HUMAN PERFORMANCE AND LIMITATIONS The actual actual examination paper consists of twenty questions with a multiple choice of four answers A, B, C or D. The candidate should indicate the chosen answer by placing a cross in the appropriate box on the answer paper provided Time allowed thirty minutes. The pass mark is 75%, so the minimum number of questions that must be answered correctly to obtain a pass is fifteen. Marks are not deducted for rect answers The explanation section follows the question section and each explanation is pre- fixed EHP (Explanation Human Performance) 235HUMAN PERFORMANCE AND LIMITATIONS - QUESTIONS Ql Within the atmosphere, the pressure of oxygen (referred to as a partial pressure) along with the pressure of other constituent gases decreases with increased altitude, leading eventually tothe effects of hypoxia in the most healt pilot. Such a pilot should not suffer the effects of hypoxia when operating for periods up to and including ani ttude of: A 8000%t, B - 10000K. € - 12000 D - 14000 The proportion of oxygen in relation to other gases that comprise the atmosphere: A ~ remains constant throughout the atmosphere. B ~ decreases with increased attude increases with increased altitude D - varies exponentially with other constituent atmospheric gases. Q3—_Respiration i a spontaneous act regulated primarily by the brain's sensitivity to: ‘A - the amount of oxygen adhered to haemoglobin, 8 ~ atmospheric pressure. = the carbon dioxide levet inthe blood, D = the amount of haemoglobin in the blood. 04 The fist effects ofa lack of oxygen in the bloodstream are most likely to be: ‘A ~ lightheaded sensation, possibly dizziness and nausea. 8 - oss of memory and impalred muscular control - [oss of inhibitions together with difficulty in completing mental tasks. D - feeling of intense anxiety and perspiration. Q5 Chemical receptors in the brain govern the respiratory process by monitoring levels of oxygen and carbon dioxide in the body. The receptors ofa healthy body are more sensitive to changes in the level of: ‘A = equally both carbon dioxide and oxygen. B - oxygen. + non ofthe above answers are correct. D - catbon dioxide Q6 There isa reduction in the amount of oxygen available to the body when altitude is increased because of the subsequent: A ~ decreased atmospheric pressure. B decreased atmospheric temperature. ~ decreased proportion of oxygen. D ~ increased partial oxygen pressure, Q7 When the body does not have sufficient oxygen to meet its needs, the condition is known as: ‘A ~ hyperventilation. B - hypsometrosis C - hypoxia D ~ hyperpnoea, 28 What might describe the time of useful consciousness? ‘A The time from when breathable air is no longer available to the time of unconsciousness. 8 - The time between the onset of hypoxia to unconsciousness. C ~The time from when there is insufficent oxygen in the air to sustain full consciousness during which cognitive processes and physical functions are relatively unimpaired toa time after hypoxia sets in. D_~ from the onset of hypoxia to the point when hyperventilation sets i. 29 Compared with a non-smoker, a tobacco smoker is more likely to experience the symptoms of hypoxia: SS A+ the same altitude 8 - alower altitude, © = ahigher altitude. D - transition altitude. 236quo ‘When compared with a non smoker, it is probable that a tobacco smoker will suffer the effects of oxygen deficiency at: A the same cabin altitude B - a lower altitude, - ahigher cabin altitude D - cabin transition altitude. an The presence of carbon monoxide in a cockpit could be caused by: A - cigarette smoke or a leaking cockpit heat exchanger. 8 = flying through cloud - ow fying over industrial areas. D - a lack of cockpit ventilation, Qn How long after prolonged exposure to exhaust gas during fight ina light aircraft would a pilot be considered fit to act as pilot? A ~ After or 6 hours B - After 1 oF 2 hours if exercise is taken, C-- After a number of days D = After 24 hours 013 ‘One consequence of smoking is that carbon monoxide adheres tothe protein haemoglobin in the red blood cells which wilt ‘A ~ advance the onset of hypoxia with altitude increase. B - not affect the onset of hypoxia with altitude increase, C ~ delay the onset of hypoxia with altitude increase, D - negate the effects but not the symptoms of hypoxia at any cruise altitude aia as Haemoglobin, the conjugated protein that transports oxygen around the body, is more readily attractive to: A ~ oxygen. B ~ nitrogen. C= carbon dioxide. - carbon monoxide. When operating at low level below an altitude of 10000, a tingling sensation in the hands, feet, and around the lips together with dizziness, anxiety, and visual disorder are symptomatic of A hypoxia, 8 - hypothermia, C - hypopnoea. D = hyperventilation a6 ov ae Whilst operating at relatively low altitude, a pilot who experiences the physical sensation of tingling, particulary in the hands, feet and around the lips, together with anxiety, visual disorder, and dizziness is probably: A - hyperventiating B - hypoxic. hyposthenic. - hypopnoic. Over-breathing leading to hyperventilation, may be due toa lack of oxygen in the body as well as A - being