Stress/Anxiety Driven Accidents

On Sunday, March 4, 2018 at 6:45:53 PM UTC+3, jfitch wrote:
On Saturday, March 3, 2018 at 3:30:09 AM UTC-8, soarin wrote:
https://www.dropbox.com/s/vjsws679vx...ents.docx?dl=0

above is a Drop box link to this article for easier reading




March 3,2018

Stress/Anxiety Driven Accidents

For clarity, all references to tunnel vision in this article relate to an
actual visual impairment, where the individual can only properly focus on
objects in a narrow “tunnel-like" field. Sometimes referred to as
"peripheral vision loss" or “reduced visual perception�.. Which is
totally different than the mental tunnel vision often inferred to as a
contributing cause in accidents, which can be defined as one’s tendency
to focus on a single goal or point of view.

On a BFR flight in the spring of 2013, I sat in the back seat of a Grob 103
as one of our most respected high time xc pilots silently dealt with what
should have been a simple (simulated) spoilers failed full open landing..
Just prior to turning downwind when the pilot checked his spoilers, I
alerted him to the fact that I was holding the spoilers open to simulate a
mechanical failure. He proceeded to turn downwind at the normal location,
altitude and airspeed, then ask “if he still needed to use some slip
during the landing as previously requested�. I replied “no, you’re
now dealing with a simulated emergency, just make a safe landing on the
airport. (For those unfamiliar with a Grob 103, with full spoilers at 60
kts the rate of descent is close to 1200 feet per minute). Not
surprisingly after a few moments on downwind the pilot became aware of our
rapid altitude loss and without saying anything he immediately turned base.


At this point, I assumed he had given up on the glider runway and was now
planning to land on the closer parallel main runway. Apparently, he could
not see that our L/D was not going to get us to the runway, let alone have
the remaining altitude necessary to then turn finale and land. I refrained
from commenting fully expecting that at any moment he would announce that
he needs to close the spoilers to make a safe landing, but silently he
pressed on seemingly undaunted by the decaying situation. Finally at a
point 200 feet North of the runway half way thru a rapidly descending left
turn to final and with the left tip less than a half wingspan from the
ground. I loudly barked “my glider� as I slammed the spoilers closed,
arrested the descent and leveled the wings to maneuver and land on the
runway then to roll up and stop at the mid field taxiway. I was
dumbfounded and clueless as to how such a qualified pilot could have been
completely oblivious to the fact that he was but a few heartbeats away from
destroying the glider and likely crippling or killing us both. Our post
landing debrief was eye opening to say the least.

question: “when I took the glider how high do you think our left tip was
above the ground�

reply: “I’m not sure but I thought we were ok and maybe fifty feet
above the ground�

question: “at the moment I took the glider, where were you looking�

reply: he raised his right hand putting his thumb and index finger
together to make circle to look thru and stated “I was looking at where I
wanted to go on the runway and it was like I was looking thru a tube�

question: “did you feel like you were stressed during that landing�

reply: “I definitely had a lot of anxiety�

His description of seemingly looking thru a tube, sounded remarkably
similar to what I had experienced back in 1988 on one of my first glider
rides. A local pilot wanted to fly the Grob 103 from the back seat, so I
went along as front seat ballast. Briefly into his second consecutive
loop, I was surprised when my peripheral vision collapsed to the point that
all I could see was the instrument panel. Having read about g-induced
tunnel vision, greying out, and eventual blacking out, I tried pushing the
blood back up to my eyes by tightening the muscles in my legs and abdomen.
Magically it worked, and my vision immediately opened back up to normal..


In 2013 when this pilot described the visual limitation of seemingly
looking thru a tube. I began a research project into learning about what I
believed must be a connection between tunnel vision and accidents. While
there are there are numerous medical, biological or environmental
conditions that can cause tunnel vision. Research shows that the anxiety,
stress and fear, pilots feel when they perceive they are facing a
life-threatening event, triggers the hypothalamus to activate two systems:
the sympathetic nervous system and the adrenal-cortical system. The first
phase of this is what is known as the fight or flight response
(interestingly in some individuals it’s actually an or freeze response).
The stress hormones adrenalin and noradrenalin from the adrenal medulla
along with approximately 30 hormones from the adrenal cortex enter the
blood stream. The heart rate and blood pressure rise, preparing the body
to deal with the threat. With a heart rate elevated to 115-145 BPM,
complex motor skills, visual reaction times and cognitive reaction times
are at their peak. However, between 145-175 mental and physical
performance begins to suffer dramatically. Tunnel vision, loss of
peripheral vision, loss of depth perception, auditory exclusion, the
slowing down or speeding up of time as well a decay in complex motor skills
are common. At heart rates above 175 BPM even a well-trained combatant
experiences a catastrophic break down of mental and physical performance
and most combatants experience bladder and bowl voiding.

