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Aeromedical  Factors  Video  Script  

When  we  fly,  we  leave  our  normal  earthly  environment  behind,  and  enter  a  new  world  of  changing  
forces,  pressures  and  emotional  experiences.  To  cope  with  this  new  environment  we  need  to  
understand  how  these  changes  affect  us  physically  and  mentally.  

Before  pilots  can  act  as  pilot-­‐in-­‐command  and  fly  an  airplane,  they  must  receive  a  medical  certificate.  
Medical  certificates  are  obtained  by  visiting  an  aviation  medical  examiner,  or  AME.  After  a  simple  
medical  exam  that  makes  sure  your  fit  to  fly,  the  AME  will  give  you  a  medical  certificate.    

This  lesson  will  cover:  

• Hypoxia  &  Hyperventilation  

• Decompression  Sickness  
• Middle  Ear  and  Sinus  Pressure  
• Dehydration  and  Heatstroke  
• Stress  and  Fatigue  
• Spatial  Disorientation  
• And  finally,  Drugs  and  Alcohol  

Respiration    
Humans  normally  dwell  at  the  bottom  of  the  atmosphere,  where  sea-­‐level  air  pressure  is  about  14.7  
pounds  per  square  inch,  or  about  30  inches  of  mercury,  as  measured  by  a  barometer.  The  air  we  breathe  
is  roughly  21%  oxygen,  78%  nitrogen  and  1%  other  gasses.  As  we  breathe,  air  is  brought  into  the  lungs,  
and  the  oxygen  we  need  is  forced  through  the  thin-­‐walled  sacs  of  the  alveoli  where  it  then  passes  into  
the  blood  stream.  The  pressure  of  the  atmosphere  is  what  “pushes”  the  air  through  the  walls  of  the  
alveoli.  The  blood  transports  the  oxygen  to  the  cells  where  it  is  “burned”  to  fuel  our  body  and  the  by-­‐
product,  carbon  dioxide,  is  then  carried  back  to  the  lungs  and  is  exhaled.  The  build-­‐up  of  CO2  in  the  lungs  
is  what  triggers  the  breathing  reflex.  Nitrogen  is  also  carried  throughout  the  body  by  the  bloodstream;  
some  of  it  going  into  suspension  in  the  cells.  Nitrogen  is  an  inert  gas,  and  under  normal  pressures  has  no  
effect  on  the  body.    

Hypoxia  
Hypoxia  is  a  condition  in  which  the  body,  or  part  of  the  body,  is  deprived  of  adequate  oxygen.  

Hypoxic  Hypoxia  
Perhaps  the  most  common  type  of  hypoxia  experienced  by  pilots  is  “Hypoxic  Hypoxia”  where  there  is  
not  enough  oxygen  available  to  the  brain.  Just  like  a  mountain  climber,  a  pilot  will  encounter  reduced  air  
pressure  as  they  climb  to  higher  altitudes.  Although  the  ratio  of  oxygen  is  the  same,  the  pressure  of  the  
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atmosphere  is  reduced,  resulting  in  less  air  being  pushed  into  the  lungs.  Pilots  compensate  for  this  in  
one  of  two  ways;  either  by  pressurizing  the  air  inside  the  cockpit  and  cabin  of  the  airplane,  or  by  
breathing  100%  oxygen  through  a  mask.    

