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Diving or Rolling Beyond the Vertical Plane
This maneuver may produce extreme disorientation. While in straight-and-level flight, the pilot should sit normally, either with eyes closed or gaze lowered to the floor. The instructor pilot starts a positive, coordinated roll toward a 30° or 40° angle of bank. As this is in progress, the pilot tilts his or her head forward, looks to the right or left, then immediately returns his or her head to an upright position. The instructor pilot should time the maneuver so the roll is stopped as the pilot returns his or her head upright. An intense disorientation is usually produced by this maneuver, and the pilot experiences the sensation of falling downward into the direction of the roll.
In the descriptions of these maneuvers, the instructor pilot is doing the flying, but having the pilot do the flying can also be a very effective demonstration. The pilot should close his or her eyes and tilt the head to one side. The instructor pilot tells the pilot what control inputs to perform. The pilot then attempts to establish the correct attitude or control input with eyes closed and head tilted. While it is clear the pilot has no idea of the actual attitude, he or she will react to what the senses are saying. After a short time, the pilot will become disoriented and the instructor pilot then tells the pilot to look up and recover. The benefit of this exercise is that the pilot experiences the disorientation while flying the aircraft.
Coping with Spatial Disorientation
To prevent illusions and their potentially disastrous consequences, pilots can:
1. Understand the causes of these illusions and remain constantly alert for them. Take the opportunity to experience spatial disorientation illusions in a device such as a Barany chair, a Vertigon, or a Virtual Reality Spatial Disorientation Demonstrator.
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will fly a lower approach, with the risk of striking objects along the approach path or landing short. A wider-than-usual runway can have the opposite effect, with the risk of the pilot leveling out the aircraft high and landing hard, or overshooting the runway.Runway and Terrain Slopes Illusion
An upsloping runway, upsloping terrain, or both, can create an illusion that the aircraft is at a higher altitude than it actually is. [Figure 16-7] The pilot who does not recognize this illusion will fly a lower approach. Downsloping runways and downsloping approach terrain can have the opposite effect.Featureless Terrain Illusion
An absence of surrounding ground features, as in an overwater approach, over darkened areas, or terrain made featureless by snow, can create an illusion the aircraft is at a higher altitude than it actually is. This illusion, sometimes referred to as the “black hole approach,” causes pilots to fly a lower approach than is desired.Water Refraction
Rain on the windscreen can create an illusion of being at a higher altitude due to the horizon appearing lower than it is. This can result in the pilot flying a lower approach.Haze
Atmospheric haze can create an illusion of being at a greater distance and height from the runway. As a result, the pilot will have a tendency to be low on the approach. Conversely, extremely clear air (clear bright conditions of a high attitude airport) can give the pilot the illusion of being closer than he or she actually is, resulting in a high approach, which may result in an overshoot or go around. The diffusion of light due to water particles on the windshield can adversely affect depth perception. The lights and terrain features normally used to gauge height during landing become less effective for the pilot.Fog
Flying into fog can create an illusion of pitching up. Pilots who do not recognize this illusion will often steepen the approach quite abruptly.Ground Lighting Illusions
Lights along a straight path, such as a road or lights on moving trains, can be mistaken for runway and approach lights. Bright runway and approach lighting systems, especially where few lights illuminate the surrounding terrain, may create the illusion of less distance to the runway. The pilot who does not recognize this illusion will often fly a higher approach.
2. Always obtain and understand preflight weather briefings.
3. Before flying in marginal visibility (less than 3 miles) or where a visible horizon is not evident, such as flight over open water during the night, obtain training and maintain proficiency in airplane control by reference to instruments.
4. Do not continue flight into adverse weather conditions or into dusk or darkness unless proficient in the use of flight instruments. If intending to fly at night, maintain night-flight currency and proficiency. Include cross-country and local operations at various airfields.
5. Ensure that when outside visual references are used, they are reliable, fixed points on the Earth’s surface.
6. Avoid sudden head movement, particularly during takeoffs, turns, and approaches to landing.
　
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