Human Performance

Flight Operations Briefing Notes Visual Illusions Awareness

Flight Operations Briefing Notes

Human Performance
Visual Illusions Awareness

I Introduction

Visual illusions take place when conditions modify the pilot’s perception of
the environment relative to his / her expectations.
Visual illusions may result in landing short of the runway, hard landing or runway
overrun, but may also cause spatial disorientation and loss of control.

This Flight Operations Briefing Note provides an overview of:

• Factors and conditions that may cause visual illusions;
• How visual illusions affect the pilot’s perception of the airport / runway environment
and runway; and,
• How to reduce the effects of visual illusions by implementing related prevention
strategies and lines-of-defense in training and line operation.

II Statistical Data

30 % of approach-and-landing accidents occur during the conduct of visual approaches

or during the visual segment of an instrument approach.
Visual approaches at night present a greater exposure because of reduced visual cues,
increased likelihood of visual illusions and risk of spatial disorientation.
Low visibility and/or precipitations are a circumstantial factor in more than 70 % of
approach-and-landing accidents, including those involving CFIT.

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“ Visual ” Factors % of Events

Night time 75 %

Low visibility 70 %

IMC 59 %

Darkness or twilight 53 %

Non-ILS approach 53 %

Precipitation (rain or snow) 50 %

Visual approach 30 %

Visual illusions or spatial disorientation 21 %

Absence of :

- letdown navaid
21 %
- approach / runway lighting

- VASI / PAPI

( Source – Flight Safety Foundation 1998 – 2000 )

Table 1
“ Visual ” Factors in Approach-and-Landing Events

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III Visual Illusions – Factors and Conditions

The following factors and conditions affect the flight crew ability to accurately perceive
the environment, resulting in visual illusions.

III.1 Airport Environment

• Ground texture and features;

• Off-airport light patterns such as brightly lighted parking lots or streets;
• “Black hole” along the final approach flight path; and/or,
• Uphill or downhill sloping terrain before the runway threshold or in the approach
path environment.

III.2 Runway Environment

• Runway dimensions (aspect ratio);

• Runway uphill or downhill slope;
• Terrain drop-off at the approach end of the runway;
• Approach and runway lighting; and/or,
• Runway condition (e.g., wet runway).

III.3 Weather Conditions

• Ceiling;
• Visibility (i.e., vertical visibility, slant visibility and horizontal visibility); and/or,
• Cloudiness (e.g., rain, fog or fog patches, haze, mist, smoke, snow, whiteout
effect).

IV How do Visual Illusions Affect the Pilot’s Perception ?

Visual illusions result from the absence of or the alteration of visual references that
modifies the pilot perception of his / her position relative to the runway threshold.
Visual illusions affect perception of heights, distances and/or intercept angles.
Visual illusions are most critical when transitioning from IMC and instrument references
to VMC and visual references.
Visual illusions (such as the black-hole effect) affect the flight crew vertical and
horizontal situational awareness, particularly during the base leg and when turning final
(as applicable) and during the final approach.
Visual illusions usually induce crew inputs (corrections) that cause the aircraft to
deviate from the original and intended vertical or lateral flight path.

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Visual illusions can affect the decision about when and how fast to descend from
the MDA(H).
The following paragraph provides an expanded overview of all the factors and
conditions creating visual illusions to discuss how each factor or condition may affect
the pilot perception of:
• The airport and runway environment;
• The terrain separation; and,
• The aircraft vertical or lateral deviation from the intended flight-path.

Usually, more than one factor is involved in a given approach, compounding

the individual effects.

IV.1 Airport Environment

• “Black hole” along the final approach flight path:

− In case of approach over water or with an unlighted area on the approach path,
the absence of visible ground features reduces the crew ability to perceive
the aircraft lateral and vertical position relative to the intended flight path.

• Uphill or downhill terrain before the runway threshold:

− An uphill slope in the approach zone or a drop-off of terrain at the approach end
of the runway creates an illusion of being too high (i.e., impression of a steep
glide path, as shown on Figure 1), thus:

• Possibly inducing a correction (increasing the rate of descent) that places

the aircraft below the intended glide path; or,

• Preventing the flight crew from detecting a too shallow flight path.

