Demonstrating Spatial Disorientation

There are a number of controlled aircraft maneuvers a pilot can perform to experiment with spatial disorientation. While each maneuver will normally create a specific illusion, any false sensation is an effective demonstration of disorientation. Thus, even if there is no sensation during any of these maneuvers, the absence of sensation is still an effective demonstration in that it shows the inability to detect bank or roll. There are several objectives in demonstrating these various maneuvers.

1.        They teach pilots to understand the susceptibility of the human system to spatial disorientation.
2.        They demonstrate that judgments of aircraft attitude based on bodily sensations are frequently false.
3.        They can help to lessen the occurrence and degree of disorientation through a better understanding of the relationship between aircraft motion, head movements, and resulting disorientation.
4.        They can help to instill a greater confidence in relying on flight instruments for assessing true aircraft attitude.

A pilot should not attempt any of these maneuvers at low altitudes, or in the absence of an instructor pilot or an appropriate safety pilot.

Climbing While Accelerating
With the pilot's eyes closed, the instructor pilot maintains approach airspeed in a straight-and-level attitude for several seconds, and then accelerates while maintaining straight-and-level attitude. The usual illusion during this maneuver, without visual references, will be that the aircraft is climbing.

Climbing While Turning
With the pilot's eyes still closed and the aircraft in a straight-and-level attitude, the instructor pilot now executes, with a relatively slow entry, a well-coordinated turn of about 1.5 positive G (approximately 50° bank) for 90°. While in the turn, without outside visual references and under the effect of the slight positive G, the usual illusion produced is that of a climb. Upon sensing the climb, the pilot should immediately open the eyes and see that a slowly established, coordinated turn produces the same feeling as a climb.

Diving While Turning
This sensation can be created by repeating the previous procedure, with the exception that the pilot's eyes should be kept closed until recovery from the turn is approximately one-half completed. With the eyes closed, the usual illusion will be that the aircraft is diving.

Tilting to Right or Left
While in a straight-and-level attitude, with the pilot's eyes closed, the instructor pilot executes a moderate or slight skid to the left with wings level. The usual illusion is that the body is being tilted to the right.

Reversal of Motion
This illusion can be demonstrated in any of the three planes of motion. While straight-and-level, with the pilot's eyes closed, the instructor pilot smoothly and positively rolls the aircraft to approximately a 45°-bank attitude while maintaining heading and pitch attitude. The usual illusion is a strong sense of rotation in the opposite direction. After this illusion is noted, the pilot should open the eyes and observe that the aircraft is in a banked attitude.

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 should tilt the head forward, look to the right or left, then immediately return the head to an upright position. The instructor pilot should time the maneuver so the roll is stopped just as the pilot returns his/her head upright. An intense disorientation is usually produced by this maneuver, with the pilot experiencing the sensation of falling downwards 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 make a very effective demonstration. The pilot should close his/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 still closed and head still tilted. While it is clear the pilot has no idea of the actual attitude, he/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 the pilot actually experiences the disorientation while flying the aircraft.

Demonstrating Spatial Disorientation—Safety Check
These demonstrations should never be conducted at low altitudes, or without an instructor pilot or appropriate safety pilot onboard.

Illusions Leading to Spatial Disorientation

The sensory system responsible for most of the illusions leading to spatial disorientation is the vestibular system in the inner ear. The major illusions leading to spatial disorientation are covered below.

Inner Ear
The Leans
A condition called the leans can result when a banked attitude, to the left for example, may be entered too slowly to set in motion the fluid in the "roll" semicircular tubes. [Figure 1-2] An abrupt correction of this attitude can now set the fluid in motion, creating the illusion of a banked attitude to the right. The disoriented pilot may make the error of rolling the aircraft into the original left-banked attitude or, if level flight is maintained, will feel compelled to lean to the left until this illusion subsides.