I realize that lacking any name recognition in the soaring community this
article may well fall on deaf ears. I believe the best I can hope for is
that some small percentage of pilots and instructors, will be intrigued
enough to do their own research on this subject. If they see the value in
it, they will start a grass roots movement to have it pushed thru and
addressed at a national level.

For those pilots who believe they are too good to be susceptible to this
phenomenon. Best wishes

For those pilots who believe they quite susceptible to this issue. Seek
out an exceptional instructor who can challenge your skills and expand your
comfort level with diverse training

I believe that shedding light on what should be a serious safety concern
for all pilots, was an important first step.

Learn to recognize your signs of stress/anxiety, practice tactical
breathing as an aid in calming down.

Take corrective action immediately when available to mitigate the
stressor.

During landings learn to consciously and regularly look left and right
during the approach to help prevent or brake tunnel vision. Verbalizing
what you see and your intentions (even when solo) helps prevent tunnel
vision.

Invest in a wearable heart rate monitor and use it regularly to gauge your
own stress levels, pay special attention to its recording following
emergency training or off field landings. Lend it to other fellow pilots.


This age of technology provides us with a slew of wearable heart rate
monitors, some relatively cheap and some rather exotic and expensive.
There are watches available that constantly display current heart rate,
record your daily heart rate information, have settable alarms and even
blue tooth to smart phones that display current heart rate information.
The FitBit AltaHR is but one of numerous wearable wrist band heart rate
monitors that send continuous current heart rate to an Iphone. Most
instructors would value being able to have some real insight into their
students stress levels during flight training, particularly during
emergency maneuvers. Viewing pertinent data post flight could be an
invaluable tool for the student and instructor.

I give John Cochran credit for being willing to voice his opinions
regarding contest safety issues. Maybe he can convince some contest pilots
to wear heart rate monitors, so there can be some hard data to share
regarding pilot stress levels during low saves.

Having been involved as a soaring FBO, instructor and examiner for over a
quarter century. I always took great pride in the fact that I provided
students a level of training that assured their safety, as opposed to just
meeting the FAA’s published minimums. I slept well at night, knowing I
should never have a student come thru the door in a wheel chair and ask
“why didn’t you teach me about that�. This article is my final
installment in that process.

Get high, go far, go fast and come home safe.

Marty Eiler

While the article is about a physical phenomenon, the sequence started with a poorly planned approach, did it not? Entering downwind before having checked the operation of the spoilers, too low to reach the runway if they stick open - apparently as normal practice.

Checking the spoilers *before* you're on downwind, probably even further away from the airfield, does not improve the situation if they stick open.

You only want to check the spoilers after you are in spoilers-stuck-open range of a landable place on the field. Which, I would suggest, means you're not only already on downwind, but you've preferably got a decent amount of the field behind your wing, so you have the option of turning 90 degrees towards the field immediately, and then deciding based on how the sight picture is changing whether you are now on base, or on a crosswind final.

If the spoilers are stuck closed then you still have plenty of time to widen your downwind and/or extend it to execute a slipping approach.

On Sunday, March 4, 2018 at 8:31:13 AM UTC-8, Bruce Hoult wrote:
On Sunday, March 4, 2018 at 6:45:53 PM UTC+3, jfitch wrote:
On Saturday, March 3, 2018 at 3:30:09 AM UTC-8, soarin wrote:
https://www.dropbox.com/s/vjsws679vx...ents.docx?dl=0

above is a Drop box link to this article for easier reading




March 3,2018

Stress/Anxiety Driven Accidents

For clarity, all references to tunnel vision in this article relate to an
actual visual impairment, where the individual can only properly focus on
objects in a narrow “tunnel-like" field. Sometimes referred to as
"peripheral vision loss" or “reduced visual perception�. Which is
totally different than the mental tunnel vision often inferred to as a
contributing cause in accidents, which can be defined as one’s tendency
to focus on a single goal or point of view.