High  performance  aircraft,  such  as  airliners  and  corporate  jets  use  their  engines  to  pump  compressed  air  
into  the  cockpit  and  cabin,  keeping  the  relative  pressure  high  enough  to  force  air  into  the  lungs.  Pilots  of  
unpressurized  aircraft  breathe  supplemental  oxygen  from  oxygen  tanks.  However,  breathing  100%  
oxygen  from  a  mask  typically  only  works  up  to  about  40,000  feet.  Most  smaller  aircraft  don’t  carry  
oxygen  systems  or  have  pressurized  cockpits  so  pilots  of  these  aircraft  need  to  be  aware  of  the  reduced  
oxygen  with  an  increase  of  altitude.  In  fact,  the  FAA  has  imposed  limits  on  how  high  a  pilot  can  go  
without  being  on  supplemental  oxygen.  With  the  decrease  in  oxygen  in  your  bloodstream,  there  is  a  
decrease  in  your  vision  and  mental  functioning.  This  is  why  they  also  recommend  going  on  oxygen  at  
10,000  feet  in  the  daytime,  but  at  5,000  feet  at  night,  as  your  eyes  need  extra  oxygen  to  function  at  
night.  

Stagnant  Hypoxia  
Stagnant  Hypoxia  occurs  when  there  is  a  decrease  in  blood  flow  to  the  cells  in  your  body.  Simply  put,  
your  body  cannot  circulate  your  blood.  This  is  first  evident  in  your  vision  and  then  your  brain  function.  
Fighter  pilots  and  aerobatic  pilots  experience  stagnant  hypoxia  when  the  “G”  forces  created  by  quick  
changes  of  acceleration  prevent  the  blood  from  flowing  normally.  This  interrupts  the  supply  of  oxygen  to  
the  eyes  and  brain,  which  results  in  a  blackout.  Special  straining  and  breathing  techniques  can  be  used  
to  reduce  the  effect  of  stagnant  hypoxia.  

Hypemic  Hypoxia  
Hypemic  Hypoxia  occurs  when  the  blood  is  unable  to  accept  and  transport  oxygen.  For  pilots  this  may  
occur  if  carbon  monoxide  is  entering  the  cockpit,  perhaps  from  a  leaking  cabin  heater.  Smokers  also  
suffer  hypemic  hypoxia  whenever  they  inhale  smoke.  The  hemoglobin  in  your  blood  absorbs  carbon  
monoxide  200  times  more  rapidly  than  oxygen.  When  carbon  monoxide  binds  with  your  red  blood  cells,  
they  have  no  room  to  carry  the  oxygen  your  body  needs.    

Carbon  monoxide  is  a  by-­‐product  of  all  internal  combustion  engines  and  combustion  heaters  and  is  
odorless  and  colorless.  Many  aircraft  have  carbon  monoxide  detectors  to  alert  flight  crews  if  CO  enters  
the  cockpit.  

Histotoxic  Hypoxia  
Histotoxic  Hypoxia  occurs  when  there  is  enough  oxygen  in  the  blood,  but  the  body’s  cells  are  unable  to  
make  use  of  it.  This  form  of  hypoxia  can  occur  when  the  body  has  been  poisoned  by  drugs  or  alcohol.  It  
should  be  noted  that  drinking  just  one  ounce  of  alcohol  has  the  same  effect  as  climbing  2,000  feet  in  
terms  of  oxygen  impairment.    

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Symptoms  of  Hypoxia  

The  lack  of  oxygen  creates  visual  and  mental  impairment.  Symptoms  are  light-­‐headedness,  feeling  of  
euphoria,  dizziness,  blue  fingernails  and  lips  (also  known  as  cyanosis),  tingling  in  the  extremities,  and  
headache.  The  symptoms  experienced  differ  by  person  and  each  may  not  be  experienced  by  everyone.  
Prolonged  hypoxia  will  result  in  unconsciousness,  and  at  high  altitudes  it  may  ultimately  result  in  death.    

If  you  notice  any  of  these  symptoms  it  is  important  to  increase  your  intake  of  oxygen.  Check  your  cabin  
pressurization  or  oxygen  system.  If  it  is  malfunctioning,  you  need  to  descend  to  a  lower  altitude  quickly.  
If  you  suspect  carbon  monoxide  poisoning,  turn  off  any  cabin  heaters,  open  all  fresh  air  sources  and  land  
as  soon  as  possible.  