intensely committed to completing a complex operation 8 - fatigue ~ motion sickness, heat, vibration and anxiety. D - allack of general fitness and well being Hyperventilationis a condition that: A. pilots should be particulary aware of 8 - does not affect people who keep themselves in good physical condition. ~ will only afect children generally under the age of 10 D = {is symptomatic in older people and acrophobics 237Q19- One remedy for hyperventilation is: AA ~ that in the absence ofa tranquiliser, administer a strong alcoholic drink. B - the application of a cold compress 1D - breathing oxygen until hyperventilation subsides. D ~ pacify and calm the sufferer to restore a normal rate of respiration together with breathing in and out ofa bag. (Q20 Hypoxia is associated with which combination ofthe following? (1) Sensory lass. (2) Memory impairment, G) Impairment of consciousness. (4) Impaired judgement. (6) Personality change. (6) Muscular impairment, (7) Sense of feeling physically and mentally unwell A = (3) t0.6) only B - (1), (3), (4) and (5) only © = (1, 2),G), (4), (6) and (7 D = (1) to (6) only. 21 When operating at a low altitude where hypoxia would not normally occur, a person breathing abnormally and displaying ‘symptoms associated with hypoxia is probably: ‘A= nauseous. B - hyperventilating, C = suffering from motion sickness. D = very frightened of fying. G22 The peripheral, autonomic and central are what type of human systems? A - cardiac. B - nervous. C= skeletal D = circulatory. 23 The circulatory system: ‘A = supplies oxygen to the brain, muscles and other essential organs. 8B - after protein digestion, supplies the muscles with lactate and carbohydrate. C - isatthree part closed system that distributes blood around the body. - facilitates digestion and dispenses with body waste matter. 24 The use of compressed air for scuba diving has resulted in decompression sickness or ‘bends’ being experienced during a subsequent flight at altitudes as low as 6000ft. Following the use of compressed air for scuba diving, pilots are advised not to fly within... hours of diving, and....(i)... if depth of 30fthas been exceeded @ wi A 9 18 BB 30 oh 4 D- om 48 25 Decompression sickness, more commonly known asthe bends’ has been known to occur a the relatively low cabin altitude of 6000ft following a fairly shallow scuba dive using compressed air. Any person who has scuba dived to depths in excess of 30ft using compressed airs advised to wait: A = 24 hours before fying B - 10 hours before fying C= hours before fying D - 48 hours before fying 23826 The cause of decompression sickness isthe formation of bubbles inthe body tissue. This is the result of a rapid decrease in pressure acting on the body when ascending too rapidly from a deep dive, oF fying too high tbo soon after scuba diving, both ‘of which allows... to come out of solution, Which of the following responses correctly competes ths statement? A ~ Carbon dioxide. B = Oxygen. = Carbon monoxide. D = Nitrogen 027 Decompression sickness isthe result ofa gas coming out of solution to form bubbles in the body tissues. ‘The gas in question is: A ~ Oxygen, B - Nitrogen. = Carbon dioxide. D = Carbon monoxide. IN RESPECT OF THE FOLLOWING THREE QUESTIONS, ONE UNIT OF ALCOHOL IS EQUIVALENT TO ONE MEASURE OF SPIRIT, A STANDARD GLASS OF WINE OR A HALF PINT OF BEER. 028 What might be an approximate time to dissipate one unit of alcohol from the blood? A - Half an hour. B - Two hours C = One hour. D - Three hours Q29.—_ Approximately how much time is required to eliminate one unit of alcohol from the blood? A ~ Three hours B - Two hours. C = One hour. D = Thirty minutes Q30 The numberof alcohol units consumed generally accepted as being the amount beyond which significant physical damage may be sustained, is 21 for men and 14 for women per: A day. 8 - fortnight. = month, D - week 031 The parameter advised by the CAA Flight Safety Group regarding flight crew donating blood is that they should not fl within hours after giving blood or blood plasma, Select the answer that correctly completes ths statement. A- Ghours. B= 2hours. CC - Theres no such advisory time restriction provided the donation blood in any one month is 600 mililites or less D = 24hours. 32 Select the statement you consider to be most correct. A - Increased altitude greatly increases the adverse effects of alcohol 8 ~ Eating increases the rate of alcohol oxidation C= Sleeping, or drinking black coffe, increases the rate at which the body processes alcohol. D - Decreased altitude greatly increases the adverse effect of alcohol. (033 Following a rapid change from a climb to straight and level flght, a pilot fying sola has the sensation of tumbling backwards Sy e should: [A ~ rely on somatosensory (seat of the pants) information. B - concentrate on and trust the aircraft instruments ~ initiate a dive then rapid recovery to reverse the sensation. D ~ close the eyes for a few seconds then visually concentrate on the natural horizon. 034 During fight, a pilot who is aware that s/he is suffering from spatial disorientation should A ~ not rely upon visual clues. 