indicating loss of control. Four fatals.
2. The pilot had landed successfully, dropping off his business associate at an en route airport.
Instead of waiting out the oncoming weather, he decided to press on another 25 miles to his
farm. He had planned a special evening with his wife and daughter - it was Christmas Eve. The
weather had moved in faster than he thought. Within 5 miles after takeoff, he was engulfed in a
pea soup like condition. The crash site was located the next morning. Damage to the aircraft
indicated it had impacted the ground in a spin. One fatal.
3. The pilot took off in special VFR conditions from an uncontrolled airport, contacted radar
shortly after being airborne and asked for assistance. Shortly after getting vectors, he reported
Page 28
the aircraft was in a spiral. The radar controller said that he went off of the radar scope 2
minutes after initial contact. Two fatals.
4. There is no evidence that the pilot checked the weather or filed a flight plan or flight notification. He departed just at dusk with his wife and two children. He was not licensed for night
flying. Eventually in darkness, he lost visual reference with the ground and crashed into a Mountain side at the 1400-foot level. Four fatals.
5. The pilot departed on a short night VFR flight with his girlfriend. Ceilings en route were
reported at 1200 feet. When he failed to arrive at his destination, a search was initiated. The
wreckage was discovered the following morning. The aircraft had struck a small mountain ridge
at an elevation of 1000 feet.
6. The pilot had received a night endorsement 12 years earlier. In the interim, he had logged 20
hours of night flying - the last entry being 3 and 1/2 years prior to the occurrence. During the
flight, the pilot encountered showers and attempted to continue to destination. The aircraft struck
the ground inverted at high speed, suggesting a loss of control after disorientation. Two fatals.
Since 1981, private flying has produced about half of the aircraft accidents in the United States,
and this trend is on the increase. Passengers who find comfort in the fact that pilots are licensed
by the government authorities, might be shocked if they knew how much safe flying practices
depend on the pilots own attitude and judgment, rather than how smoothly the wheels kiss the
ground on touchdown. Here are a few thoughts you may want to think about to assess the skills
of the pilot with whom you or your friends may fly.
Beware of the pilot who doesnt check the airplane thoroughly before takeoff, including taking fuel
samples. Ask about the weather. If the skies arent clear, be suspicious. Ask the pilot if he is instrument
rated, current, and if he will be flying on an IFR flight plan. If the skies are cloudy and the answer is
no, you may be in great peril - especially at night. If every seat in the airplane is full, ask if it is too
heavy for takeoff - especially on a warm day, if the runway is short and at a high elevation, or any
combination thereof. Many aircraft are simply quite dangerous with all the seats full. If its a tricyclegear aircraft that seems tail-low, ask the pilot about the balance as well.
Once in the aircraft, watch the pilot prepare for departure. If he uses a checklist and sets everything in a methodical manner - good. If its done in a cavalier manner, as thought theres nothing
to it, hes probably right. There may well be nothing left in a short time.
Once aloft, watch the weather. If the pilot is flying IFR and conversing with the Air Traffic
Controller about thunderstorms, and the aircraft does not have weather-avoidance gear (a radar
or stormscope), emphasize that you are in no hurry to reach the destination. When there is ice
forming on the airplane, or when the pilot says, I think I can make it through, is a good time
to suggest an emergency visit to the restroom at an airport behind, where conditions are better.
Page 29
Page 30
The colors of the rainbow are functions of the frequency or wavelength of the electromagnetic
radiation. The wavelength also determines the characteristics of the radiation. The colors of the rainbow
are:
Red
Orange
Yellow
Green
Blue
Indigo
Violet
Below the red of human vision is Infra Red (IR) or below red. Above the violet is Ultra
Violet (UV) or beyond violet. IR we feel as heat. UV is what causes our skin to tan and burn
in the sun. Farther below IR are microwaves and radio. Above UV Rays are are X- rays and
cosmic rays. All just differens forms of the same thing - Electro-Magnetic Radiation.
Vitreous
Humor
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Cornea - Clear outer portion of the eye. Cornea also refracts the incoming light so the lens does
not have to do all of the work.
Sclera - The white part of the eye. A tough flexible membrane which contains all the goey
stuff inside
Lens - Second refractive portion of the eye. The lens can change its focus to accomodate near
or distant objects and bring them into focus.
