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A Word about Contact Lenses
Use of contact lenses has been permitted to satisfy the distant visual acuity requirements
for a civil airman medical certificate since 1976. However, monovision
contact lenses, a technique of fitting older patients who require reading glasses
with one contact lens for distant vision and the other lens for near vision, ARE
NOT ACCEPTABLE for piloting an aircraft.
The use of a contact lens in one eye for distant visual acuity and a lens in the other
eye for near visual acuity is not acceptable because this procedure makes the pilot
alternate his/her vision; that is, a person uses one eye at a time, suppressing the other,
and consequently impairs binocular vision and depth perception. Since this is not a
permanent condition for either eye in such persons, there is no adaptation, such as
occurs with permanent monocularity. Monovision lenses, therefore, should NOT be
used by pilots while flying an aircraft.
The Eyes Have It
As a pilot, you are responsible to make sure your vision is equal to the task of flying—
that you have good near, intermediate, and distant visual acuity because:
Distant vision is required for VFR operations including take-off, attitude control,
navigation, and landing
Distant vision is especially important in avoiding midair collisions
Near vision is required for checking charts, maps, frequency settings, etc.
Near and intermediate vision are required for checking aircraft instruments
Learn about your own visual strengths and weaknesses. Changes in vision may
occur imperceptibly or very rapidly. Periodically self-check your range of visual acuity
by trying to see details at near, intermediate, and distant points. If you notice any
change in your visual capabilities, bring it to the attention of your Aviation Medical
Examiner (AME). And, if you use corrective glasses or contacts, carry an extra pair
with you when you fly. Always remember: Vision is a pilot’s most important sense.
KEY POINTS
The sharpest distant focus is only within a one-degree cone.
Outside of a 10° cone, visual acuity drops 90%.
Scan the entire horizon, not just the sky in front of your aircraft.
You are 5 times more likely to have a midair collision with an aircraft flying in the
same direction than with one flying in the opposite direction.
Avoid self-imposed stresses such as self-medication, alcohol consumption, smoking,
hypoglycemia, sleep deprivation, and fatigue.
Do not use monovision contact lenses while you are flying an aircraft.
Use supplemental oxygen during night flights above 5,000 ft MSL.
Any pilot can experience visual illusions. Always rely on your instruments to confirm
your visual perceptions during flight.
•
•••
••••
•
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Seat Belts and
Shoulder Harnesses
Smart Protection in
Small Airplanes
We all enjoy the convenience, fun and
safety of flying. We also understand
that there may be times when our
best efforts for a safe flight will be inadequate,
and an accident could happen.
While most accidents are minor and pose
no significant risk to the airplane or its occupants,
some can result in major injuries or fatalities.
However, studies of serious accidents have
shown that the proper use of shoulder harnesses,
in addition to the safety belt, would reduce major
injuries by 88 percent and reduce fatalities by 20
percent.
INSTALL SHOULDER HARNESSES IN
YOUR AIRPLANE
Shoulder harnesses have been required for all
seats in small airplanes manufactured since December
12, 1986. If your airplane is not equipped
with them, you should obtain kits for installing
shoulder harnesses from the manufacturer or the
manufacturer’s local sales representative.
USE THE RESTRAINT SYSTEM...
PROPERLY
Federal regulations1 require that safety belts
and shoulder harnesses (when installed) be properly
worn during landings and takeoffs. If the
restraint is not worn properly, it cannot provide
full benefits and can even cause injury in a serious
impact.
Tests have shown
that slack in the restraint
system should be minimal.
In an impact, your
body keeps moving until
the slack is taken out of
the restraint, but then
must be abruptly stopped
to “catch up” with the
airplane. The restraint
should be adjusted as
tightly as your comfort
will permit to minimize
potential injuries.
The safety belt should
be placed low on your
hipbones so that the
belt loads will be taken
by the strong skeleton
　
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