Sunday, September 6, 2009

Vestibular Apparatus and Vision - The Mystery Spot!


Changing Your Perceptual Set

Many years ago one of my favorite places to visit with my folks was St. Ignace, a small town just a across the Mackinaw Bridge in the Upper Peninsula of Michigan. There was a attraction called The Mystery Spot.

When you went inside the strangely built house weird things happened to you that you couldn't explain. When you thouight you were going up you were actually going down. When you tried to go outside through a door you tipped over. Just between you, me and the lamp-post our two main ways of telling where we are with respect to the earths surface was fooled by our learning to walk.


What! This is supposed to be a forum about flying, you say!! It is! The Vestibular Apparatus, which is part of our Inner Ear, reacts to Gravity and Vision reacts to what we see that also helps us with where we are with respect to the earths' surface.


What does all this have to do with the Mystery Spot? First things first! A "plumb line" is a weighted object tied to a line that indicates a perpendicular angle to the earths surface. 


Your home, if built on a hillside, has all its walls perpendicular to the earths surface, not to the surface contour of the hill. When you first tried to walk, as an infant, you tried aligning yourself with objects that told you that you were standing upright.

Before that time you kept sitting down as you lost your balance. Vestibular Apparatus and your messages you were getting from your environment through your sense of sight were not in agreement. Then, one great step forward for you and a step up in responsibility for your parents, you walked!

You found out that when you aligned yourself with a door or window that was vertical with respect to the earths surface, vision wise, (given everything else was ready) and your Vestibular Apparatus was not telling you to fall down, you took your first step (unassisted) and your world was never the same again.


You were using perceptual clues to learn to walk. This article is about the perceptual clues around your home that aided you in maintaining balance while learning to walk.


Imagine, if you would, a house that was built at right angles to the slope of a hill where it was located. All the doors and windows inside the home were also aligned to the slope of the hill.


Of course, gravity was still there doing its thing to your inner ear. When you entered the building you immediately tried to adjust your position on the face of the earth to the sides of the door and the windows, just like you did when you learned to walk for the first time. Opps! What do I do now! My inner ear is telling me I am about to fall!


That is the fun of any fun place! It scrambles your senses. In this case,your sense of balance is sending conflicting information. The reason, they built the home wrong. Now that you are down on your knees laughing like everyone else - how are you going to walk out of there instead of crawling out?


I didn't tell you one little item. The house didn't have a roof. You could see the trees( a good portion of the tops ) from inside the house.


If you focused on the trees rather than on the doors, walls and windows of the house you could stand and walk out. But, if for a second you forgot and used the doors, windows and walls to visually orient yourself, you immediately fell down again.


You could walk out of the "Mystery Spot House" if you changed your perception of whats important. Using the trees, which were growing perpendicular to the earths surface, rather than the homes physical appearance.


Now your two parts of your balance system are in agreement unless you revert to a different, unreliable perceptual set.


Basically, in flying, you are presented with visual illusions that create situations that, if not corrected....well, thats what Aviatiion Safety is all about. Keep on learning...it may save your life.

Saturday, August 15, 2009

Mountain Flying

Poor PreFlight into Mountainous Terrain

Too many times you hear a message like this, " The CAP has ground rescue units and twelve aircraft in the area north of Longs Peak looking for a single engine aircraft with pilot and three passengers missing on a flight from Jeffco to Walden. 

The search started early this morning when the FAA reported the aircraft overdue on its flight plan."
  1. Ceiling and Visability Unlimited
  2. Light Load (80% Gross or Less)
  3. Flight Plan in Detail
  4. Oxygen for the Pilot
  5. Gain Altitude before Taking Up Your Heading
  6. Constantly Monitor Your Rate of Climb

Many people think they can win against the mountains. The problem, only mountain sheep can battle the mountains and win and, in some cases they may lose too.

If you visit mountainous country like Colorado you want to leave with a wonderful experience, not the experience mentioned above. Here is a simple example when to attempt and what to monitor!

For you and I, experienced mountain flyers, we don't attempt to out-climb the terrain.

Take the Jeffco to Walden flight route. The flat-lander will plot his course just north of Longs Peak.

He will figure 1000 feet to clear the top. He knows he has to get to 13,500 feet but knowing the rules going West he will go to 14,500 feet. 

Back in Michigan he gets a nice rate of climb of 600 feet per minute. Since it is 30 miles to the top and his indicated airpeed is 120 he figures he will have 9,000 feet in the 15 minutes he has. 

