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Recognition of these symptoms often lead to more apprehension and fear resulting in increased
hyperventilation. Disorientation, muscle spasms, and unconsciousness if corrective action is not taken.
Corrective action can be breathing slowly into a paper bag held over your nose and mouth. Also, talking,
singing, and counting out loud can assist in taking your mind off the apprehension causing the rapid
breathing.
It should be noted that many of the symptoms are common to both hypoxia and hyperventilation. If you
are using an oxygen system when symptoms occur, turn the oxygen regulator to 100%.
Carbon Monoxide
Carbon monoxide results from the incomplete burning of materials. It is usually found in engine exhaust
and cigarette smoke. Carbon monoxide is tasteless, odorless, and invisible. It is however usually present
in fumes which are detectable. In an aircraft, cabin air is heated by intake air flowing across the exhaust
manifold. Lleakage of fumes from the exhaust system into the heated airflow can be dangerous. You
should be particularly cautions when operating in cold weather.
Exposure of even a small amount of carbon monoxide over a long period of time can significantly impair
pilot performance. Symptoms are feeling of sluggishness, headache, tightness across the forehead. These
may be followed by increasing symptoms of throbbing in the temples, or ringing in the ears. Large
accumulations can lead to vomiting, convulsions and death.
Motion Sickness
Motion sickness from the stimulation of the inner ear which controls your sense of balance. The
symptoms are progressive. They are loss of desire for food, excessive saliva, perspiration, nausea, and
tendency to vomit.
If you or a passenger are suffering from airsickness, you should:
Aeromedical factors
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· Open air vents
· Loosen clothing
· Use supplemental oxygen if available
· Keep eyes on a point outside the aircraft
· Avoid rapid or unnecessary head movements
· Land as soon as possible
Pilots susceptible to motion sickness should NOT take motion sickness drugs. Research has shown these
drugs may cause temporary disorientation, loss of navigational skills, or other functions which demand
keen judgment.
Sinus and Ear Block
During ascent and decent the pressure inside the sinuses normally adjust to the cabin pressure.
Conditions such as colds and nasal infections can significantly close the passages which permit this
pressure equalization. This causes sinus block. It can cause significant pain in the affected sinus region,
tooth ache, and mucus discharge from the nasal passages.
During decent, the Eustachian tube of the middle ear opens to allow pressure relief into the nasal
passages. During decent the pilot should periodically reopen the Eustachian tubes by swallowing,
yawning, tensing muscles in the throat or chewing. If this fails, blowing with the nose with the mouth
closed and the nose pinched off can usually equalize the pressure.
A cold or ear infection can produce enough mucus in the Eustation tube to prevent pressure equalization.
This results in ear block.
If either sinus block or ear block persists for some period after landing , consult a physician. Rupture of
the ear drum or infection in the ear can result from failure to relieve the condition after some period of
time.
Spatial Disorientation
Spatial disorientation (formerly referred to as vertigo) results from loss of visual contact with terrain or
other visual reference points. It is the result of confusing sensations sent to the brain by the muscles and
inner ear when visual reference is lost. One cannot tell whether they are ascending, descending or
turning.
It is a REAL threat to the VFR pilot who has had insufficient training in flying solely by reference to
instruments. Much of the training of instrument pilots is devoted to the reliance and interpretation of the
instruments instead of their sensations.
Situations which can quickly lead to spatial disorientation are:
Aeromedical factors
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· Flight into cloud
· Flight at night over unlighted terrain (loss of horizon reference)
· Facing the sun in haze condition
· Flying above a cloud layer with sloping top
If inadvertently caught in such condition, DON’T PANIC. If you have been trimmed out for straight and
level, do not make any drastic or sudden moves in the attitude of the aircraft. LOOK AT YOUR
COMPASS HEADING.
Get On The Gauges. Concentrate on flying by the instruments. Learn how to use them and to trust them.
　
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