Hyperventilation  
When  under  stress  or  experiencing  anxiety,  some  people  will  breathe  too  rapidly.  This  way  of  breathing  
results  in  hyperventilation,  where  too  much  carbon  dioxide  is  being  exhaled,  and  creates  a  lack  of  CO2  in  
the  blood.  The  resulting  symptoms  of  dizziness,  weakness,  fainting,  and  tingling  sensations  of  the  lips,  
hands  and  feet  are  very  similar  to  the  symptoms  of  hypoxia.  What’s  more,  the  symptoms  can  cause  
anxiety  which  in  turn  stimulates  more  hyperventilation  and  exacerbates  the  symptoms  further.    

It  is  important  to  diagnose  hyperventilation  correctly  and  not  confuse  it  with  hypoxia  (and  vice-­‐versa).  
The  symptoms  of  hypoxia  can  also  cause  a  pilot  anxiety  which  could  trigger  hyperventilation  aggravating  
that  situation.  To  a  new  pilot,  some  maneuvers,  such  as  stalls,  may  be  stressful;  just  as  a  real  emergency  
would  be  stressful  to  an  experienced  pilot.  Treatment  for  hyperventilation  is  accomplished  by  
deliberately  slowing  your  breathing  down  to  a  normal  rate.  If  necessary,  you  can  breathe  into  a  paper  
bag,  which  allows  you  to  rebreathe  your  exhaled  CO2,  helping  your  body  regain  proper  CO2  balance  
quicker.  

It  is  possible  to  suffer  from  both  hypoxia  and  hyperventilation  at  the  same  time.  If  you’re  not  sure  which  
one  you  have,  it’s  always  safer  to  put  on  an  oxygen  mask  and  take  deep  slower  controlled  breaths.  

Decompression  Sickness  
Remember  how  78%  of  the  air  around  us  is  made  up  of  nitrogen?  When  we  breathe,  nitrogen  gas  gets  
absorbed  by  the  body…some  of  it  going  into  suspension  in  our  cells…some  of  it  being  exhaled.  At  
constant  pressure,  the  nitrogen  causes  no  harm.  But  if  we  are  transition  quickly  to  a  lower  pressure,  not  
enough  nitrogen  can  leave  our  body  through  normal  respiration.  The  excess  then  will  “bubble-­‐out”  from  
the  cells,  and  can  cause  damage  around  joints  and  nerves.  

For  general  aviation  pilots  and  passengers,  the  encounter  of  decompression  sickness  is  often  due  to  
scuba  diving  before  a  flight.  During  a  dive,  a  scuba  diver  is  subjected  to  increased  pressures.  For  each  33  
feet  of  depth,  the  water  pressure  increases  by  one  atmosphere,  or  about  17  psi.  What  this  means  is  that  
the  deeper  a  diver  goes,  and  the  longer  he  or  she  stays  down,  the  greater  the  amount  of  nitrogen  that  is  

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absorbed  by  their  body.  Divers  can  go  deep  and  stay  down  long,  but  need  to  make  “decompression  
stops”  at  designated  depths  to  “out-­‐gas”  the  surplus  nitrogen.  Even  after  making  the  decompression  
stops,  a  diver  could  still  face  decompression  sickness  if  they  were  to  continue  ascending  to  higher  
altitudes,  say,  in  an  airplane.  This  is  why  pilots  need  to  know  that  they  should  not  take  anyone  flying  
that  has  been  scuba  diving,  until  that  person  has  been  on  the  surface  for  at  least  twelve  hours,  or  
twenty-­‐four  hours  for  anyone  who  has  done  a  dive  requiring  decompression  stops.    

Symptoms  of  decompression  sickness  are  joint  pain,  called  “the  bends”,  tingling  sensations,  seizures  and  
unconsciousness.  Treatment  is  accomplished  by  quickly  descending  to  a  lower  altitude  and  
administering  100%  oxygen,  if  available.  Finally,  a  trip  to  a  hospital  or  to  a  diver’s  recompression  
chamber  would  re-­‐pressurize  the  individual  and  remove  the  gas  bubbles  from  their  blood.  