Perceived Glide Path

Actual Glide Path

Figure 1
Effect of Terrain Up-hill Slope on Flight Path Perception

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− A downhill slope in the approach zone creates an illusion of being too low
(i.e., impression of a shallow glide path, as shown on Figure 2), thus:

• Possibly inducing a correction placing the aircraft above the intended glide
path ; or,

• Preventing the flight crew from detecting a too steep flight path.

Perceived Glide Path

Actual Glide Path

( Photo No.1 : 12 NM from touchdown – Photo No.2 : 2 NM from touchdown, on PAPI glide path )

Figure 2
Effect of Terrain Down-hill Slope on Flight Path Perception

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IV.2 Runway Environment

• Runway dimensions / aspect ratio (Figure 3):

− The runway aspect ratio (i.e., its length relative to its width) affects the crew
visual perspective view of the runway:

• A wide or short runway (low aspect ratio) creates an impression of being too
low; and,

• A narrow or long runway (high aspect ratio) creates an impression of being

too high.

Figure 3
Center Photo : LFBO 14 R (3500 m x 45 m) / 3-degree glide slope / 200 ft RA

• Runway uphill or downhill slope:

− An uphill slope creates an illusion of being too high (impression of a steep glide
path); and,
− A downhill slope creates an illusion of being too low (impression of a shallow
glide path).

• Approach and runway lighting:

− The approach and runway lighting (including the touchdown zone lighting)
affects the dept perception as a function of:

• The lighting intensity;

• The daytime or night time conditions; and,

• The weather conditions.

− Bright runway-lights create the impression of being closer to the runway (hence
on a steeper glide path);

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− Low intensity lights create the impression of being farther away (hence on
a shallower glide path);

− A non-standard spacing of runway lights also modifies the pilot’s perception of

the runway distance and glide path; and,

− If runway lighting is partially visible (e.g., during the downwind leg or during
the base leg of a visual or circling approach), the runway may appear being
farther away or at a different angle (i.e., the intercept angle is perceived as
smaller than actual).

IV.3 Runway Approach Aids

The following runway approach-aids and conditions may increase the crew exposure to
visual illusions:
• Glide slope beam being unusable beyond a specific point because of terrain or below
a specific altitude/height because of approach over water;
• Offset localizer course; and/or,
• 2-bar VASI, if used below 300 ft height above touchdown (HAT) for glide path
corrections.

IV.4 Weather Conditions

The following weather conditions may cause visual illusions:

• Precipitation’s (e.g., rain, fog, snow):
− Flying in light rain, fog , haze, mist, smoke, dust, glare or darkness usually
create an illusion of being too high;

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− Flying in haze creates the impression that the runway is farther away, inducing
a tendency to shallow the glide path and land long;
− Shallow fog (i.e., fog layer not exceeding 300 ft in thickness) results in a low
obscuration but also in low horizontal visibility:

• When on top of a shallow fog layer, the ground (or airport and runway,
if flying overhead) can be seen, but when entering the fog layer the forward
and slant visibility usually are lost;

• Entering a fog layer also creates the perception of a pitch up, thus inducing a
tendency to push over and place the aircraft below the desired glide path
and in a steeper-than-desired attitude;

− In light rain or moderate rain, the runway may also appear fuzzy because of rain
halo effect, increasing the risk of not perceiving a vertical deviation or lateral
deviation during the visual segment.
The visual segment is defined as the segment flown after full transition from
instruments to visual references;

− Heavy rain affects depth perception and distance perception:

• Rain on windshields creates a refraction and the perception of being too

high, thus inducing a nose down correction that places the aircraft below
the desired flight path;

• In daylight conditions, rain diminishes the apparent intensity of

the approach lighting system (ALS) resulting in the runway appearing to be
farther away. As a result of this illusion, the flight crew tends to shallow
the flight path resulting in a long landing;

• In night time conditions, rain increases the apparent brilliance of the ALS,
making the runway appears to be closer, inducing a pitch down input and the
risk of landing short of the runway threshold.