Iris - Adjusts the size of the Pupil to allow more or less lighht into the eye for different
levels of illumination. The pupil is just the hole where the Iris isnt. In bright daylight the iris
expands to make the Pupil smaller which allows less light into the eye. The smaller diameter
opening also means that the eye has more depth of field. Depth is the term used to describe the
distance between the closest object in focus and the farthest object in focus. The smaller the
Pupil the greater the depth of field. This explains why some people with imp\erfect vision may
have better vision in bright sunlight than in a dark room.
Retina - The filmof the eye. The retina consists of light sensitive cells called Rods and
Cones. Rods only see Black & White (actually they detect shades of grey). Rods are more
sensitive to light than Cones. Cones can detect Color but require much more light to do so.
The retina consists of several different areas. In each of these areas the number of rods and
cones differ. The area of most accute vision or Focal Vision is the Fovea Centralis. The Fovea
Centralis is made up almost exclusively of color sensitive cone cells. These cone cells are connected one to one with nerves leading to the visual centers of the brain. This allows for small
details to be seen.
The area around the Fovea Centralis is the Peripheral Retina. This area consists almost
exclusively of Rod cells. Many rod cells may be connected to one nerve leading to the brain.
While this arrangement does not allow for small details to be seen it does allow for dimly light
objects to be seen. It is also very sensitive to motion.
The area where the Fovea Centralis and the Peripheral Retina meet is the Para Foveal Area
where there are both rods and cones.
Blind Spot - The blood vessels and the nerves that support the Rods and Cones are actually
above the Rod and Cone cells. (Yes, the light has to go through or around the blood vessels and
nerves to get the the retina!) All of these blood vessels and nerves congregate at one spot to leave
the eye and connect the eye to the rest of the body. This one spot contains no Rods or Cones and
therefore is a Blind Spot. Each of your eyes has one blind spot.
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Refractive Error
People who do not have normal vision are said to be Near Sighted (Myopic) or Far Sighted
(Hyperopic). Corrective lenses (glasses or contact lenses) may be used to correct Myopia or
Hyperopia.
Night Vision
The Human eye actually operates in one of three modes depending on the amount of available light. During times of bright illumination (daytime or under bright artificial light at home or
a stadium) we use Photopic Vision. At night when there is not very much illumination (star or
moon light or a candle) we use Scotopic Vision. At dusk, when the light is fading from bright to
dark there is a transitional mode called Mesopic Vision.
Photopic - Day vision - Bright light
Mesopic - Transition - Fading light
Scotopic - Night vision - Dim light (stars or the moon)
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Visual Illusions
What we see is a product of our eyes, but to a much greater extent, what we see is a product
of our brains. Humans evolved on a planet where the sun is above us and casts shodows down.
Objects recede in the distance to a vanishing point. Similarly sized objects close to us appear
larger than the same object farther away. Objects closer to us seem to move faster when we run
by them than objects in the distance. We use all of these observations to judge the size, distance
and orientation of the things we see. But our brains can easily be fooled!
The following examples represent just a few of the ways we can fool our visual system.
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Spatial Disorientation
Orientation information comes from three sources:
Vision (most important and reliable source - usually from peripheral vision
Represents about 90% of cues)
Vestibular System (inner ear)
Proprioceptive (relative muscles position - Seat of the Pants feeling)
Postural Orientation & Disorientation
The muscles and joints in our body inform the brain of its orientation. Since gravity always
pulls things down on the Earth we assume that any force acting on us is due to gravity and that the
force is acting doward the earth or down. Since Humans are adapted to being stationary on the
Earths surface our reactions when in motion or accelarating are often in error. Down isnt always the
down were used to.
Vestibular Orientation and Disorientation
The Vestibular system (the otolith organs - Utricle and Saccule) also provide reliable information when standing on the Earth. However, once we introduce two dimensional motion (car) or three
dimensional motion (boat or aircraft) in a vehicle all bets are off. Humans are not fully adapted to life
in three dimensional motion. Our senses of motion (vestibular system) are unrelaible. We must learn
to trust our flight instruments.
Normally, our vestibular system informs us about our motion in three axes (roll, pitch, yaw).
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Like the Cochlea, the Semicircular Canals and the Otolith Organs all have tiny hairs connected
to nerve cells. When the fluid in the Semicircular Canals deflects these hairs they signal the brain that
the body is in motion. In the Otolith organs, when the head is tilted the Otolith deflect the hairs and
send a signal to the brain. On the earth these work well. In an aircraft they are easily fooled.
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