Ear  and  Sinus  Pressure  

As  we  climb  and  descend,  the  air  pressure  around  us  changes.  The  internal  cavities  behind  the  eardrum  
and  in  the  sinuses  also  need  to  equalize.  This  keeps  the  internal  and  external  pressures  the  same.  When  
pressure  changes  are  small  and  slow  this  presents  no  problem;  however  when  the  pressure  change  is  
rapid  or  the  ventilation  passages  are  constricted,  due  to  a  cold  or  a  sinus  condition,  then  equalizing  the  
internal  pressure  with  the  outside  air  can  be  difficult.  

Pressure  on  the  outside  of  your  eardrum  is  balanced  by  the  inner  ear  air  pressure.  The  inner  ear  
equalizes  through  Eustachian  tubes  which  travel  from  your  inner  ear  to  the  back  of  your  throat.  When  
ascending  to  a  higher  altitude,  the  outside  air  pressure  decreases  and  the  higher  internal  pressure  can  
easily  vent  out.  However  when  descending,  the  Eustachian  tubes  tend  to  squeeze  closed  due  to  the  
higher  outside  pressure  and  do  not  allow  the  ears  to  easily  equalize.    

Some  people  have  voluntary  control  of  the  muscles  that  “flex”  the  Eustachian  tubes  and  can  equalize  
the  pressure  with  little  difficulty.  Others  must  swallow,  yawn,  or  chew  to  flex  the  Eustachian  tubes.  If  
these  methods  fail,  you  can  try  something  called  the  Val  Salva  Maneuver.  Hold  your  nose  closed  with  
your  fingers  and  blow  through  your  nose  gently  to  clear  your  ears.  Do  not  blow  too  hard  or  you  could  
damage  your  eardrums.  These  ear-­‐clearing  methods  must  be  used  before  discomfort  is  felt.  It  is  
extremely  difficult  to  equalize  your  ears  if  a  blockage  has  occurred  and  the  pressure  differential  has  
become  too  great.  

If  you  or  your  passengers  experience  trouble  clearing  your  ears  while  descending,  stop  the  descent,  and  
climb  back  up  to  a  higher  altitude  until  the  lower  pressure  relieves  the  discomfort.  You  can  then  descend  
again,  but,  this  time,  more  slowly,  clearing  your  ears  continuously  to  prevent  another  blockage.  
Continuing  a  descent  with  an  ear  blockage  can  result  in  a  ruptured  eardrum  or  bust  capillaries  inside  the  
inner  ear.  

There  is  no  way  to  manually  control  the  venting  of  the  sinus  cavities.  If  you  have  a  bad  head  cold  or  
sinus  condition,  do  not  fly.  Flying  with  blocked  sinuses  can  result  in  severe  pain  between  the  eyes  and  in  
the  forehead,  and  may  even  result  in  bleeding  from  the  sinus  membranes.    
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Dehydration  &  Heatstroke  

  Our  bodies  consist  of  up  to  60%  water,  and  we  require  two  to  four  quarts  of  new  water  each  day  
to  keep  our  systems  running  properly.  Our  comfort  zone  is  68  to  72  degrees  Fahrenheit  with  25%  to  50%  
relative  humidity.  Sun-­‐baked  ramps  and  the  greenhouse  heating  of  air  trapped  in  aircraft  cockpits  can  
run  temperatures  up  to  over  120  degrees  Fahrenheit.  Cockpit  avionics  can  push  temperatures  even  
higher.  High  humidity  will  limit  the  effectiveness  of  sweating  to  help  cool  our  bodies.  Studies  have  
shown  that  as  body  temperature  increases,  there  is  an  increase  in  error  rate  in  motor  skills,  mental  
functioning  and  short  term  memory.  Hot  conditions  also  increase  irritability,  hostility  and  frustration,  
increasing  the  instances  of  interpersonal  friction,  loss  of  tempers  and  miscommunication.  