8 concentrate on and believe the aircraft instruments CC shut the eyes and rest until the disorientation has passed = concentrate on the surrounding environment in order to maintain spatial orientation. 239Q35._Aprimary contrition to the onset of mation sickness is the: {A - effect of movement on the stomach acids B - change of cognitive process produced by motion. ~ the mismatch between vestibular and visual sensory inputs. D ~ fluid motion within the inner ear. 036A comprehensive situational awareness is maintained by: ‘A. continually scanning by rote, discarding non essential data B - interpreting any new data to confirm where you should be, C = continually obtaining position fixes whilst accurately maintaining heading, height and attitude D ~ gathering and considering all possible data whilst updating the situation and planning ahead. (037 tan aircraft is where a pilot thinks itis then: ‘A - the aircraft is on track B - the direction indicator is correctly synchronised with the magnetic compass and the correct barometric pressure is set ‘on the altimeter sub-scale.. C the plot is situationaly aware D - the pilots cockpit management and aviating ability are efficient, 38 Whilst maintaining a straight and level attitude, the process of accelerating may prod. the seinzation of pitching nose up, which requires the plot to: ‘A = ease the control column forward to correct the pitch up sensation. B ~ use common sense and make full use of vestibular information, = believe visual information such as instruments and! or the eal horizon and ignare any vestibular and somatosensory derived information. D - increase acceleration to reduce the exposure time to disorientation and concentrate on cockpit management. 039 During the process of slowing an aircraft down, a pilat may experience the ilusory perception of A = pitching nose up. B - pitching nose down, C= feeling sick. D - becoming weightless 240 Whilst maintaining a staight and level attitude, the process of accelerating may produce the sensation of A = pitching nose down B - rolling, = yawing due to the gyroscopic effect ofthe propeller. © - pitching nose up Q41 Physical equilibrium is maintained by sensory information received from the vestibular apparatus inthe inner ear, eyes and skeletal muscles, As rotation ceases during spin recovery, confusion caused by conflicting sensory information may be avoided by relying on the single most dependable source of sensory information, which is: AA ~ the semicircular canals of te inner ear. B - eyesight. C the skeletal muscles D ~ seat of the pants orientation 42 The safest course of action for any pilot fying solo and experiencing spatial disorientation would be to A ~ rely entirely on somatosensory (seat ofthe pants) information. B - close the eyes, take some deep breaths and rest. C = take motion sickness tablets under the supervision of a CAA medical examiner. D = pay most attention to and trust the aircraft instruments. 243A rumway, or other feature believed to be significantly smaller than it actually is, may appear to be: ‘A = farther away than it actually i. 8 - nearer than it actually i. C = longer than it actualy is = shorter than it actualy is 24044 Approaching a runway thats signficanty smaller than previously expected may be perceived as being ‘A ~ nearer than it actully i. 8 atits actual ange C= father away than it actually is D = longer than it actully i (45 Approaching a runway with very bright approach and runway lighting that i situated in an area almost devoid of lighting may sulin the pilot A descending early with the consequence of a low final approach 8 ~ flying 2 3° approach path ~ descending too late resting in avery steep final approach path D ~ being distracted by light intent in which case the approach should be intiated by reference to instruments (Q46 A visual approach to an unfamiliar aerodrome witha down sloping runway that does not have any form of visual glide slope aid, is more likely to result in A ~ a steper approach than that intended 8 - an approach very close tothe intended approach path, ~ amore shallow approach than that intended, D ~ an approach that diverts considerably fom intended approach path QA7__An attempt to fly @ 3° approach path visually to an up-sloping runway that doesnot have any visual approach aids, such as \VASI or PAPL, wil mst probably result in A aay accurate approach close to 3°, 8 - amore shallow approach of ess than 3. ~ steeper approach greater than 3. D ~ an approach that deviates both above and below te intended 3° approach path 48 When fying in haze, a pilot may experience the illusion of extemal objects appearing tobe: A larger than they actually are 8B ~ closer than they actualy are. = further away than they actualy ae D ~ dimmer than they actualy ae. (249A pilot of limited experience is ying with a pilot whois considerably more experienced. the pilot of greater experience undertakes a couse of action considered by the plot of ited experience tobe dangerous, s/he shoud: [A-~ accept the course of action as they may not have the fl picture. 8 - question the couse of action upon completion ofthe fight. C - take contol of the aeroplane. 