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Keep a level attitude. Your worst enemy is getting into a steep bank. If need be, turn the aircraft with
light rudder pressure only, with hands off the wheel or stick. Even though this is an un-coordinated turn,
you will not get the aircraft into a dangerous unusual attitude. Try to get out of the condition by slowly
doing a 180° turn, or a turn away from the conditions causing the disorientation. Keep your angle of bank
15° or less. A 15° bank will take you 1 minute to complete a 180° turn.
Fear
We all at times experience fear. The question is how do we respond to fearsome situations. Flying is not
without it’s anxious moments. It is easy to say “DON’T PANIC”; but that is exactly what is required of
the pilot in command.
The best defense against fear is TRAINING. This is why your instructor will put you into situations
which will test your perception and judgment skills. Even after you obtain your private license, continue
to train and learn. Flying is a lifetime learning experience. After you have achieved some experience,
consider obtaining an instrument rating. Weather situations will be the prime cause for anxious moments.
The more confidence you can gain in handling instrument conditions, the safer you will be.
This does NOT mean pushing yourself beyond your training; rather it means getting the training and
experience to handle whatever situation that may arise. There is a trite but true saying that “there are bold
pilots, and there are old pilots; but there are no old bold pilots”. There are however many old experienced
pilots around who have flown thousands of hours safely and with confidence. Ability and confidence is
the key to handling fear.
Vision
Good vision is important to safe flying. The eye contains two different light sensitive nerve endings
called the RODS and the CONES. They are located in the back of the eye in the area called the retina.
The CONES are concentrated around the center of the retina, and decrease in number as the distance
from the center of the retina increases. They are the nerves which predominately detect color, details and
distant objects. They function in daylight and moonlight.
Aeromedical factors
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The RODS are concentrated around the area of the cones, and increase in number as the distance from
the center of the retina increases. Their function is to detect objects in motion out of the corner of the eye
(peripheral vision). They function in daylight, moonlight and darkness.
This is an important concept to understand with regard conflict avoidance with other aircraft. During the
day, objects can best be seen by looking directly at them. Your scan for other aircraft and objects should
be in deliberate scan increments of about 10 degrees. Look at this area for several seconds, then look at
the next 10 degree increment in your scan. Pausing to concentrate on a given area of vision is important
since the eye cannot detect distant objects when in a continuous scan movement.
At night, vision is more dependent on the RODS. “Off-center viewing” is best. The eye is more adept to
seeing objects through the use of peripheral vision. With some practice, you can see objects better by
using “off center” viewing rather than looking directly at them.
When entering darkness, the pupils of the eye enlarge to receive as much of the light as possible. It will
take 5 to 10 minutes for the adjustment to increase your “dark” vision by a factor of 100. After 30
minutes, the rods will be fully adjusted, and the rod’s sensitivity to light will become approximately
100,000 times more sensitive to light than in bright light.
For night flight, you should allow your eyes to adapt to the darkness for some time to achieve best night
vision acuity. Once your vision has adjusted, guard against exposing your eyes to bright light, as
temporary blindness and illusion can result.
Night vision can be adversely by low oxygen levels at altitude. It is best to keep cabin altitude to 5,000
feet or less at night. In higher altitude is necessary, use of oxygen is advised. Smoking can reduce night
vision by as much as 20%.
Personal Evaluation
Often pilots are tempted to demonstrate their skill to others, and to prove they are made of the right stuff.
This leads many pilots into serious pitfalls. Every pilot should continuously and HONESTLY evaluate
their medical fitness for flight, and their skills and competency.
Pitfalls
All experienced pilots have at one time or another had to face some dangerous attitude situations and
pressures. Some of these are:
· Peer Pressure - This is based on an emotional response to equal or exceed the skills of your peers
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