Without  enough  water  our  physical  and  mental  abilities  decline.  The  first  noticeable  effect  of  
dehydration  is  fatigue,  which  can  be  followed  by  sleepiness,  dizziness,  headache,  cramps,  and  nausea.  
Drinking  enough  fluids  is  especially  important  when  performing  physical  exercise  and  when  exposed  to  
hot  temperatures.  Flying  at  high  altitudes  and  breathing  aviation  oxygen  are  especially  dehydrating.  The  
cockpit  air  at  high  altitudes  ranges  from  3%  to  5%  humidity,  and  aviation  oxygen  contains  zero  moisture  
to  prevent  water  from  freezing  up  the  system  at  low  temperatures.  This  means  a  pilot  is  losing  moisture  
from  our  lungs  and  skin  at  a  rate  of  2  to  4  ounces  per  hour.  The  smart  pilot  makes  sure  he  or  she  drinks  
plenty  of  water  before  flying  and  carries  a  water  bottle  on  long  flights.  You  often  don’t  feel  thirsty  until  
after  you  approach  a  one-­‐and-­‐a-­‐half  quart  deficit,  so  drink  before  you  feel  thirsty.  Also  try  to  stay  away  
from  too  much  coffee,  tea,  caffeinated  sodas  and  alcohol.  All  these  drinks  are  diuretics,  which  cause  you  
to  urinate  more  than  usual,  to  flush  the  associated  impurities  from  your  system;  and  caffeine  and  sugar  
can  inhibit  the  absorption  of  water.  

When  exposed  to  high  temperatures  for  long  periods  or  when  performing  exercises,  it  is  possible  to  
suffer  heat  exhaustion  or  heat  stroke.  Mild  heat  stroke  causes  loss  of  physical  and  mental  abilities.  
Severe  heat  stroke  can  result  in  unconsciousness  and  even  death.  Heat  stroke  symptoms  consist  of:    

• Feeling  hot,  often  without  sweating  

• Dizziness  and  fainting  
• Muscle  weakness  and  cramps  
• Rapid  heartbeat  and  breathing  
• Nausea  and  vomiting  
• Confusion,  disorientation,  seizures  and  unconsciousness  

When  flying  during  hot  weather,  be  sure  to  stay  properly  hydrated  and  try  to  find  shade  and  fresh  air.  
This  can  be  difficult  in  a  bubble  canopy  aircraft;  so  drink  plenty  of  water,  wear  loose-­‐fitting  light-­‐colored  
clothing  and  a  hat.  If  possible,  use  a  canopy  shade,  and  make  use  of  air  vents  and  other  cockpit  
ventilation  and  cooling.    

Stress  and  Fatigue  

Stress  and  fatigue  can  seriously  reduce  a  pilot’s  ability  to  fly  safely.    
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Airline  pilots  are  required  to  have  at  least  10  hours  of  rest,  which  includes  8  hours  for  sleep,  before  any  
flight  duty.  They  are  also  prohibited  from  flying  more  than  30  hours  a  week  or  more  than  8  hours  
without  a  rest  period.  The  airlines  are  also  required  to  conduct  “fatigue  education  and  awareness  
training”  programs  for  all  flight  crew  and  dispatchers.  

Fatigue  can  seriously  diminish  a  pilot’s  ability  to  perform  their  tasks,  and  stress  can  prevent  a  pilot  from  
focusing  on  his  flying.    

Symptoms  of  fatigue  include:  reduced  speed  and  accuracy  of  performance,  lapses  of  attention,  delayed  
reactions,  impaired  reasoning  and  decision-­‐making,  poor  risk  evaluation,  reduced  situational  awareness,  
and  low  motivation  to  perform  optional  activities.  It  has  been  said  that  heavy  fatigue  is  more  debilitating  
to  pilot  performance  than  three  alcoholic  drinks!  

