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1.4.2 A consistently high alcohol.related, fatal aircraft accident rate serves to emphasize that alcohol and flying are a potentially lethal combination. The Federal Aviation Regulations prohibit pilots from performing crewmember duties within eight hours after drinking any alcoholic beverage or while under the influence of alcohol. However, due to the slow destruction of alcohol, a pilot may still be under the influence eight hours after drinking a moderate amount of alcohol. Therefore, an excellent rule is to allow at least 12 to 24 hours between “bottle and throttle” depending on the amount of alcoholic beverage consumed.
1.5 Fatigue
1.5.1 Fatigue continues to be one of the most treacherous hazards to flight safety, as it may not be apparent to a pilot until serious errors are made. Fatigue is best described as either acute (short.term) or chronic (long.term).
1.5.2 A normal occurrence of everyday living, acute fatigue is the tiredness felt after long periods of physical and mental strain, including strenuous muscular effort, immobility, heavy mental workload, strong emotional pressure, monotony, and lack of sleep. Consequently, coordination and alertness, so vital to safe pilot performance, can be reduced. Acute fatigue is prevented by adequate rest and sleep, as well as regular exercise and proper nutrition.
1.5.3 Chronic fatigue occurs when there is not enough time for full recovery between episodes of acute fatigue. Performance continues to fall off, and judgment becomes impaired so that unwarranted risks may be taken. Recovery from chronic fatigue requires a prolonged period of rest.
1.6 Stress
1.6.1 Stress from the pressures of everyday living can impair pilot performance, often in very subtle ways. Difficulties, particularly at work, can occupy thought processes enough to markedly decrease alertness. Distraction can so interfere with judgment that unwarranted risks are taken, such as flying into deteriorating weather conditions to keep on schedule. Stress and fatigue (see above) can be an extremely hazardous combination.
1.6.2 Most pilots do leave stress “on the ground.” Therefore when more than usual difficulties are being experienced, a pilot should consider delaying flight until these difficulties are satisfactorily resolved.
1.7 Emotion
1.7.1 Certain emotionally upsetting events, includ-ing a serious argument, death of a family member, separation or divorce, loss of job, and financial catastrophe, can render a pilot unable to fly an aircraft safely. The emotions of anger, depression, and anxiety from such events not only decrease alertness but also may lead to taking risks that border on self.destruction. Any pilot who experiences an emotionally upsetting event should not fly until satisfactorily recovered from it.
1.8 Personal Checklist
1.8.1 Aircraft accident statistics show that pilots should be conducting preflight checklists on themselves as well as their aircraft, for pilot impairment contributes to many more accidents than failure of aircraft systems. A personal checklist that can be easily committed to memory, which includes all of the categories of pilot impairment discussed in this section, is distributed by the FAA in form of a wallet.sized card.
1.9 PERSONAL CHECKLIST. I’m physically and mentally safe to fly; not being impaired by:
Illness
Medication
Stress
Alcohol
Fatigue
Emotion

2. Effects of Altitude
2.1 Hypoxia
2.1.1 Hypoxia is a state of oxygen deficiency in the body sufficient to impair functions of the brain and other organs. Hypoxia from exposure to altitude is due only to the reduced barometric pressures encountered at altitude, for the concentration of oxygen in the atmosphere remains about 21 percent from the ground out to space.
2.1.2 Although a deterioration in night vision occurs at a cabin pressure altitude as low as 5,000 feet, other significant effects of altitude hypoxia usually do not occur in the normal healthy pilot below 12,000 feet. From 12,000 to 15,000 feet of altitude, judgment, memory, alertness, coordination and ability to make calculations are impaired. Headache, drowsiness, dizziness and either a sense of well.being (euphoria) or belligerence occur. The effects appear following increasingly shorter periods of exposure to increasing altitude. In fact, pilot performance can seriously deteriorate within 15 minutes at 15,000 feet.
2.1.3 At cabin pressure altitudes above 15,000 feet, the periphery of the visual field grays out to a point where only central vision remains (tunnel vision). A blue coloration (cyanosis) of the fingernails and lips develops. The ability to take corrective and protective action is lost in 20 to 30 minutes at 18,000 feet and 5 to 12 minutes at 20,000 feet, followed soon thereafter by unconsciousness.
2.1.4 The altitude at which significant effects of hypoxia occur can be lowered by a number of factors. Carbon monoxide inhaled in smoking or from exhaust fumes (see below), lowered hemoglobin (anemia), and certain medications can reduce the oxygen.carrying capacity of the blood to the degree that the amount of oxygen provided to body tissues will already be equivalent to the oxygen provided to the tissues when exposed to cabin pressure altitude of several thousand feet. Small amounts of alcohol and low doses of certain drugs, such as antihistamines, tranquilizers, sedatives, and analgesics can, through their depressant actions, render the brain much more susceptible to hypoxia. Extreme heat and cold, fever, and anxiety increase the body’s demand for oxygen, and hence its susceptibility to hypoxia.
　
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