Whoop-dee-do! You know the rest of the story. As Groucho Marx is famous for, "Don't Bet Your Life on It!" 

Since his takeoff altitude is 5,640 feet he is not going to get his 600 feet per minute climb rate. Since it is a long trip he will have a lot of luggage, full tanks and, at best, a rate of climb less than one third of what he is used too.

Friday, August 14, 2009

Checklists - A Bible of Safety for a Pilots family!

Checklists

Nothing is as important as a bound, readable (Think Big Print) short list of duties to perform from the following list of topics.

This is a different look at a Check List reminder.

Preflight Inspection (Interior)
Preflight Inspection (Exterior)
Before Engine Start
Engine Start
After Engine Start
Taxi
Run Up
Before Takeoff
After Takeoff
Cruise
V-Speeds
Back
Approach
Before Landing
Go Around / Missed Approach
After Landing
Shutdown / Terminate
Engine Failure During Takeoff
Engine Failure During Flight
Engine Fire During Flight
Electrical Fire During Flight
Alternator Troubleshoot
Spin Recovery
Lost Coms Procedures
Tower Light Gun Signals
TAC / SEC Scale Ruler

Take the time, if you have not already done so, to review your checklists. The few minutes you spend will save your life someday.

Look at these possible titles and construct your own. This is an area where pilot imput is urgently requested to help others.

I have included a link to checklists for almost any aircraft.

Sunday, August 9, 2009

Non-Verbal Communication

Non-Verbal Communication

In the training of fledging aeronautical aces the student-instructor relationship is influenced by both verbal and non-verbal communications that may be contradictory.

The increased pressure of training may cause a significant distortation of ordinary movements, by a students instructor, to the student pilot.

In a funny instance in my training, I was making great landings with perfect flare-outs at precisely the right time. My instructor wondered how I was doing that with only a few hours into my training. After several more "perfect" landings he noticed a little non-verbal communication he was uncounciously making with each landing I made. He was instinctively flexing his fingers back as if he was holding on to the yoke. In effect, he was using non-verbal communication to tell me when to flare. I, in my nervousness, was watching every movement he made to see any sign that I was performing what my instructor wanted me to do.

Next time around he sat on his hands while I attempted another landing. It was a real "laugher" that was completely blotched because his non-verbal cue when to flare was missing. He was sitting on his hands. Literally!

Students have conceded that under conditions of stress they may become oblivious to intructors, traffic tower instructions, instrument warnings and even aircraft attitude.

A principle stressed to overcome the last several stress induced actions/inactions is to replace a strong emotion with a stronger one. Prods, grunts, gestures, taps, a yell are all examples of a stronger emotion to push the pilot in the right response direction. Don't over-do the response so the pilot becomes too fearful to even fly!

You, I am sure, when you think back to your role as an instuctor or as a student can help out by commenting on your experiences and examples of non-verbal communication.

Monday, August 3, 2009

Cigarette Smoking and Flying

Hemoglobin - Hypoxia at any Altitude

The title to this topic is linked to several pages of a site where the physiological altitude is directly related to carbon monoxide of cigarette smoking before and during a flight.

"Smoke, smoke, smoke that cigarette,"....so the song goes. I would think twice about that advice.

Hemoglobin, a large complex molecule found in red blood cells circulating in your blood vessels, can combine with oxygen in small, microscopic sacs in your lungs to create arterial blood (Blood saturated with oxygen). 

Carbon monoxide is anywhere from 200 to 250 times more likely to combine with the hemoglobin than oxygen if it is present in the blood from smoking. This cuts down on the amount of oxygen delivered to your bodys' cells. It creates a condition called Hypoxia. 

If you are not in shape and a heavy smoker your bodys' physiological altitude could be 3000 feet higher than your actual altitude. Thats not a way to get high! If you are not aware of the serious effects of hypoxia on your flying judgement and its impairment of your ability to operate your plane safely, click here to get a deeper perspective.

Wright-Patterson Air Force base provides  physiological training that includes a demonstration, on you and fellow classmates, what are your distinct hypoxic symptoms. 

When you know you have filed a flight plan for 12000 feet you expect to have oxygen equipment aboard and know how to use the system.

When you file a flight plan for 9000 feet and smoke heavily your physiological altitude is 12000 feet and you are not prepared for the impairment hypoxia will bring to your system.