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or kit manufacturer’s instructions, articles written by
builders of the same make and model aircraft, and
study actual or video tape demonstrations of the aircraft.
(9) Review the FAA/National Transportation
Safety Board (NTSB)/EAA accident reports
for the same make and model aircraft to be aware
of problems the aircraft has experienced during previous
operations (see appendix 2 for the address).
(10) Memorize the cockpit flight controls,
switches, valves, and instruments. A thorough
knowledge of the cockpit will result in controlled
and coordinated mental and physical reactions during
emergencies.
NOTE: The EAA has developed a Flight
Advisor Program which offers builders/
pilots assistance in performing a self evaluation
of the flight test program and/or selection
of the test pilot. To obtain additional
information, contact a local EAA Chapter
or EAA Headquarters, (414) 426-4800.
SECTION 5. MEDICAL FACTS FOR PILOTS
‘‘If the pilot is unairworthy, so is the airplane!’’ Bill Chana, Aeronautical Engineer
1. OBJECTIVE. To identify some of the well
known medical causes for aircraft accidents and to
stress the importance of a personal pre-flight checklist
in addition to an aircraft pre-flight checklist.
a. Alcohol. FAR Part 91, ‘‘General Operating
and Flight Rules,’’ § 91.17 requires that 8 hours
must elapse from the last drink to the first flight.
Test flying an aircraft, however, places additional
mental and physical demands on the pilot. The FAA
strongly recommends a minimum of 24 hours
between the last drink and the test flight. This is
because small amounts of alcohol in the blood stream
can affect judgement, reaction time, and decrease a
pilot’s tolerance to hypoxia.
b. Anesthetics. Local and dental anesthetic can
affect a pilots performance in many adverse ways.
It is recommended that a minimum of 48 hours
elapse from the time of anesthesia to the time the
pilot climbs into the cockpit.
c. Blood Donations. Do not fly for 3 weeks
after donating blood. The body needs approximately
three weeks for a complete physiological recovery.
Although the physical affects may not be noticeable
at sea level, they will become apparent when flying
at higher altitudes.
d. Carbon Monoxide (CO). CO is a colorless,
odorless, tasteless gas that is always present in
engine exhaust fumes. Carbon monoxide prevents
oxygen absorption by the blood, and exposure to the
gas creates vision problems, headaches, disorientation,
and blurred thinking (see chapter 1, section 7,
paragraph 3 (g) for testing the aircraft for CO
contamination).
e. Drugs. Similar to alcohol, drugs will reduce
or impair judgement and affect reflexes and hand/
eye coordination. It is a given that the use/abuse of
illegal drugs is dangerous and against the law.
Prescription drugs and over-the-counter remedies,
however, also may be dangerous when combined
with flying. The FAA recommends all pilots who
must take medication consult with an Aviation Medical
Examiner (AME) to understand the medication’s
affects on their ability to think and react while in
the cockpit.
f. Ear and Sinus Pain.
(1) Ear and sinus pain is usually caused
by the eardrum or sinuses failing to equalize the air
pressure during a descent. The blocked ears and
sinuses can be caused by a head cold. The pain can
be considerable and is most noticeable during
8
AC 90-89A 5/24/95
descents. For ear blockages try yawning, swallowing,
or chewing gum which may give some relief. The
Valsalva procedure can be effective: pinch the nose,
close the mouth, and try to force air through the
nostrils.
(2) If ear blockage occurs during flight, try
climbing back to a higher altitude (lower air pressure)
until the pain lessens. Then begin a gradual
rate of descent, allowing the ears and sinuses time
to adapt to the increasing pressure.
(3) After landing, nasal sprays will give
some sinus pain relief. To relieve ear pain, try wetting
paper towels with hot water, put the towels in
the bottom of a plastic or dixie cup and then hold
the cups over the ears. The warmth will help ease
the inflamed tissues and reduce the pain. If pain
continues, see a doctor.
NOTE: The best way to avoid this problem
is not to fly with a head cold, upper respiratory
infection, or nasal allergic condition.
Be advised that some nasal and oral
decongestants could be ineffective at altitude
and have side effects such as drowsiness that
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