0 ~ immediately question the course of action, 50 Theeffect of helicopter otr blades creating a fckering ght in bright sunshine maybe the cause of physical discomfort to some passengers. To alleviate the effects a sufeer should: ‘A= ignore the effects as they tend to be compounded by concentrating on them. 8 ~ cover the relevant window or wear sun gasses. C= ty t siti a sunny area rather than one thats in shade. D - ignore the stroboscopic effect asi sno diferent o that experienced in most night clubs. 051 Apilot who is flying with a more experienced colleague considers thatthe colleague has decided upon a course of action that ‘may endanger the aircraft. The less experienced pilot should A immediately express ay doubts. 8 - question the experienced pilot's judgement provided it is believed that the criticism wil be acepted in good faith, C ~ accept the couse of action to maintain the rapport between the two plots D - be asertive and prepared to take contol af the aeroplane 52 Youare the least experienced of two pilots fying the aircraft. You believe that your more experienced colleague has elected ‘to undertake a course of action that may endanger the aircraft. In view of your inexperience you should: "A ~ only question het his judgement i you believe such action wll not compromise the working relationship B ~ accept the course of action taken by your more experienced colleague in order to maintain a safe rapport. C - be assertive and prepared to take control of the aeroplane. D = always speak up ifn doubt. 2aQ53Aprominent cloud layer stoping across a fight path may result in, A flying in a cele B - banking the aircraft the pilot becoming dizzy. D = disruption of the pila’ selective raial scan (Q54 A very fast low flying military aircraft and alight aircraft that are on a head on collision course have a vey rapid dosing speed. inthe event of such a scenario, how would the image ofthe military aircraft be perceived by the plot ofthe ight aircraft as range decreased? ‘A - Initially the image would show only a small growth rate until the aircraft were close to impact when the image would enlarge rapidly B - Initial growth would be rapid and further growth would be ata steady rate - The image would grow very quickly at a constant rate D - Initial it would appear stationary until the last few seconds before impact when it would grow ata uniform rate. G55. Assume that an in fight visibly of 5km existed ata time when a very fast low fying military aircraft and alight aircraft were ‘maintaining a head on collision course with a closing speed of approximately 6UOKt. How much time would ether pilot have to take avoiding action if visual contact was made at the maximum possible range? ‘A ~ About 10 seconds. B - About 17 seconds = About 25 seconds D ~ About 35 seconds, 56 Assume that an inflight visibility of Jam existed ata time when a very fast low fying aircraft and alight aircraft were maintaining 2 head on colision course with a closing speed of approximately 400k, How much time would either pilot have in order to take avoiding action if visual cantact was made atthe maximum possible range? ‘A ~ About 20 seconds. B - About 27 seconds. C-- About 32 seconds D ~ About 39 secones. 057 Assume an in flight visibility of Sm existed when two aircraft were closing head-on with ground speeds of 120Kt and 380kt respectively, How much time would ether plot have had to take avoiding action, if visual contact was made atthe maximum possible range? A ~ 20-30 seconds B - 40-50 seconds € - 50-60 seconds. D - 30-40 seconds. Q58 What part ofthe eye is light sensitive? Ae itis B - retina C- pupil D- Comea 59. Under normal conditions, what period of time is required to adapt full to night vision? ‘A ~ 30 t040 minutes B - 201030 minutes C~ 100.20 minutes D - about S minutes 260. When maintaining a lookout, plots should understand thatthe most effective scanning method is AA ~ a series of short regularly spaced eye movements, progressing across the fed of view. B - to slowly and smoothly sweep the entire field of view from top to bottom. C - a selective concentration on the most likey areas of conflicting trafic D ~ not to concentrate on any one particular area for a short period of time Q61 Whats the function ofthe eustachian tube? : ‘A ~ Itallows the middle ear to drain frely 8 - It connects the inner ea to the semicircular canals, allowing the inner ea to equalise with ambient pressure. C = Itallows the middle ea to equalise with ambient pressure D - Itallows the sinus to block unequel pressure in the inner ear and prevent discomfort. 