− When breaking out of the overcast at both ceiling and visibility minimums (DH
and RVR), the slant visibility may not allow sight of the farther bar(s) of
the VASI/PAPI, thus reducing the available visual clues for the visual segment in
reduced visibility;
− A snow-covered terrain together with a clouds overcast create a phenomenon
called “white-out” that eliminate perception of terrain features (slope) and
height above terrain.

• Crosswind:
− In crosswind conditions, the runway lights and environment will be angled with
the aircraft heading; flight crew should maintain the drift correction and resist
the tendency to align the aircraft heading with the runway centerline.

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• Runway surface condition (e.g., wet runway):

− A wet runway does not reflect light, thus affecting depth perception by
appearing to be farther away.
This visual effect usually results in a late flare and in a firm touchdown.
When landing on a wet runway, peripheral vision of runway edge lights should
be used to increase the depth perception and determine the flare point.

V Typical Crew Actions and Results

The following crew actions and their consequences often are cited in the analysis
of approach-and-landing incidents or accident resulting from visual illusions:

• Unconscious modification of the aircraft trajectory to keep a constant perception

of visual references;

• Natural tendency to descend below the glide slope or the initial glide path
(i.e., “ducking under”);

• Inability to arrest the rate of descent after descending below the intended glide path
(i.e., late recognition of the flattening of runway and runway environment);

• Absence of reference to instruments to support the visual segment;

• Failure to detect the deterioration of visual references; and,

• Failure to monitor the instruments and the flight path, while both crew members are
involved in the identification of visual references.

The following table provides a summary of the various factors and conditions together
with their effects on the pilot’s perception and unintended actions that may result in
a hazardous situation:

Condition Perception Unintended Action Result

Narrow / long runway Being too high Push Land short / Land hard

Wide or short runway Being too low Pull Land long / overrun

Runway or terrain
Being too high Push Land short / Land hard
uphill slope

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Condition Perception Unintended Action Result

Runway or terrain
Being too low Pull Land long / overrun
downhill slope

Being too close

Bright runway lighting Push Land short / Land hard
(too steep)

Being farther away

Low intensity lighting Pull Land long / Overrun
(too shallow)

Light rain, fog, haze,

Being too high Push over Land short / Land hard
mist smoke, dust

Heavy rain Being too close Push over Land short / Land hard

Entering fog
Increasing pitch Push over Steep glide path / CFIT
(shallow layer)

Being farther away

Flying in haze Pull up Land long / Overrun
(too shallow)

Drifting rain,
Aircraft drifting sideways Undue drift correction Off-runway landing
snow or sand

Being farther away

Wet Runway Late flare Hard landing
(too high)

Being angled with Drifting off track /

Crosswind Cancel drift correction
runway off runway centerline

Table 1
Effects of Visual Illusions on Pilot’s Perception and Actions

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VI Prevention Strategies to Reduce the Effects of Visual Illusions

To lessen the effects of visual illusions, prevention strategies and lines-of-defense

should be developed and implemented based on the following recommendations.

VI.1 Hazard Awareness

Operators should assess their exposure to visual illusions in their operating

environment (i.e., over the entire route network).

Flight crews should be educated and trained on the factors and conditions creating
visual illusions and their effects on the perception of the environment and aircraft
position:
• Perception of heights / depth, distances, and angles;
• Assessment of aircraft lateral position and glide path.

The awareness of visual illusions can be supported by an identification of all hazard-

airports and/or hazard-runways (in the operator’s network) as a function of
the available navaids, visual aids and prevailing hazards.

VI.2 Hazard Assessment

Approach hazards – and any combination thereof - should be assessed for each
individual approach, during the approach and go-around briefing, by reviewing
the following elements:
• Ceiling and visibility conditions;

• Weather:
− Wind, turbulence;
− Rain showers;
− Fog or smoke patches;
− Drifting snow or sand;
− Snow-covered terrain / runway (white-out phenomenon); and/or,
− Sun height over horizon;

• Crew experience with airport and airport environment:

− Surrounding terrain (i.e., texture); and/or,
− Specific airport and runway hazards (runway condition, obstructions, black-hole,
off-airport light patterns, …);

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• Runway approach and visual aids:

− Type of approach;
− Availability and location of DME with respect to runway threshold;
− Let-down aid restriction, if any, such as glide slope unusable beyond a specific
point or below a specific altitude;
− Type of approach lighting system; and,
− VASI or PAPI availability.

