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Aviation History
1928
1928 - 0402.PDF
MAY 17, 1928 DRIVATE FLYING A Section of FLIGHT in the Interests of the Private Owner, Owner-Pilot, and Gub Member MEDICAL EXAMINATIONS A Guide to Pilots THE medical examination is not regarded as one of the comfortable experiences that man is heir to. It is invested with serious issues and mystery. Doctors can give a twist to a life story that the genius of even O. Henry could not command, and create a terror that cannot ever be surpassed by our leading terror manufacturer, Mr. Edgar Wallace. The atmosphere of the involuntary medical examination is not congenial and neither is medical literature as a rule. But the book reviewed in this article, although a medic?! one, is nothing to be frightened about, however. His Majesty's Stationery Office has published it and it is called " The Medical Examination of Civilian Aviators " (price Is. net). It should be obtained by private owners, for many of them aspire to the " B " licence and, therefore, they will have to conform to the medical standards applying to civil airmen operating commercial air lines. We have no doubt it will not provide easy reading to most owing to the unavoid- able technical terms which sprinkle the book well, but the natural curiosity that we all have about the physical standard required for flying ought to be fairly satisfied." The effective selection of airmen, we are told, is based upon a careful consideration of the persona! history of the candi- date, especially with relation to nervous stability, respiratory and circulator efficiency and past illnesses ; and also the eye, ear, nose and throat. It is interesting to note that the nervous excitement created in the examinee on facing some tests is allowed for. All those who have gone through them will find many revelatory facts in the chapters. In the breath-holding test, for instance, the average time taken by the normal fit British pilot is 69 seconds. The usual answer for giving up is " I felt I should burst " or " I wanted to breathe." Those who suffer from marked disability at great altitudes almost invariably return an abnormal answer, such as " I became dizzy " or " things went blurred." This test is believed to indicate the stability of the respiratory centre, and indirectly of the nervous system generally. When the time counted is short and an abnormal answer given, it is likely that the subject will suffer from want of oxygen at great altitudes. The test further indicates the resolution to " carry on " under difficulties. General dimensions such as height and chest measurement are recorded in centimetres and tenths of centimetres and the weight in kilogrammes and parts thereof A " B " licence candidate is rejected if he has not the usual number of fingers and thumbs and legs and feet. No mention is made of the validity of an artificial leg, but for an " A " licence an amputation below the knee is not necessarily disabling provided that the movement at the knee joint is free. With regard to the heart a slight deviation in size or shape from the normal condition is not unduly emphasised. At the age at which most candidates present themselves slight variations in the position of the apex beat and the area of cardiac dulness may be of no importance. Marked dila- tation, with rapid action, is an indication of organic disease and is sufficient cause for rejection. A pulse rate of 108-120 is not infrequent and is often proved to be due to nervous excitement and this, though not necessarily regarded as a serious sign, is not looked upon with favour. For successful flying, a circulation adequate under stress must be possessed besides a normal heart. Gross organic disease of the central nervous system is practically non- existent at the age at which most candidates present them- selves, but evidence to the contrary means necessary rejection. The demeanour during the examination often gives clues. Habit spasms, stammering, tremor, restless movements of face, hands or feet, indicate defective nervous control, which is carefully noted. There is no question, says the book, that nervous instability means total unfitness for air work, but it has to be remembered that the condition may only be temporary. A high degree of visual acuity is called for in flying. Allowances are made for " A " licence holders and glasses allowed to be worn. Muscle balance and visual judgment are considered to play even a greater part in accurate flying than visual acuity. It has been proved that lack of true ocular muscle balance is the most common cause of error in judgment when landing. It accounts for those who flatten out too soon or too late. Colour vision is necessary as coloured lights are used as signals. To test a pilot's physical efficiency in aerobatics the rotating chair has been devised, and the pulse rate or arterial pressures, which are little affected in the case of fitness, are noted. When a subject is in the chair it is first pointed out that an aircraft, when spinning, is relatively out of control and it is necessary to centralise the controls. If he is not in a condition to perform the movement then a crash results. He is asked to look inside the knee further from the direction of the spin whilst in the chair, which is subjected to a relatively fast spin ; ten times in twenty seconds. When it is stopped the pulse rate and arterial pressures are taken again and compared to the normal. We can earnestly recommend this book to all who endure flving medical tests or contemplate doing so. LIEUT. R. R. BENTLEY RETURNS FLIGHT-LIEUT. R. R. BENTLEY, A.F.C., has been the first pilot to fly to Cape Town from England and back in a light aeroplane. He reached Croydon with his wife, Mrs. Dorys Bentley, in his D.H. "Moth" (Cirrus) on May 12. They flew on immediately to Stag Lane and then to Norfolk. Lieut. Bentley came into prominence last year when he made the first light 'plane flight to Cape Town between September 1 and September 28. It was a solo effort carried through without hitch, and won him the Air Force Cross. He was also awarded the Britannia Trophy, presented by the Royal Aero Club for the most meritorious performance of the year. The return flight was his admirable method of spending a honeymoon. Progress was leisurely, and interrupted to escort Lady Bailey across the danger zone in Southern Sudan from Khartoum. Lady Heath made her recent Cape Town- Cairo flight in her Avro " Avian " (Cirrus) mostly in company with the D.H. " Moth," and went ahead from Cairo, but her minor troubles brought the Bentleys level again on the North African Coast at Tunis. Thev took the lead to England, although, of course, there was no intentional race. The start from Cape Town was reported on March 3, and they were at Nairobi on March 14. Whilst Mrs. Bentley waited at Khartoum, her husband escorted Lady Bailey on April 5 to Nimule. He reached Cairo on April 15, and decided to have the engine overhauled at Aboukir. At Tunis, the D.H. " Moth " landed soon after Lady Heath's Avro " Avian." descended on May 4. After that he was next mentioned at Le Bourget, Paris, on May 11. He plans to fly back to South Africa with Mrs. Bentley in the autumn. The distance covered, out and home, was 16,000 miles. Lieut. Bentley is a pilot instructor in the South African Air Force at the headquarters, Roberts Heights. He was born in England, and is an adopted South African, having spent many years in the Colony, as well as three years in Canada. The D.H. " Moth " he flies was christened " Dorys," after his wife, by Lady Bailey before his flight to Cape Town. 366
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