Coriolis Illusion
The pilot has been in a turn long enough for the fluid in the ear canal to move at the same speed as the canal. A movement of the head in a different plane, such as looking at something in a different part of the cockpit, may set the fluid moving thereby creating the strong illusion of turning or accelerating on an entirely different axis. This is called Coriolis illusion. This action causes the pilot to think the aircraft is doing a maneuver that it is not. The disoriented pilot may maneuver the aircraft into a dangerous attitude in an attempt to correct the aircraft's perceived attitude.

For this reason, it is important that pilots develop an instrument cross-check or scan that involves minimal head movement. Take care when retrieving charts and other objects in the cockpit—if you drop something, retrieve it with minimal head movement and be alert for the Coriolis illusion.

Graveyard Spiral
As in other illusions, a pilot in a prolonged coordinated, constant-rate turn, will have the illusion of not turning. During the recovery to level flight, the pilot will experience the sensation of turning in the opposite direction. The disoriented pilot may return the aircraft to its original turn. Because an aircraft tends to lose altitude in turns unless the pilot compensates for the loss in lift, the pilot may notice a loss of altitude. The absence of any sensation of turning creates the illusion of being in a level descent. The pilot may pull back on the controls in an attempt to climb or stop the descent. This action tightens the spiral and increases the loss of altitude; hence, this illusion is referred to as a graveyard spiral. At some point, this could lead to a loss of control by the pilot.

Leans: An abrupt correction of a banked attitude, entered too slowly to stimulate the motion sensing system in the inner ear, can create the illusion of banking in the opposite direction.

Coriolis illusion: An abrupt head movement, while in a prolonged constant-rate turn that has ceased stimulating the motion sensing system, can create the illusion of rotation or movement in an entirely different axis.

Somatogravic Illusion
A rapid acceleration, such as experienced during takeoff, stimulates the otolith organs in the same way as tilting the head backwards. This action creates the somatogravic illusion of being in a nose-up attitude, especially in situations without good visual references. The disoriented pilot may push the aircraft into a nose-low or dive attitude. A rapid deceleration by quick reduction of the throttle(s) can have the opposite effect, with the disoriented pilot pulling the aircraft into a nose-up or stall attitude.

Inversion Illusion
An abrupt change from climb to straight-and-level flight can stimulate the otolith organs enough to create the illusion of tumbling backwards, or inversion illusion. The disoriented pilot may push the aircraft abruptly into a nose-low attitude, possibly intensifying this illusion.

Elevator Illusion
An abrupt upward vertical acceleration, as can occur in an updraft, can stimulate the otolith organs to create the illusion of being in a climb. This is called elevator illusion. The disoriented pilot may push the aircraft into a nose-low attitude. An abrupt downward vertical acceleration, usually in a downdraft, has the opposite effect, with the disoriented pilot pulling the aircraft into a nose-up attitude.

Visual
Two illusions that lead to spatial disorientation, the false horizon and autokinesis, are concerned with the visual system.

False Horizon
A sloping cloud formation, an obscured horizon, an aurora borealis, a dark scene spread with ground lights and stars, and certain geometric patterns of ground lights can provide inaccurate visual information, or false horizon, for aligning the aircraft correctly with the actual horizon. The disoriented pilot may place the aircraft in a dangerous attitude.

Autokinesis
In the dark, a stationary light will appear to move about when stared at for many seconds. The disoriented pilot could lose control of the aircraft in attempting to align it with the false movements of this light, called autokinesis.

Postural
The postural system sends signals from the skin, joints, and muscles to the brain that are interpreted in relation to the Earth's gravitational pull. These signals determine posture. Inputs from each movement update the body's position to the brain on a constant basis. "Seat of the pants" flying is largely dependent upon these signals. Used in conjunction with visual and vestibular clues, these sensations can be fairly reliable. However, because of the forces acting upon the body in certain flight situations, many false sensations can occur due to acceleration forces overpowering gravity. [Figure 1-4] These situations include uncoordinated turns, climbing turns, and turbulence.

Graveyard spiral: The illusion of the cessation of a turn while actually still in a prolonged coordinated, constant-rate turn, which can lead a disoriented pilot to a loss of control of the aircraft.