On a BFR flight in the spring of 2013, I sat in the back seat of a Grob 103
as one of our most respected high time xc pilots silently dealt with what
should have been a simple (simulated) spoilers failed full open landing.
Just prior to turning downwind when the pilot checked his spoilers, I
alerted him to the fact that I was holding the spoilers open to simulate a
mechanical failure. He proceeded to turn downwind at the normal location,
altitude and airspeed, then ask “if he still needed to use some slip
during the landing as previously requested�. I replied “no, you’re
now dealing with a simulated emergency, just make a safe landing on the
airport. (For those unfamiliar with a Grob 103, with full spoilers at 60
kts the rate of descent is close to 1200 feet per minute). Not
surprisingly after a few moments on downwind the pilot became aware of our
rapid altitude loss and without saying anything he immediately turned base.


At this point, I assumed he had given up on the glider runway and was now
planning to land on the closer parallel main runway. Apparently, he could
not see that our L/D was not going to get us to the runway, let alone have
the remaining altitude necessary to then turn finale and land. I refrained
from commenting fully expecting that at any moment he would announce that
he needs to close the spoilers to make a safe landing, but silently he
pressed on seemingly undaunted by the decaying situation. Finally at a
point 200 feet North of the runway half way thru a rapidly descending left
turn to final and with the left tip less than a half wingspan from the
ground. I loudly barked “my glider� as I slammed the spoilers closed,
arrested the descent and leveled the wings to maneuver and land on the
runway then to roll up and stop at the mid field taxiway. I was
dumbfounded and clueless as to how such a qualified pilot could have been
completely oblivious to the fact that he was but a few heartbeats away from
destroying the glider and likely crippling or killing us both. Our post
landing debrief was eye opening to say the least.

question: “when I took the glider how high do you think our left tip was
above the ground�

reply: “I’m not sure but I thought we were ok and maybe fifty feet
above the ground�

question: “at the moment I took the glider, where were you looking�

reply: he raised his right hand putting his thumb and index finger
together to make circle to look thru and stated “I was looking at where I
wanted to go on the runway and it was like I was looking thru a tube�

question: “did you feel like you were stressed during that landing�

reply: “I definitely had a lot of anxiety�

His description of seemingly looking thru a tube, sounded remarkably
similar to what I had experienced back in 1988 on one of my first glider
rides. A local pilot wanted to fly the Grob 103 from the back seat, so I
went along as front seat ballast. Briefly into his second consecutive
loop, I was surprised when my peripheral vision collapsed to the point that
all I could see was the instrument panel. Having read about g-induced
tunnel vision, greying out, and eventual blacking out, I tried pushing the
blood back up to my eyes by tightening the muscles in my legs and abdomen.
Magically it worked, and my vision immediately opened back up to normal.


In 2013 when this pilot described the visual limitation of seemingly
looking thru a tube. I began a research project into learning about what I
believed must be a connection between tunnel vision and accidents. While
there are there are numerous medical, biological or environmental
conditions that can cause tunnel vision. Research shows that the anxiety,
stress and fear, pilots feel when they perceive they are facing a
life-threatening event, triggers the hypothalamus to activate two systems:
the sympathetic nervous system and the adrenal-cortical system. The first
phase of this is what is known as the fight or flight response
(interestingly in some individuals it’s actually an or freeze response).
The stress hormones adrenalin and noradrenalin from the adrenal medulla
along with approximately 30 hormones from the adrenal cortex enter the
blood stream. The heart rate and blood pressure rise, preparing the body
to deal with the threat. With a heart rate elevated to 115-145 BPM,
complex motor skills, visual reaction times and cognitive reaction times
are at their peak. However, between 145-175 mental and physical
performance begins to suffer dramatically. Tunnel vision, loss of
peripheral vision, loss of depth perception, auditory exclusion, the
slowing down or speeding up of time as well a decay in complex motor skills
are common. At heart rates above 175 BPM even a well-trained combatant
experiences a catastrophic break down of mental and physical performance
and most combatants experience bladder and bowl voiding.

