AIMA Boletin Vol11 No2 (Diciembre/2010) - SEMA

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implica tener un mayor número de miembros de AIMA que sean socios activos de AsMA. Es decir necesitamos de la ayuda de todos ustedes para lograr ésta importante meta. Finalmente, quiero agradecer al equipo de trabajo de la mesa directiva por acompañarme con su trabajo eficaz y voluntario durante mi presidencia este año. Sin ellos, no hubiese sido posible llevar a cabo ninguna tarea. A la Vice‐ Presidente de AIMA y Co‐Editora del boletín Estrella Forster, quien ha sido mi bastión durante mi gestión; al segundo Vice‐Presidente Victor Salamanca por su apoyo a AIMA; a la Secretaria Vania Melhado por su constante preocupación por el rol de la medicina aeroespacial en el contexto de la aviación; al tesorero Carlos Staff por su permanente presencia en AIMA. De igual manera mis agradecimientos a los “consultores eméritos” de AIMA: Dres. Melchor Antuñano, Guillermo Salazar, Silvio Finkelstein, Victor Rico, y Luis Amezcua. A todos les deseamos unas felices fiestas de navidad y un año nuevo lleno de paz y muchos exitos Eduard M. Ricaurte, M.D., M.S. Presidente, AIMA Feliz Navidad 2010 y un Próspero Año 2011 les desean la Mesa Directiva de AIMA FAA Restores Mexico’s Aviation Safety Rating The Associated Press (AP) (12/2, Lowy) reports, “Mexico’s top aviation safety rating has been restored because its airline oversight has improved, US aviation officials said Wednesday. A review last month by the Federal Aviation Administration of Mexico’s Civil Aviation Authority found that it now complies with international standards.” That means that it will reverse its July “downgrading [of] Mexico’s safety rating from Category 1 to Category 2.” Bloomberg News (12/2, Hughes) confirmed, “The US Federal Aviation Administration said today it upgraded Mexico’s air safety rating, after lowering it in July because of a shortage of flight inspectors.” The Wall Street Journal (12/2, Pasztor, 2.09M) reports that the action means that Mexican airlines will be able to add new routes, flights and code‐ sharing arrangements to the US. 2
TThhee MMiisshhaapp tthhaatt WWiillll KKiillll YYoouu by Capt. Shawnee Williams and Mr. Brian Johnson “What if I told you I knew, almost without a doubt, what flight parameters will set up a pilot for a fatal mishap? You would probably think I am either misinformed or over confident. After analyzing 11 years worth of Air Force Safety Center (AFSC) data, we have identified what kills pilots more than anything else. So, what is the major cause of Class A mishaps over the last decade? Spatial Disorientation (SD) was responsible for 11% of all aviation Class A mishaps over the last 11 fiscal years (see figure 1); however, of the fatal mishaps, 42% were attributed to SD. Even more striking is the fact that 65% of the fatal SD mishaps occurred in fighter aircraft (see figure 3). Spatial Disorientation is an incorrect perception of one’s linear and angular position and motion relative to the plane of the earth’s surface. Specifically, in the flight environment, SD is an erroneous perception of any of the parameters displayed by aircraft control and performance flight instruments (AFMAN 11‐217 Vol 1, Ch. 17). The erroneous perception is due to a mismatch between the visual and vestibular systems. The visual system is dominated by conscious thought while the vestibular system is controlled subconsciously. Pilots become disoriented when their vestibular system becomes the dominant means for orientation. When your attention is focused on something other than maintaining attitude and altitude or channelized on a specific task, this is the time when the vestibular system takes over, often giving unreliable and incorrect inputs, putting aviators at risk for unrecognized Spatial Disorientation or Type I SD. So which flying communities does this apply to and what portions of the mission leaves a pilot more susceptible to SD? It is important to note that pilots of multi‐place aircraft and helicopter pilots can and will experience spatial disorientation, but pilots of high performance, single seat fighters have a higher propensity for SD. More specifically, it is aviators with an average of 2500 flying hours in the F‐16, F‐15 and A‐10 communities. 34% of the SD mishaps occurred in the F‐16C/J communities with the F‐15E/A‐10A airframes comprising another 17% (see Figure 2). Now that you know the physiological parameters for SD and in which airframes it most commonly occurs, lets address flight parameters. Figure 1 (left): Class A Aviation SD Mishaps over the Last 11 Years (Oct 1999 to Sept 2009) Figure 2 (right): SD Class A Mishaps by Airframe (Oct 1999 to Sept 2009) Most aviators assume that the setup for Type I SD is in the weather (i.e. the leans). However, recent AFSC analysis shows exactly the opposite. While experiencing Type I SD, in the weather, is dangerous it will most likely not lead to a fatal mishap. Rather, task intensive parts of the mission at night, low altitude, low to moderate Gs, slight bank and tactical employment are what will put you at the highest risk for Type I unrecognized SD, which is the most dangerous type of SD. The question at hand is does your “Mother Hood” brief state “Caution: if you experience SD, recover on the round dials and declare a knock it off”? Does it also include the threats of weather and SD? As stated before, if you believe weather is your greatest hazard to SD you are not capturing the real threat. The human factor threat arises when aviators lose track of the fundamentals. Pilots must be informed of the compounding effects during their entire sortie. The combination of flying at night, under moderate Gs while performing maneuvers such as Tactical Intercept (TI), surface attack tactics (SAT) or strafe creates the perfect environment for Type I SD. This information must be applied throughout the entirety of your brief. For example: capture the times during tactical employment that your 2/4 ship is at risk for Type I SD and how to mitigate. 3
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AIMA Boletin Vol11 No2 (Diciembre/2010) - SEMA

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