Airplane fatige

[Liana2000]

For the past few years I have been having a problem with airplanes.  Everytime I get on one everything is fine until maybe a half hour into the trip.  I start feeling sweat, faint, and I can't hear or see well, I get very dissoriented, then I get colics and a feeling of faint.  My blood pressure goes down.  It is very uncomfortable.  What could this be?

[caregiver222]

Airsickness is something even pilots can experience. I hold a commercial ticket with multi-engine land, seaplane and rotorcraft (helicopter) ratings with instrument and flight instructor endorsements. Decades ago I used to bore holes through the air as a civilian airplane driver under contract to the Navy to teach young studs who wanted to be top-gun  the basis of flight in a T-34. And got airsick every day!

As a pilot, I NEVER got airsick.

The key to avoiding airsickness is not to move your head during turns, but to keep it aligned with the forward axis of the aircraft.

In a commercial aircraft, the "critical moments of susceptibility" occur during (a) rotation (b) the departure turn (usually due to noise abatement protocols) (c) the air traffic control turn (d) the instrument approach turn (catching the ILS). (e) any other turns/banks.

There are two types of turns. A "standard rate turn) and a turn that exceeds standard rate. Standard rate turns are used in a holding pattern.

Non standard-rate turns are generally used twice before the aircraft reaches altitude. (a) after initial take-off to comply with noise abatement rules and (b) when departure gives the aircraft a heading to avoid a traffic conflist (initiate such instructions promptly).

Standard rate turns are initiated when an aircraft flies over a "fix", such as "ryanville intersection" and must establish a heading on a new airway. If the pilot is on space-dust and overflies the fix (as I usually used to do...sigh), a non-standard rate turn is often used to return to the invisible electronic highway.

Thanks to people who have nothing to do with their time but write letters, most airliners depart on what are called "noise abatement protocols". Often these involve an extreme bank at one portion of the climb. And an extreme climb. Both factors contribute to airsickness.  Often they require reduced engine thrust, which makes the aircraft more liable to crash in the event of engine failure. But we keep the old ladies happy by keeping the engine noise down.

Coming in on an ILS (if not on autopilot), the pilot often flies a series of air-sick inducing "S" turns to "keep on the beam". If they are training a new wet-behind-the-ears co-pilot the liklihood is these turns will exceed standard rate.

The key to not initiating the "general quarters" sensations is not to be turning your head to the side or looking down during a turn. Looking out the window during a turn doesn't help either. Rememeber the letters LSA. LOOK STRAIGHT AHEAD.

Look for an aisle seat, and do not talk to other passengers, open your pocketbook, or do anything else but look straight ahead during the climb to straight and level. The same protocol should be followed when leaving altitude and descending for a landing. Once you are "straight-and-level" you can resume normal activities.

Airbus products are less likely to cause airsickness because the degree of turn is constrained by a computer. This is all well and good except when the Airbus is headed for another airplane or trying to avoid a missile, and the pilot finds it can't get out of it's own way. Boeing aircraft provide the pilot to assume any angle of bank or attack he/she deems appropriate, which makes these aircraft more likely to induce airsickness. On the other hand, these capabilities (in my opinion) make the Boeing product safer.  My own personal philosophy is "If it ain't Boeing, I ain't going."

There is another factor. Airsickness is "conditionable", just as Pavlov's dog was conditioned to salivate when presented with a blinking light. Thus, even if you follow all the rules, if you have got airsick before, the mere fact you are on an airplane can precipitate another event. The good thing is, after time, conditioned responses eventually disappear.

[caregiver222]

What will help is to keep your head pointed forward and not to turn your head or speak to someone in the seat behind. The most common reason for discomfort is disturbance of the vestibular organs by moving the head in a turn. Airplane crashes have been caused by pilots reaching down for a map or pen or flashlight that has fallen to the floor while the plane was in a turn.

There is an apparent genetic sensitivity to this phenomena.

When the aircraft is flying straight and level, turning the head usually does not cause air sickness.

During pilot training in the military susceptabilty to this disorder was evaluated by placing prospective students in the so-called "Barony Chair". They were rotated while blindfolded and ordered to out their head in various positions.

When the plane is departing and following "departure protocol" or landing, or flying in a holding pattern (especially) there is a high chance of airsickness.

[DrNoopurMD]

Hi,

Some people experience dizziness and nausea and fall in BP when riding a boat or an airplane. The reason that is understood is that human brain receives different signals from eyes, ears and skin and muscles when on an airplane. This in coordination between the sensory signals received from eyes, ears and skin results in dizziness, hypotension and nausea. Make sure you keep yourself well hydrated during the flight. This will help.
Hope this answers your question.