Lesson 6 Questions

Question 1

What are three senses do you have to tell your brain which way is up?

Answer 1

Visual - the eyes maintain visual orientation
Vestibular - the motion sensing system in the inner ear maintains vestibular orientation
Postural - the nerves in the skin, joints, and muscles maintain postural orientation

Question 2

Upon leveling off from a climb, the pilot may experience what illusion?

Answer 2

Changing from climb to straight-and-level flight can create inversion illusion - the illusion of tumbling backwards.

Question 3

After a constant rate turn is established, what will you feel?

Answer 3

You will feel as if you’re not turning.

Question 4

When rolling out of a turn, what will your vestibular sense tell you?

Answer 4

As you roll the wings level, you will feel as if you’re starting a turn in the opposite direction

Question 5

When in an established turn and you move your head, which illusion makes you feel what?

Answer 5

The Coriolis illusion can create the sensation of turning or accelerating in an entirely different direction.

Question 6

The FARs require at least 8 hours between bottle and throttle. What time span does the AIM suggest? What is your personal limitation?

Answer 6

The AIM suggests 12-24 hours. My personal rule is 24 hours unless it’s something like 1 beer, in which case it would be 12-16 hours.

Question 7

Why does the AIM suggests using supplemental oxygen above 5000 feet when flying at night?

Answer 7

Deterioration of night vision can occur at altitudes as little as 5,000 feet because our rods provide the majority of low-light sight and are affected by lower oxygen levels.

Question 8

Can you fly while taking medication (OTC or prescription)?

Answer 8

Flying while taking any medication “that affects the faculties in any way contrary to safety” is prohibited. The FAA contains a database of medication that is allowed or prohibited, but the safest rule is not to fly as a crew-member while taking any medication, unless approved to do so by the FAA.

Question 9

How long should you allow your eyes to adapt to the darkness prior to embarking on a night flight?

Answer 9

Exposure to total darkness for at least 30 minutes is preferable, but 20 minutes under dim/red cockpit lighting will achieve a moderate degree of dark adaptation.

Question 10

Is stress always detrimental to our performance?

Answer 10

No, sometimes controlled amounts of stress can actually heighten awareness & increase performance, but there is always a limit beyond which stress degrades performance

Question 11

What can we do to control the amount of stress in our lives?

Answer 11

• Become knowledgeable about stress
• Take a systematic approach to problem-solving
• Develop a lifestyle that will buffer against the effects of stress
• Practice behavior management techniques
• Establish and maintain a strong support network

Question 12

Is our aircraft the only thing that requires “preflight action”? What else might and why?

Answer 12

No, ourselves as pilots require preflight action. We need to evaluate whether we’re in a safe place to begin a flight - the IMSAFE checklist is good for this purpose:

• Illness: Do I have any symptoms?
• Medication: Have I been taking prescription over-the-counter drugs?
• Stress: Am I under psychological pressure from the job? Do I have money, health, or family problems?
• Alcohol: Have I been drinking within 8 hours? Within 24 hours?
• Fatigue: Am I tired and not adequately rested?
• Eating/Emotion: Have I eaten enough of the proper foods to keep adequately nourished during the entire flight? Is my head in the right place?

Question 13

As pilots, we must condition ourselves to relax and think rationally. Are there any methods of managing
cockpit stress? Name a few.

Answer 13

We can:

• Avoid situations that distract from flying the aircraft
• Reduce flight deck workload
• If a problem occurs, remain calm
• Become thoroughly familiar with the aircraft, its operations, and emergency procedures
• Know and respect personal limits
• If flying adds stress, either stop flying or seek professional help to manage stress

Question 14

Why should a white light be available to the pilot when flying night IFR?

Answer 14

White light should be available to read instruments/charts/maps because red light distorts colors

Question 15

True or False: One reason we continually scan the instrument panel is to prevent autokinesis.

Answer 15

True - scanning will prevent us from following false indications caused by outside lights that we may inadvertently attempt to align with

Question 16

Straight and level flight can be plagued be three illusions. What are they?

Answer 16

• Elevator Illusion: a sudden updraft/downdraft can create the illusion of being in a climb or descent
• False Horizon: Sloping cloud formations, obscured horizons, a dark scene with ground/lights stars can create illusions of not being properly aligned with the actual horizon
• Autokinesis: A static light will appear to move when stared at for a few seconds, and the pilot could attempt to align with the light and transition into a dangerous attitude

Question 17

How can we combat spatial disorientation?

Answer 17

• Avoid sudden, jerky head movements
• Become proficient with and RELY on flight instruments
• Understand the causes of illusions and remain alert for them
• Understand preflight weather briefings
• Maintain IFR proficiency if flying in marginal visibility
• Ensure that any visual reference points used are reliable, fixed points on the Earth’s surface
• Be “physically tuned” for flight into reduced visibility - understand the effects of hypoxia, fatigue, etc.

Question 18

Recently, you developed a condition that does not allow you to meet the medical standards under which that certificate was issued (in other words, if you went today you could not pass the medical examination).Because your medical certificate is only two months old can you still act as PIC?

Answer 18

No. The CFRs prohibit a pilot who possesses a current medical certificate from performing crewmember duties while the pilot has a known medical condition or increase of a known medical condition that would make the pilot unable to meet the standards for the medical certificate.