To  reduce  fatigue  and  the  symptoms  of  fatigue:  

• Get  plenty  of  sleep  before  the  start  of  your  flight  
• Before  and  during  your  flight,  drink  plenty  of  water  
• During  long  flights,  periodically  shift  your  position  in  your  seat,  do  isometric  exercises,  and  if  the  
cabin  allows,  get  up  and  walk  around  periodically.    
• Although  caffeine  in  coffee  and  energy  drinks  has  been  proven  to  provide  temporary  alertness,  
beware  of  the  diuretic  effects  and  possible  resulting  dehydration  and  beware  of  the  energy  
crash  following  a  “sugar  high”.  
• Whenever  possible,  try  and  take  a  nap.  Many  FBOs  have  crew  rest  areas  with  reclining  chairs  or  
bunks  just  for  this  purpose.  

Stress  
Some  stress  is  normal,  such  as  when  coping  with  a  very  demanding  task  such  as  flying  an  instrument  
approach  in  bad  weather.  Under  this  short  term  stress,  the  body  releases  adrenaline,  and  your  heart  
rate  and  blood  pressure  increase.  All  of  this  helps  you  to  concentrate  on  the  important  task;  and  when  
the  stressful  task  is  over,  your  system  returns  to  normal.    

However,  under  chronic  stress,  such  as  relationship  problems,  financial  difficulties,  or  school  or  work  
problems,  the  stress  does  not  go  away.  This  long  term  type  of  stress  may  place  a  burden  on  the  pilots  
which  they  are  unable  to  cope  with.  That  causes  their  piloting  performance  to  deteriorate  below  
acceptable  limits.    Pilots  under  severe  chronic  stress  should  “ground”  themselves  and  seek  professional  
help.  

Motion  Sickness  
Motion  sickness  occurs  when  your  brain  feels  that  there  is  disagreement  between  what  is  seen,  and  
what  your  body  feels.  When  flying  in  turbulence  or  while  performing  aerobatic  maneuvers,  your  inner  
ear  is  supplying  your  brain  with  information  about  movement,  changing  orientation  and  “G”  forces,  
while  your  eyes  may  be  looking  at  the  stationary  references  of  the  surrounding  cockpit.  This  conflict  
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between  what  you  feel  and  what  you  see  can  lead  to  symptoms  of  motion  sickness  like  nausea,  
sweating,  feeling  hot  and  faint,  and  finally  vomiting.    

An  individual  has  little  initial  control  over  these  symptoms.  In  fact,  some  of  the  world’s  best  and  most  
famous  pilots  suffered  motion  sickness.  The  good  news  is  that  most  pilots  build  a  tolerance  to  motion  
sickness  with  experience.  There  are  also  some  tricks  you  can  use  to  prevent  or  reduce  the  symptoms:    

• Focusing  your  gaze  on  the  horizon  will  minimize  the  disagreement  between  your  eyes  and  your  
inner  ears.    
• Keep  plenty  of  fresh  air  flowing  into  the  cockpit,  especially  against  your  face.  Consider  even  
opening  up  the  windows.  
• When  detecting  the  onset  of  airsickness  symptoms,  stop  doing  what  made  you  sick.  For  example  
if  doing  stalls  or  spins  or  aerobatics,  stop  the  maneuvers  and  fly  straight  and  level.  
• Try  to  fly  when  the  air  is  smooth  and  cool,  such  as  early  in  the  morning  or  at  altitudes  above  the  
base  of  the  clouds.  
• Concentrate  on  the  task  at  hand.  The  pilot  flying  is  usually  not  the  first  one  to  get  sick,  his  mind  
is  busy  and  doesn’t  have  the  time  to  be  confused  with  secondary  information.  

