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typically gets into the cockpit from
faulty exhausts, and also comes
about where something is burning
without an adequate air supply, or
where combustion is incomplete.
Characteristic symptoms of carbon
monoxide poisoning include cherry
red lips.
Flicker
This occurs when light is interrupted
by propeller or rotor blades. It can
cause anything from mild discomfort
to fatigue, and even convulsions or
unconsciousness. Flicker certainly
modifies certain neuro-physiological
processes – 3-30 a second appears to
be a critical range, while 6-8 will
diminish your depth perception (the
Nazis set their searchlights to flicker,
to get up the nose of bomber pilots).
Hangovers make you particularly
susceptible.
Human Factors 245
Noise, Vibration & Turbulence
Prolonged amounts of any of these
is fatiguing and annoying. Noise is
particularly prevalent in helicopters,
especially with the doors off.
Vibration at the right frequency will
cause back pain.
Ergonomics
Under this comes cockpit design and
automated systems. Here's an
illustration of how bad design can be
the start of an event chain:
A relatively inexperienced RAF
Phantom (F4) pilot had a
complete electrics failure, as if
being over the North Sea at night
in winter wasn't stressful enough.
For whatever reason, he needed to
operate the Ram Air Turbine, but
he deployed the flap instead, as
the levers were close together.
Of course, doing that at 420 knots
made the flaps fall off the back,
and the hydraulic fluid followed.
Mucking around with the
generators got the lights back on,
and he headed for RAF
Coningsby, with no brakes.
Unfortunately, the hook bounced
over the top of the arrester wire,
so he used full afterburner to go
around in a strong crosswind, but
headed towards the grass instead.
The pilot and navigator both
ejected, leaving the machine to
accelerate through 200 knots,
across the airfield at ground level.
Meanwhile, the Station
Commander was giving a dinner
party for the local mayor in the
Mess, and the guests had just
come out on the steps (not far
from the runway), just in time to
watch the Phantom come past on
the afterburner, with two
ejections. The mayor’s wife was
just thanking him for the firework
display as it went through a ditch,
lost its undercarriage and fell to
bits in a field.
The Fire Section had by this time
sent three (brand new) appliances
after it without any hope of
catching up, but they tried anyway.
The first one wrote itself off in a
ditch because it was going too fast,
the driver of the second suddenly
put the brakes on because he
realised there had been an ejection
and that he might run over a pilot
on the runway, at which point the
number three appliance smashed
into the back of him.
We are in a similar situation – how
many times have you jumped into
the cockpit of a different machine,
to find the switches you need in a
totally different place? This doesn't
help you if you rely on previous
experience to find what you need (in
emergencies you tend to fall back to
previous training), so the trick here is
to know what you need at all times,
and take the time to find out where
it is (and read the switches).
Physiological (The Body)
The human body is wonderful, but
only up to a point. It has limitations
that affect your ability to fly
efficiently, as your senses don't
always tell you the truth, which is
why you need extensive training to
fly on instruments, as you have to
unlearn so much. The classic
example is the "leans", where you
think you're performing a particular
manoeuvre, but your instruments tell
you otherwise.
246 Canadian Private Pilot Studies
Why do you need to learn about the
body? Well, parts of it are used to
get the information you need to
make decisions with. And, of course,
if it isn’t working properly, you can’t
process the information or
implement any action based on it.
G Tolerance
The body can only cope with certain
amounts of G-force, from the effects
of acceleration. When there is none,
you are subject to 1G.
Negative G acts upwards and can
increase the blood flow to the head,
leading to red out, facial pain and
slowing down of the heart. In
addition, your lower eyelids close at
–3G. Positive G is more normal, but
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