22062 Visual acuity is the capacity ofthe eye to determine small detail which is essential forthe early detection of distant oncoming aircraft, The sharpest visual acuity occurs wien the retinal image is sharply focused on the . so thatthe pilot (i. 10 look exactly in the direction of the oncoming aircraft in order to detect it. 0 i) A fovea does need B- optic nerve does need c itis does not need D- fovea does not need Q63 When looking at an object at night after allowing sufficient time for night vision to develop, maximum visual acuity is achieved by looking A > directly at the object. B - at least 45° to the side ofthe object. C = slightly to the side ofthe object. D - atleast 30° to the let side ofthe object ifthe right eye is the master eye and to the right ifthe left is the master eye. Q64 You are maintaining course and speed and there is another aircraft atthe same altitude also maintaining course and speed buton a collision course with you which may be head on or to one side. This results in a constant relative bearing being maintained with the other aircraft, and no apparent movement of that aircraft in your windscreen. Compared with other aircraft that are not on 2 collision course with you, the total lack of relative movement of the conflicting aircraft makes: AA its detection the same as any other aircraft within the same field of vision. B - iteasier to detect ~ itundetectable as there is no relative movement inthe windscreen. D - itmore difficult to detect, Q65 When adjusting their seat, plots should attempt to establish a comfortable position that facilitates ful control movement, together with a balance between a ful instrument scan and outside visibility. This desired position should be: ‘A ~ used forall phases of the fight. 8 - used particularly for take-off and landing when physical handing i at its greatest and forward visibility often at a premium, - adopted during the cruise when instrument fying may be a possibility D - adjusted only to allow for changes in aeroplane trim. Q65 A pilot operating at an altitude above coud with an empty visual field should be aware thatthe eyes: ‘A - will tend to focus at a point one to two metres away. B - will naturally focus at the ideal point to detect other aircraft - will tend to focus on infinity. D - will tend not to focus on anything thus rendering any visual scan unreliable. 067 Most light aircraft do not have a ‘Design Eye Position’ that allows a consecutive adequate view of both the outside world and all cockpit displays. Ifthe handling pilot's cockpit seat adjustment is too low, during an approac: ‘A ~ the pilot will not suffer any disadvantage B - the view ahead ofthe aircraft will be much greater. CC - the view of the approach path and runway will be improved due to the reduced pitch attitude. D = part of the approach area under the nose ofthe aircraft wil be lst from view. Q68 What isthe human auditory range? : ‘A - the to 5,000H2 B - 5Hz to 10,000H2 - 10H2 to 15K,000H2 D = 202 to 20,000H2 069 The immediate result of adrenaline being released into the bloodstream when the body is initially subjected to stres is: 1A ~ decrease in the pulse rate B - a reduced rate of breathing stabilisation of the breathing rate. D - an increased pulse rate 243Q70 Gastroenteritis is @ complaint that makes a pila: A ~ fitto fly with medication B = fitto fly. C ~ unftto fy. ~ only fit to fly with the prior permission of a CAA medical examine. QT Flight cew of should not fly whilst suffering from a cold or flu Select the phrase that correctly completes this statement A ~ pressurised aircraft 8 ~ any aircraft C > unpressurised aircraft D ~ open cockpit aircraft, open hot air balloon or airship. Q72 The three needle type altimeter as employed in many light aircraft is generally both reliable and accurate. It should also be understood that it can: ‘A - never be misread, 8 - easily be misread = only ever be misread by novices, = only ever be misread inadvertently caged during aerobatic manoeuvres, Q73_Corlocated controls within a cockpit that operate different systems should be designed to ‘A = both look and feel different. B - look the same but feel different. = both look and feel identical. D = feel identical but look different Q74 Proprietary branded medication available without prescription ‘A - can produce minor side effects which are not detrimental to pilot performance. B should only be taken by an active pilot if she is aware of any secondary effects. C - can cause mild analgesia whichis not detrimental to pilot performance. D ~ should only be self administered after seeking the advice of an authorised CAA medical examiner 75 Arunway that is narrower than previously expected may result in ‘A - ahigh approach path being flown and overshooting the runway stop end, B - ahigh approach path being flown and undershooting the runway threshold - anormal approach path being flown as any pilot will set up a visual approach relative to the actual runway. initially a high approach path then a low approach with the possibility of undershooting the runway threshold. 076 Arunway that is unusually wider than previously expected may result in: ‘A - abigh approach path being flown and overshooting the runway threshold, B ~ a high approach path being flown and undershooting the runway threshold C - anormal approach path being flown as any pilot will set up a visual approach relative to the actual runway. 