Somatogravic illusion: The feeling of being in a nose-up or nose-down attitude, caused by a rapid acceleration or deceleration while in flight situations that lack visual reference.

Inversion illusion: The feeling that the aircraft is tumbling backwards, caused by an abrupt change from climb to straight-andlevel flight while in situations lacking visual reference.

Elevator illusion: The feeling of being in a climb or descent, caused by the kind of abrupt vertical accelerations that result from upor downdrafts.

False horizon: Inaccurate visual information for aligning the aircraft caused by various natural and geometric formations that disorient the pilot from the actual horizon.

Autokinesis: Nighttime visual illusion that a stationary light is moving, which becomes apparent after several seconds of staring at the light.

Sensory Systems for Orientation: Eyes, Ears, and Nerves

Eyes
During flight in visual meteorological conditions (VMC), the eyes are the major orientation source and usually provide accurate and reliable information. Visual cues usually prevail over false sensations from other sensory systems. When these visual cues are taken away, as they are in IMC, false sensations can cause the pilot to quickly become disoriented.

The only effective way to counter these false sensations is to recognize the problem, disregard the false sensations, and while relying totally on the flight instruments, use the eyes to determine the aircraft attitude. The pilot must have an understanding of the problem and the self-confidence to control the aircraft using only instrument indications.

Ears
The inner ear has two major parts concerned with orientation, the semicircular canals and the otolith organs. The semicircular canals detect angular acceleration of the body while the otolith organs detect linear acceleration and gravity. The semicircular canals consist of three tubes at right angles to each other, each located on one of the three axes: pitch, roll, or yaw. Each canal is filled with a fluid called endolymph fluid. In the center of the canal is the cupola, a gelatinous structure that rests upon sensory hairs located at the end of the vestibular nerves.

When the ear canal is moved in its plane, the relative motion of the fluid moves the cupola, which, in turn, stimulates the sensory hairs to provide the sensation of turning. This effect can be demonstrated by taking a glass filled with water and turning it slowly. The wall of the glass is moving, yet the water is not. If these sensory hairs were attached to the glass, they would be moving in relation to the water, which is still standing still.

The ear was designed to detect turns of a rather short duration. After a short period of time (approximately 20 seconds), the fluid accelerates due to friction between the fluid and the canal wall. Eventually, the fluid will move at the same speed as the ear canal. Since both are moving at the same speed, the sensory hairs detect no relative movement and the sensation of turning ceases. This can also be illustrated with the glass of water. Initially, the glass moved and the water did not. Yet, continually turning the glass would result in the water accelerating and matching the speed of the wall of the glass.

The pilot is now in a turn without any sensation of turning. When the pilot stops turning, the ear canal stops moving but the fluid does not. The motion of the fluid moves the cupola and therefore, the sensory hairs in the opposite direction. This creates the sensation of turning in the opposite direction even though the turn has stopped.

The otolith organs detect linear acceleration and gravity in a similar way. Instead of being filled with a fluid, a gelatinous membrane containing chalk-like crystals covers the sensory hairs. When the pilot tilts his/her head, the weight of these crystals causes this membrane to shift due to gravity and the sensory hairs detect this shift. The brain orients this new position to what it perceives as vertical. Acceleration and deceleration also cause the membrane to shift in a similar manner. Forward acceleration gives the illusion of the head tilting backward.

Nerves
Nerves in the body's skin, muscles, and joints constantly send signals to the brain, which signals the body's relation to gravity. These signals tell the pilot his/her current position. Acceleration will be felt as the pilot is pushed back into the seat. Forces created in turns can lead to false sensations of the true direction of gravity, and may give the pilot a false sense of which way is up.

Uncoordinated turns, especially climbing turns, can cause misleading signals to be sent to the brain. Skids and slips give the sensation of banking or tilting. Turbulence can create motions that confuse the brain as well. Pilots need to be aware that fatigue or illness can exacerbate these sensations and ultimately lead to subtle incapacitation.

Vestibular: The central cavity of the bony labyrinth of the ear, or the parts of the membranous labyrinth that it contains.