I realize that lacking any name recognition in the soaring community this
article may well fall on deaf ears. I believe the best I can hope for is
that some small percentage of pilots and instructors, will be intrigued
enough to do their own research on this subject. If they see the value in
it, they will start a grass roots movement to have it pushed thru and
addressed at a national level.

For those pilots who believe they are too good to be susceptible to this
phenomenon. Best wishes

For those pilots who believe they quite susceptible to this issue. Seek
out an exceptional instructor who can challenge your skills and expand your
comfort level with diverse training

I believe that shedding light on what should be a serious safety concern
for all pilots, was an important first step.

Learn to recognize your signs of stress/anxiety, practice tactical
breathing as an aid in calming down.

Take corrective action immediately when available to mitigate the
stressor.

During landings learn to consciously and regularly look left and right
during the approach to help prevent or brake tunnel vision. Verbalizing
what you see and your intentions (even when solo) helps prevent tunnel
vision.

Invest in a wearable heart rate monitor and use it regularly to gauge your
own stress levels, pay special attention to its recording following
emergency training or off field landings. Lend it to other fellow pilots.


This age of technology provides us with a slew of wearable heart rate
monitors, some relatively cheap and some rather exotic and expensive.
There are watches available that constantly display current heart rate,
record your daily heart rate information, have settable alarms and even
blue tooth to smart phones that display current heart rate information.
The FitBit AltaHR is but one of numerous wearable wrist band heart rate
monitors that send continuous current heart rate to an Iphone. Most
instructors would value being able to have some real insight into their
students stress levels during flight training, particularly during
emergency maneuvers. Viewing pertinent data post flight could be an
invaluable tool for the student and instructor.

I give John Cochran credit for being willing to voice his opinions
regarding contest safety issues. Maybe he can convince some contest pilots
to wear heart rate monitors, so there can be some hard data to share
regarding pilot stress levels during low saves.

Having been involved as a soaring FBO, instructor and examiner for over a
quarter century. I always took great pride in the fact that I provided
students a level of training that assured their safety, as opposed to just
meeting the FAA’s published minimums. I slept well at night, knowing I
should never have a student come thru the door in a wheel chair and ask
“why didn’t you teach me about that�. This article is my final
installment in that process.

Get high, go far, go fast and come home safe.

Marty Eiler

While the article is about a physical phenomenon, the sequence started with a poorly planned approach, did it not? Entering downwind before having checked the operation of the spoilers, too low to reach the runway if they stick open - apparently as normal practice.

Checking the spoilers *before* you're on downwind, probably even further away from the airfield, does not improve the situation if they stick open.

You only want to check the spoilers after you are in spoilers-stuck-open range of a landable place on the field. Which, I would suggest, means you're not only already on downwind, but you've preferably got a decent amount of the field behind your wing, so you have the option of turning 90 degrees towards the field immediately, and then deciding based on how the sight picture is changing whether you are now on base, or on a crosswind final.

If the spoilers are stuck closed then you still have plenty of time to widen your downwind and/or extend it to execute a slipping approach.

As I said: "Entering downwind before having checked the operation of the spoilers, **too low to reach the runway if they stick open**". You either need to be higher, or closer to the field, if stuck open spoilers causes panic..

I still think that while *some* practice managing stress levels might be of some value, *good* practice in managing the glider is of much more value.

On Saturday, March 3, 2018 at 6:30:09 AM UTC-5, soarin wrote:

With a heart rate elevated to 115-145 BPM,
complex motor skills, visual reaction times and cognitive reaction times
are at their peak. However, between 145-175 mental and physical
performance begins to suffer dramatically.

I've no problem with the general idea, but since the author suggests the use of a heart rate monitor to measure stress level in the cockpit, I question the applicability of these specific numbers to pilots of different ages and fitness levels.

Talking averages... A 70 year old pilot would have a maximum heart rate of 220 - 70 = 150 bpm. I'd guess that he would experience debilitating stress well below 145 bpm. A 20 year old pilot would have a maximum heart rate of 220 - 20 = 200 bpm.

I'm not trying to say anything authoritative. I'm just questioning the numbers presented.

Source for calculation of maximum heart rate:

https://www.mayoclinic.org/healthy-l...-20046887?pg=2

"to calculate your maximum heart rate is to subtract your age from 220. For example, if you're 45 years old, subtract 45 from 220 to get a maximum heart rate of 175."