1D - alow approach path being flown and undershooting the runway threshold. Qn The cei pect perspective ofa down sloping runway i presented by illustration: A Lan \_ ae | a c oN Ava B-b cc D-d 244HUMAN PERFORMANCE AND LIMITATIONS PRACTICE ANSWER SHEET ABCD ABCD ABCD ABC OD 28 8 7 ar 2 7 28 8 29 54 0 55 st 56 82 7 33 58 on sa 38 oo 96 6 a 62 8 6 29 64 40 a a2 67 ry 68 4 «8 48 70 6 n 47 n 48 a 49 ™ 50 6 Loose 245 leafIntentionally left blank 20620 a Py 23 24 25 HUMAN PERFORMANCE AND LIMITATIONS 287 ANSWERS B D ABCD 26 x si| X 76 7 x 82 Ml a7 28 53 x 2 sal X 30 x 56 x a x 56 x 2 87 x 33 x x al [x Xx 35 x 36 x oe x ov eX 88 6 x 89 xX 64 x « x] «fx al [XxX oo | X 2 x 7 x x 6 x “ 69 x 45 70 Xx 6 n x « x 72 x 48 73] X 49 x 7 x 50 xX 78 xIntentionally tft blank 208HUMAN PERFORMANCE AND LIMITATIONS EXPLANATIONS EHP1(B) Hypoxia isthe condition caused by insufficient oxygen to meet the needs of the body. The transfer of oxygen from the lungs to the red blood cells depends upon a pressure gradient resulting from the partial pressure of oxygen in the atmosphere which, decreases with ascent. However, the partial pressure of oxygen remains sufficient to prevent the onset of hypoxia in healthy pilots when operating for periods of time up to 10,000ft. The effects of hypoxia are accelerated with exposure to lower partial oxygen pressures that exist at higher altitudes. The brain is affected first, being the most sensitive to oxygen atten Goats a EHP39(B) The pilot should trust and concentrate on the attitude and perfor ‘mance instruments, See EHP38. ‘The illusion of tumbling forwards after a rapid change from @ dive to straight and level fight is caused by aircraft deceleration ‘The otolths that form part ofthe vestibular apparatus ofthe inner ear detect and interpret linear deceleration as tumbling for ward or the aircraft pitching nose down. This would confict with visual perception causing spatial disorientation. Visual informa- tion derived from the aircraft instruments must under such cir cumstances be relied upon This scenario is the antithesis of question 38 and the explanation, sven in EHP38, EHP40(D) ‘See EHP38. EHP41(B) Eyesight is the most dependable source of sensory information EHP42(D) See EHP33 to EHP38. EHP43(B) [Approaching any objector a runway believed to be smaller than it actualy is, may appear to be nearer than it actualy is. The problem with a runway under such circumstances is descending t00 early with the possibly ofa very low final approach, fig H1EHP44(C) Any object or runway thet is smaller than previously believed, will appear to be farther away than it actually is EHPAS(A) {An approach toa runway that is brightly illuminated in isolation of its surroundings will create the illusion of the aeroplane being higher than it actually i, This may result in the pilot descending too early and fying a dangerously low final approach. solution, ‘would be to maintain the correct rate of descent and airspeed for the approach while maintaining the touch down point ata con- stant position in the windscreen, EHP46(A) uring a visual approach to an unfamiliar down-sloping runway, in order to establish and maintain the correct visual perspective of the runway when fying a3° approach path, the pilot may ii- tiate the approach from a greater height and fly the approach at a steeper angle. See fig H2 = ra high ee nen oo? foown sloping runway | fig H2 However, even when the 3° approach angle to the runway aim- ing point is flown correctly, should the runway be preceded by flat terrain, a visual illusion of a steep approach path could occur as the preceding fat foreground will provide a dominant visual cue to the approach path angle than the more distant runway. If believed, the plot may respond by flying 2 too shallow final approach which may result in an undershoot and serious accident. EHP47(B) During a visual approach to an unfamiliar up-sloping runway, in order to establish and maintain the correct visual perspective of ‘the runway when flying a 3° approach path, the pilot may inti ate the approach from a lower height and fly the approach at a ‘more shallow angle. See fig H3 | cna = opproach ets Hat runway sn ett hallow oach pat approach UP sloping runway [. fig H3 However, even when the 3° approach angle tothe runway aim ing point is flown correctly, should the runway be preceded by flat terrain, a visual ilusion of a shallow approach path could 252 ‘cur as the preceding flat foreground wil provide a cominant visual cue tothe approach path angle t isiant ran way. If believed, the pilot may respond by pitchine the aircraft nose up to increase altitude and cect the approach path which may result in a lowraltitude stall or a missed EHP48(C) Haze is the result atmospheric impurities being held in suspension in descending ar. The effect of the impurities is to refact light, diminishing the resolution of objects within visual range, creating the illusion that they are further away than they actually are. EHP49(D) ‘Greater experience invites the connotation of supetior knowl- ‘edge and greater ability which can intimidate any inexperienced person in a working environment. At any level of experience ‘human beings are fallible, being prone to misinterpretation and incorrect decision making which, in the case of a pilot, could be. dangerous, Any pilot, ivespective of status or experience should immediately express any doubts by questioning the actions of a more expe enced colleague considered to be inappropriate or dangerous. EHPS50(B) The stroboscopic effect of flickering lights such