Disorientation    
Remember  when  you  were  a  kid  on  the  playground  and  you  spun  on  the  merry-­‐go-­‐round,  then  jumped  
to  the  ground  and  couldn’t  walk  straight?  The  world  was  spinning,  you  were  dizzy  and  fell  over?  Well,  
you  were  experiencing  vertigo.  What  happened  was  you  got  the  fluid  in  your  inner  ear  spinning  along  
with  the  merry-­‐go-­‐round.  Then  stopped  your  movement,  only  to  have  the  fluid  in  your  balance  sensors  
keep  moving,  giving  you  erroneous  information.  You  can  do  this  to  yourself  in  an  airplane  too,  especially  
when  doing  spins  or  by  changing  the  orientation  of  your  head  while  turning.  

When  experiencing  vertigo  you  should  look  to  the  natural  horizon  for  correct  information.  When  that  is  
not  available,  such  as  on  a  dark  night  or  while  flying  in  the  clouds,  you  should  look  to  your  attitude  flight  
instruments.  After  the  confusing  motion  stops,  normal  sensory  information  will  return.  

Illusions  
Illusions  occur  when  what  you  think  you  see  is  different  from  what  you  really  see.  For  instance,  you  
could  confuse  the  lights  of  small  boats  on  the  water  with  the  stars,  or  mistake  a  slanting  cloud  deck  with  
the  horizon.  The  solution  for  most  illusions  is  constant  cross-­‐check  between  visual  and  instrument  
references.  

Some  other  common  illusions  that  pilots  encounter  are:  mistaking  an  approach  to  a  skinny  runaway  as  
being  high;  or  having  runways  that  have  up-­‐hill  to  down-­‐hill  slopes,  generating  erroneous  glide  path  
impressions.  

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Vision  
A  pilot’s  most  important  sense  is  vision.  Understanding  how  your  eyes  work  will  allow  you  to  
compensate  for  their  limitations.    

Light  entering  your  eye  is  focused  by  the  lens  and  then  falls  upon  the  retina.  The  retina  is  made  up  of  
light  sensing  cells  called  rods  and  cones.  Most  of  the  cones  are  concentrated  around  your  center  of  
vision,  and  detect  color  and  are  responsible  for  higher  resolution  and  detailed  vision.  The  rods,  on  the  
other  hand,  are  located  outside  the  center  of  vision  and  are  better  at  detecting  movement,  and  are  very  
sensitive  at  low  light  levels.  Each  eye  has  a  small  blind  spot  where  the  optic  nerve  is  attached  to  the  
retina.  Here,  there  are  no  rods  or  cones.  Since  the  nerve  attaches  in  a  slightly  different  place  in  the  field  
of  vision  for  each  eye,  the  brain  blends  the  two  images  and  the  blind  spots  are  normally  not  noticeable.  
The  blind  spot  can  become  apparent,  however,  when  what  you  are  looking  at  cannot  be  seen  by  both  
eyes.  

Empty-­‐Field  Myopia  
When  looking  into  a  hazy  background  or  sky  without  prominent  features,  a  pilot’s  eyes  tend  to  relax  and  
focus  at  a  distance  of  only  10  to  30  feet  away.  When  the  eyes  are  focused  so  close  it  is  difficult  to  detect  
objects  in  the  distance,  such  as  other  airplanes.  To  prevent  this  phenomenon  pilots  should  actively  scan  
by  shifting  their  gaze  to  different  sectors  and  concentrating  on  spotting  potential  distant  objects.  By  
actively  seeking  airplanes  in  the  distance,  the  eyes  will  maintain  focused  at  the  correct  focal  length.  