Very interesting discussion with a lot to think about.

I'd just like to make one caution which is do not try to use absolute values of HR to measure anything. A more reliable measure is % of max HR. There is much more variability in maximum HR between healthy individuals than the commonly quoted (and discounted in peer reviewed articles) formulas suggest. I'm a healthy fit 57 yr old male who exercises regularly with a max HR of over 200, with a similar aged friend who has a max HR under 170. Interestingly both of us have resting heart rates around 60.

I'd be very interested to see a reference to the source of the HR ranges published above, not that a problem with the value of the given ranges matters to the underlying thesis which is well worth exploring.

On Monday, March 5, 2018 at 6:04:58 AM UTC+10, son_of_flubber wrote:
On Saturday, March 3, 2018 at 6:30:09 AM UTC-5, soarin wrote:

With a heart rate elevated to 115-145 BPM,
complex motor skills, visual reaction times and cognitive reaction times
are at their peak. However, between 145-175 mental and physical
performance begins to suffer dramatically.

I've no problem with the general idea, but since the author suggests the use of a heart rate monitor to measure stress level in the cockpit, I question the applicability of these specific numbers to pilots of different ages and fitness levels.

Talking averages... A 70 year old pilot would have a maximum heart rate of 220 - 70 = 150 bpm. I'd guess that he would experience debilitating stress well below 145 bpm. A 20 year old pilot would have a maximum heart rate of 220 - 20 = 200 bpm.

I'm not trying to say anything authoritative. I'm just questioning the numbers presented.

Source for calculation of maximum heart rate:

https://www.mayoclinic.org/healthy-l...-20046887?pg=2

"to calculate your maximum heart rate is to subtract your age from 220. For example, if you're 45 years old, subtract 45 from 220 to get a maximum heart rate of 175."

At 21:36 04 March 2018, wrote:
Very interesting discussion with a lot to think about.=20

I'd just like to make one caution which is do not try to use absolute
value=
s of HR to measure anything. A more reliable measure is % of max HR.
There
=
is much more variability in maximum HR between healthy individuals than
the=
commonly quoted (and discounted in peer reviewed articles) formulas
sugges=
t. I'm a healthy fit 57 yr old male who exercises regularly with a max HR
o=
f over 200, with a similar aged friend who has a max HR under 170.
Interest=
ingly both of us have resting heart rates around 60.=20

I'd be very interested to see a reference to the source of the HR ranges
pu=
blished above, not that a problem with the value of the given ranges
matter=
s to the underlying thesis which is well worth exploring.

On Monday, March 5, 2018 at 6:04:58 AM UTC+10, son_of_flubber wrote:
On Saturday, March 3, 2018 at 6:30:09 AM UTC-5, soarin wrote:
=20
With a heart rate elevated to 115-145 BPM,
complex motor skills, visual reaction times and cognitive reaction
time=
s
are at their peak. However, between 145-175 mental and physical
performance begins to suffer dramatically.=20
=20
I've no problem with the general idea, but since the author suggests
the
=
use of a heart rate monitor to measure stress level in the cockpit, I
quest=
ion the applicability of these specific numbers to pilots of different
ages=
and fitness levels.
=20
Talking averages... A 70 year old pilot would have a maximum heart rate
o=
f 220 - 70 =3D 150 bpm. I'd guess that he would experience debilitating
st=
ress well below 145 bpm. A 20 year old pilot would have a maximum heart
rat=
e of 220 - 20 =3D 200 bpm. =20
=20
I'm not trying to say anything authoritative. I'm just questioning the
n=
umbers presented.
=20
Source for calculation of maximum heart rate:
=20

https://www.mayoclinic.org/healthy-l...h/exercise-in=
tensity/art-20046887?pg=3D2
=20
"to calculate your maximum heart rate is to subtract your age from 220.
F=
or example, if you're 45 years old, subtract 45 from 220 to get a maximum
h=
eart rate of 175."