as that caused by the shadow effect of helicopter rotor blades wind milling in bright sunshine can, to those susceptible cause discomfort, even epileptic fits, A solution would be to cover the windows through which the stroboscopic effect is visible, or wear sun glasses or close the eyes. EHP51(A) ‘See EHP49, EHP52(D) See EHPAS EHP53(B) ‘A prominent sloping coud cloud layer ying across an aircraft's flight path may partially o completely obscure the natural hori 20n creating an illusion that the aircrafts lying with an angle of bank, If believed, the tendency will be forthe pilot to accept the cloud as the natural horizon and actually fly the aircraft banked and with crossed controls (opposite rudder) to maintain heading, EHP54(A) See fig #4 = 45 seconds to impact = = = 3 seconds to impact = 2 seconds to impact = 1 second to impact ~ 05 second to impact Closing speed 600kts fig Ha The perspective of an aircraft approaching head on at high speed 's that wil remain very small growing only slowiy in size unt it is very close. When close it will appear to grow in size very rap: y.EHP55(B) This requtes a simple distance! speed caleulation where the 5 kilomet res visibility must frst be converted to nautical miles, of the speed from knots to kilometres/ hour, both of which can be achieved using your CRP circular slide rule. Skm = 2.7nm distance _ 2.7 thr Oma 60 secon Time = speed ae oe a Tela = 16.2 seconds 600kt = 1110km/he distance Ske be 60m ‘60 seconds Time ae! x ite SS SPseconds = 16.2 seconds Nearest answer = 17 seconds EHP56(B) See EHPS5 distance 3 the Ome 60 seconds Time = speed = ca ie Dor aa laa = 27.0 seconds ‘Answer = 27 seconds. EHP57(D) See EHPSS . = tance som u ‘Oe 60seconds _ Time ‘speed a 00m: ie the x aa = 36 seconds: Nearest answer = 30-40 seconds. EHP58(B) Retina, See fig H5 optic pupil fig HS ‘The greatest visual acuity is achieved by light sensitive cones in the fovea which itself forms the central part ofthe retina on which visual images are focused. Because of the central position ‘of the fovea, a pilot must ook directly at a distant oncoming air- craft to provide the best opportunity of is early detection. Rods form that part ofthe retina outside ofthe central fovea and are sensitive to lower levels of light than cones. Rods therefore ae significant tonight vision and because of their peripheral location in the retina, maximum visual acuity is achieved by look ing slightly to one side of an abject. EHP59(A) Night Vision Adaptation ‘Dark adaptation is the process by which the eyes adapt for opti- mal night visual acuity under conditions of low ambient illumina- tion, The eyes require about 30 to 40 minutes to fully adapt to ‘minimal lighting conditions. The lower the starting level o illumi ‘ation, the more rapidly complete dark adaptation is achieved To minimise the time necessary to achieve complete dark adap- tation and to maintain it, you should: 253 + avoid inhaling carbon monoxide from smoking or exhaust fumes. bb- get enough Vitamin Ain your diet adjust instrument and cockpit lighting tothe lowest level possible d-- avoid prolonged exposure to bright ight. use supplemental oxygen when fying at night above 5,000 ft (Msi). If dark, should adapted eyes be exposed toa bright light source {searchlights, landing lights, flares, etc.) fora period in excess of 1 second, night vision is temporally impaired. Exposure to at «aft ant-colsion lights does not impair night vision adaptation EHP60(A) ‘The most effective lookout is achieved by scanning with short regularly spaced head movements with the eyes stationary because the visual world is sampled when the eye is at rest. By minimising the length of time that the head is at rest, the field of vision scanned in relation to time is maximised, EHP61(C) The eustachian tube connects the mide ear withthe nose and throat where its soft walls at the nasal end act as a flap. During ascent, this allows expanding gas in the middle ear to equalise with reducing atmospheric pressure. Note: With an atmospheric pressure increase experienced dur- ing a descent, the flap can prevent atmospheric pressure ‘equalising with the middle ear, causing the ear drum to distort creating pain known as barotrauma. EHP62(A) ‘See EHP5S and fig HS ‘The greatest visual acuity in daylight is achieved by cones in the fovea, which itself forms the central part of the retina on which visual images are focused. Because of the central position of the fovea, a pilot must look directly ata distant oncoming aircraft to provide the best opportunity ofits early detectionEHP63(C) Rods form that part ofthe retina outside of the central fovea and ate sensitive to lower levels of light than cones. Rods therefore ae significant tonight vision. Because oftheir peripheral loca: tion inthe retina, maximum visual acuity is achieved by looking slightly to one side of an object. See EHPS8 and fig HS. EHP64(D) Compared to aircraft within the pilot's field of vision that are not ‘maintaining a constant relative bearing and are seen to move across the windshield, an aircraft that has no relative movement across the pilot's windshield will be more dificult to spot because it will not