Since  the  eye  detects  motion  with  its  peripheral  vision,  the  search  technique  that  works  best  is  to  
concentrate  momentarily  on  a  sector  of  about  15  degrees  in  width,  stare  without  moving  your  eyes,  
then  shift  to  the  next  sector  and  hold  your  focus  there  momentarily  before  shifting  again.  At  each  
sector,  look  on  the  horizon,  then  above,  then  below,  before  moving  to  the  next  sector.  When  scanning  
this  way,  any  moving  target  will  be  more  obvious  to  the  eye.  Having  said  this,  however,  it  is  the  target  
that  stays  stationary  in  your  field  of  vision,  the  one  that  is  not  moving  in  relation  to  your  flight  path  that  
has  the  greatest  collision  potential.  

Night  Vision  
When  you  turn  out  the  lights  at  night,  you  can’t  see  anything  at  first,  but  after  a  few  minutes  you  can  
see  fairly  well  in  the  dark.  Why  is  that?  

The  rods  of  your  eyes  are  10,000  times  more  sensitive  to  light  than  your  cones  and  are  responsible  for  
your  night  vision.  However  they  can  be  overwhelmed  by  bright  lights  and  take  up  to  thirty  minutes  to  
adapt  to  low  light  environments.  They  also  do  not  detect  color,  which  is  why  colors  are  hard  to  see  in  
the  dark.  

Remember  how  the  center  of  your  field  of  vision  is  made  up  almost  exclusively  of  cones?  That  means  at  
night  you  have  a  blind  spot  in  the  middle  of  your  view.  If  you  are  trying  to  pick  out  a  small  object  at  
night,  such  as  an  airport  light  beacon  or  the  strobes  of  a  distant  aircraft  you  will  have  more  success  if  
you  look  slightly  off-­‐center  so  that  the  rods  can  pick  up  the  target.  

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Alcohol  and  Drugs  

Flying,  at  times,  can  be  a  very  demanding  activity.  It  calls  for  good  hand-­‐eye  coordination,  and,  even  
more  importantly,  it  requires  accurate  perceptions  and  good  decision  making.  Substances  that  can  dull  
or  distort  your  mental  and  physical  abilities  have  no  place  in  aviation.  Medical  studies  show  that  even  
one  ounce  of  alcohol  has  a  measurable  negative  short  term  effect  on  your  ability  to  reason  and  to  
perform  complex  tasks.    

Federal  Aviation  Regulations  prohibit  flying  within  8  hours  of  consuming  any  alcohol.  The  time  before  
flying  should  be  extended  longer  if  you  are  still  under  the  influence  after  8  hours.    

Regulations  also  prohibit  flying  if  you  are  under  the  influence  of  any  drugs,  legal  or  illegal.  Some  over-­‐
the-­‐counter  drugs,  especially  those  for  colds  and  allergies  can  impair  your  physical  and  mental  
performance.  Pilots  need  to  read  the  packaging  carefully  and  consult  with  their  aviation  medical  
examiner  before  using  any  medication  and  flying.    

It  is  also  important  for  pilots  to  know  that  it  is  not  just  the  flight  crew  that  must  not  fly  under  the  
influence,  it  is  also  illegal  for  a  pilot  to  take  a  passenger  flying  that  is  drunk  or  suffering  under  the  
influence  of  drugs.  A  disruptive  passenger  can  seriously  compromise  the  safety  of  a  flight.  

Conclusion  
The  FAA  recommends  that  before  each  flight  pilots  conduct  a  personal  checklist  called  the  “I’m  Safe  
Checklist”.  IMSAFE,  being  an  acronym  for  medical  hazards  that  could  affect  the  pilot’s  performance  on  a  
flight.  By  doing  the  “I’m  Safe  Checklist”,  you  are  ensuring  that  you  are  physically  and  mentally  safe  to  fly;  
not  being  impaired  by:  Illness,  medication,  stress,  alcohol,  fatigue,  and  emotion.    

By  knowing  how  your  body  works  and  what  you  need  to  do  to  keep  it  functioning  at  peak  performance  
you  will  be  a  safer  and  more  effective  pilot.  

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