Mark

Sorry for the delayed response, it took me a while going back thru my
rather extensive lists of links, articles and saved pages to find what I
think your looking for in regard to elevated heart rates with exercise as
opposed to elevated heart rate resulting from the fight or flight response.
This link should answer that.

http://scienceline.org/2007/06/ask-hsu-fightorflight/

I will say that throughout my relatively extensive research into this
subject.
It's been a disappointment to not stumble across some psychology paper or
doctoral thesis that provides all of this data in one source. The majority
of my information has been gleaned from articles relating to police, fire
and military training. While there is no doubt in my mind that there is a
link between the fight or flight response, tunnel vision and glider
accidents. But without tangible proof, it's just a reasonable hypothesis.
But there are allot of glider pilots in the world and if enough of us
start collecting and saving data, maybe eventually some college or
institution will step up and take it on as a project. In the mean time if
anyone finds anything worthwhile relating to this subject, by all means
forward it to me at

Are people really suggesting fitting a heart rate monitor and using it in
flight?

Someone is having a difficult time, their heart rate is going up and then a
heart rate warning comes up. This has now added something else for them to
cope with, thus increasing the prospect of getting overloaded.

Chris

At 21:36 04 March 2018, wrote:
Very interesting discussion with a lot to think about.=20

I'd just like to make one caution which is do not try to use absolute
value=
s of HR to measure anything. A more reliable measure is % of max HR.
There
=
is much more variability in maximum HR between healthy individuals than
the=
commonly quoted (and discounted in peer reviewed articles) formulas
sugges=
t. I'm a healthy fit 57 yr old male who exercises regularly with a max HR
o=
f over 200, with a similar aged friend who has a max HR under 170.
Interest=
ingly both of us have resting heart rates around 60.=20

I'd be very interested to see a reference to the source of the HR ranges
pu=
blished above, not that a problem with the value of the given ranges
matter=
s to the underlying thesis which is well worth exploring.

On Monday, March 5, 2018 at 6:04:58 AM UTC+10, son_of_flubber wrote:
On Saturday, March 3, 2018 at 6:30:09 AM UTC-5, soarin wrote:
=20
With a heart rate elevated to 115-145 BPM,
complex motor skills, visual reaction times and cognitive reaction
time=
s
are at their peak. However, between 145-175 mental and physical
performance begins to suffer dramatically.=20
=20
I've no problem with the general idea, but since the author suggests
the
=
use of a heart rate monitor to measure stress level in the cockpit, I
quest=
ion the applicability of these specific numbers to pilots of different
ages=
and fitness levels.
=20
Talking averages... A 70 year old pilot would have a maximum heart rate
o=
f 220 - 70 =3D 150 bpm. I'd guess that he would experience debilitating
st=
ress well below 145 bpm. A 20 year old pilot would have a maximum heart
rat=
e of 220 - 20 =3D 200 bpm. =20
=20
I'm not trying to say anything authoritative. I'm just questioning the
n=
umbers presented.
=20
Source for calculation of maximum heart rate:
=20

https://www.mayoclinic.org/healthy-l...h/exercise-in=
tensity/art-20046887?pg=3D2
=20
"to calculate your maximum heart rate is to subtract your age from 220.
F=
or example, if you're 45 years old, subtract 45 from 220 to get a maximum
h=
eart rate of 175."

son_of_flubber wrote on 3/4/2018 12:04 PM:
On Saturday, March 3, 2018 at 6:30:09 AM UTC-5, soarin wrote:

With a heart rate elevated to 115-145 BPM,
complex motor skills, visual reaction times and cognitive reaction times
are at their peak. However, between 145-175 mental and physical
performance begins to suffer dramatically.

I've no problem with the general idea, but since the author suggests the use of a heart rate monitor to measure stress level in the cockpit, I question the applicability of these specific numbers to pilots of different ages and fitness levels.

Talking averages... A 70 year old pilot would have a maximum heart rate of 220 - 70 = 150 bpm. I'd guess that he would experience debilitating stress well below 145 bpm. A 20 year old pilot would have a maximum heart rate of 220 - 20 = 200 bpm.

I'm not trying to say anything authoritative. I'm just questioning the numbers presented.

Source for calculation of maximum heart rate:

https://www.mayoclinic.org/healthy-l...-20046887?pg=2

"to calculate your maximum heart rate is to subtract your age from 220. For example, if you're 45 years old, subtract 45 from 220 to get a maximum heart rate of 175."

The heart rate you calculate is for exercising purposes - a way of giving you a
safe rate to plan your exercising without a medical exam or stress test. I very
much doubt the number is useful for the panic/fear stress we are talking about.