provide a movement cue to assist its detec- tion, EHP65(A) The desired seating position, once established, should be used for all phases of the flight. EHP66(A) With an empty field of vison, the eyes wil tend to focus at very short distances , normally one or two metres ahead EHP67(D) I the seat is too low, the eye level willbe too low and part of the approach area ahead and below will be obscured by the aircraft nose. EHP68(D) souND The term sound is used to describe the mechanical radiant ener- gy that is transmitted by longitudinal pressure waves in any medium (solid, liquid, or gas). Sound waves are variations in air pressures both above and below the ambient pressure. From a more practical point of view, this term describes the sensation perceived by the sense of hearing. All sounds have three distine- tive variables: a Frequency, b= Intensity - Duration Frequency. This is the physical property of sound that gives it 2 pitch. Since sound energy propagates in a wave-form, it can be measured in terms of wave oscillations or wave cycles per sec- ‘ond, known as hertz (Hz). Sounds that are audible to the human ear fall in the frequency range of about 20-20,000 Hz, and the highest sensitivity is between 500 and 4,000 Hz. Sounds below 20 Hz and above 20,000 Hz cannot be perceived by the human ear. Normal conversation takes place in the frequency range from 500 to 3,000 Ha. Intensity - the correlation between sound intensity and loud- ness, The decibel (dB) is the unit used to measure sound intensi- ty. The range of normal hearing sensitivity ofthe human ear is between -10 to +25 dB. Sounds below -10dB are generally imperceptible. A pilot wha cannot hear a sound unless its inten- sity is higher than 25 dB (at any frequency) is already experienc- ing hearing loss Duration. Determines the quality of the perception and discrimi- nation of a sound, as well as the potential risk of hearing impair- ‘ment when exposed to high intensity sounds. The adverse conse- ‘quences of a short-duration exposure to a loud sound can be as ‘bad as a long-duration exposure to a less intense sound, Therefore, the potential for causing hearing damage is determined not only by the duration ofa sound but also by ts intensity. 254 EHPE9(D) Adrenaline isa chemical released by the adrenal gland in response to signals from the sympathetic division ofthe auto nomic nervous system. Such signals ae triggered by s955, exer cise or an emotion such as fear, Adrenaive increases <1 the speed and force of the heart beat and consequently the wark ‘that can be done by the heart. EHP70(C) Gastroenteritis isan inflammation of the stomach and intestines ‘often causing sudden and violent upsets resulting in diarthoea and sometimes vomiting. A pilot suffering from gastroenteritis, will be unfit to fly even with medication as the symptoms can be extremely debilitating EHP71(B) ‘cold or flu will cause the soft tissue around the sinuses (locat ‘ed below the eyes in the cheeks and at the back of the nose) together with the wall ofthe eustachian tube to expand. This will obstruct the inward passage of air during a descent, greatly increasing the probability of barotrauma, See EHP61 ‘A pressurised aircraft wil, during a descent, create just as effec tively the environmental conditions that cause barotrauma so the crew of any aircraft should not fly whilst suffering the symptoms of acold or flu EHP72(B) A three-pointer altimeter takes about three times longer to read than a digital altimeter. Although iis very accurate, pilots should be aware that a three-pointer altimeter can easily be misread. EHP73(A) ‘The identification ofa control is both visual and tactile. AS an aid to preventing incorrect control selection, co-located controls should be designed to both look and feel different. EHP74(D) Pilots are advised not to take any medicines before or during flight unless they are completely familiar with their effects on their body. If any doubt exists at all, a doctor with experience of aviation medicine should be consulted ANC 58/2000 (pink 4) EHP75(D) See fig H6 A narrow runway fig HE A final approach to an unusually narrow runway or an unusually long runway may initially produce the visual illusion of being too low resulting in a high-altitude final approach. Latterly, a pilot may attempt to corect the approach by pitching the aircraft nose down to decrease altitude which, if performed too close to the ground, may result in an undershoot and serious accidentEHP76(A) See fig H7 ris wide runway pilot illusion low approach high ceed preach sere illusion low wing ‘approach fig H7 AAfinal approach toa runway that is unusually wider than expected may produce the visual illusion ofa lov-altitude final approach. If the illusion is believed, the pilot may respond by pitching the aircraft nose up to increase the altitude, which may result in alow altitude stall or overshooting the touch down point and a missed approach, EHP77(B) See fig H8 'b’ and EHP46. overtight down slope fig H8 Perspective 'b’ would be typical of @ down sloping runway. ‘a would be overlying a runway, c’ would be a level runway and ‘4 would be an upsloping runway.Intentionally left blank 256