--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me)
- "A Guide to Self-Launching Sailplane Operation"
https://sites.google.com/site/motorg...ad-the-guide-1
- "Transponders in Sailplanes - Dec 2014a" also ADS-B, PCAS, Flarm

http://soaringsafety.org/prevention/...anes-2014A.pdf

Mental and physical performance reduction does occur above a heart rate of @145 when that heart rate is stress induced. Equivalent or higher exercise induced heart rates do not have the same reduction on performance. Well trained people are able to maintain skills into the 145 BPM range. No idea if what most of us do as glider pilots counts as well trained for performing under high stress. I'd guess not.
On Wednesday, March 28, 2018 at 12:03:16 AM UTC-4, Eric Greenwell wrote:
son_of_flubber wrote on 3/4/2018 12:04 PM:
On Saturday, March 3, 2018 at 6:30:09 AM UTC-5, soarin wrote:

With a heart rate elevated to 115-145 BPM,
complex motor skills, visual reaction times and cognitive reaction times
are at their peak. However, between 145-175 mental and physical
performance begins to suffer dramatically.

I've no problem with the general idea, but since the author suggests the use of a heart rate monitor to measure stress level in the cockpit, I question the applicability of these specific numbers to pilots of different ages and fitness levels.

Talking averages... A 70 year old pilot would have a maximum heart rate of 220 - 70 = 150 bpm. I'd guess that he would experience debilitating stress well below 145 bpm. A 20 year old pilot would have a maximum heart rate of 220 - 20 = 200 bpm.

I'm not trying to say anything authoritative. I'm just questioning the numbers presented.

Source for calculation of maximum heart rate:

https://www.mayoclinic.org/healthy-l...-20046887?pg=2

"to calculate your maximum heart rate is to subtract your age from 220. For example, if you're 45 years old, subtract 45 from 220 to get a maximum heart rate of 175."

The heart rate you calculate is for exercising purposes - a way of giving you a
safe rate to plan your exercising without a medical exam or stress test. I very
much doubt the number is useful for the panic/fear stress we are talking about.

--
Eric Greenwell - Washington State, USA (change ".netto" to ".us" to email me)
- "A Guide to Self-Launching Sailplane Operation"
https://sites.google.com/site/motorg...ad-the-guide-1
- "Transponders in Sailplanes - Dec 2014a" also ADS-B, PCAS, Flarm

http://soaringsafety.org/prevention/...anes-2014A.pdf

On Wednesday, March 28, 2018 at 7:09:06 AM UTC-4, wrote:
Mental and physical performance reduction does occur above a heart rate of @145 when that heart rate is stress induced.

I have a hard time believing that 145 bpm is a constant threshold across all ages and fitness levels. Does anyone know of a peer reviewed citation for that magic number? (Facebook and infowars.com do not count as legit 'research'.)

How many 75+ year old hearts can even beat at 145+ bpm? Does the 145 bpm rule make older glider pilots immune from stress induced skill degradation? I think not.

Approximately 145. Interesting question does the performance reducing BPM number lower with age or are older folks inoculated against stress related performance decrease because of an inability to jack up their heart rate? Of course no one is going to get review board approval to test stress response in 75+ year olds. Be interesting to replicate limited BPM range with medication and see if performance still declines under stress.
This is an annoying read but discusses some studies of performance under stress. https://www.amazon.com/Combat-Psycho.../dp/0964920549
There is a lot of real research out there but as you note the internet is broken, I wouldn't bother looking without medical library access. And not just the military the evil soda merchants spend a lot of money researching this stuff as well. https://www.si.com/edge/2015/05/08/s...ormance-center
Us highspeed hardcore pro sailplane pilots are a sad lot compared to people that take human performance seriously.
On Wednesday, March 28, 2018 at 8:36:01 AM UTC-4, son_of_flubber wrote:
On Wednesday, March 28, 2018 at 7:09:06 AM UTC-4, wrote:
Mental and physical performance reduction does occur above a heart rate of @145 when that heart rate is stress induced.

I have a hard time believing that 145 bpm is a constant threshold across all ages and fitness levels. Does anyone know of a peer reviewed citation for that magic number? (Facebook and infowars.com do not count as legit 'research'.)

How many 75+ year old hearts can even beat at 145+ bpm? Does the 145 bpm rule make older glider pilots immune from stress induced skill degradation? I think not.