VI.3 Terrain Awareness

When requesting or accepting a visual approach, flight crew should be aware of the
surrounding terrain features and man-made obstacles.
At night, an unlighted hillside between a lighted area and the runway threshold may
prevent the flight crew from correctly perceiving the rising terrain.

VI.4 Flying Techniques

Type of approach

At night, when an instrument approach is available, prefer this approach to a visual

approach to reduce the risk of accident caused by visual illusions:
• ILS approach, with use of VASI / PAPI (as available) for the visual segment; or,
• Non-precision approach, supported by a VASI / PAPI (as available).

If / when performing a step-down (i.e., dive-and-drive) non-precision approach, do not

descend below the MDA(H) before reaching the visual descent / decision point (VDP) -
if defined - even if adequate visual references have been acquired before reaching
the VDP.

To prevent going too early to visual references and descending prematurely below
the MDA(H), the PF should maintain reference to instruments until reaching the VDP.
This provides further protection against visual illusions in hazard conditions.

During a visual or circling approach, if the VASI / PAPI indicates below glide slope level
off or climb until the VASI/PAPI shows on-glide-path.

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Flight path monitoring

Resist the tendency to pitch down and “duck under”; this is the greatest challenge
during the visual segment of the approach, this includes:
• Pitching down into the approach light in an attempt to see the runway during
a precision approach; or,
• Ducking under because of the impression of being too high when affected by visual
illusions.

Maintain a combination of visual flying supported by monitoring of instruments

(including the glide slope deviation during the visual segment of an ILS approach).
Monitor the VASI/PAPI, whenever available; this provides additional visual cues to
resist the tendency to increase or decrease the rate of descent.
On runways equipped with an ALSF-II approach lighting system, be aware of the two
rows of red lights aligned with the touchdown zone lights as an additional safeguard
against “ducking under”.

The following provides a summary of the techniques available to counter visual illusions
(and prevent from ducking under):
• Maintain instruments scan down to touchdown;

• Cross-check instrument indications against outside visual cues to confirm glide

path;

• Use an ILS approach, whenever available;

• If no ILS approach is available, fly a constant-angle non-precision approach

(CANPA) supported by the use of the Flight Path Vector / Flight Path Target
(Director) or use the FMS FINAL APPR mode (as available);

• Use available references and indications such as the ND extended runway

centerline, the ILS-DME (or VOR-DME) distance – or the FMS track distance to
runway threshold - and the altitude above airfield elevation to confirm the glide
path (based on a typically 300 ft-per-nm approach gradient); and,

• Use VASI / PAPI, if available, down to runway threshold (only when using
a 3-bar VASI or a PAPI).

In summary, the main line-of-defense against visual illusions and disorientation is to

use and rely on flight instruments.

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VI.5 Coordination

The defined task sharing ensures a continued monitoring of visual and instrument
references, throughout the transition to visual references and thereafter (i.e., during
a visual approach or during the visual segment of an instrument approach).
In known or anticipated hazard conditions, the PNF should reinforce his / her
monitoring of instrument references and of flight progress, for an effective cross-check
and back-up of the PF.
Altitude and excessive-parameter-deviation callouts should be the same for instrument
approaches and visual approaches, and should be continued during the visual segment
(i.e., including glide slope deviation during an ILS approach or vertical speed deviation
during a non-precision approach).
In case of a go-around, specific excessive-parameter-deviation callouts should be
considered (as indicated in SOPs).

VII Summary of Key Points

The following critical keypoints need to be emphasized:

• Awareness of weather factors;
• Awareness of surrounding terrain and obstacles;
• Awareness and assessment of approach hazards (i.e., conditions that may result in
visual illusions, such as “black hole”);
• Adherence to defined PF/PNF task sharing for acquisition of visual references and
for flying the visual segment; this includes:
− Monitoring by PF of outside visual cues while transiently referring to instruments
to support and monitor the flight path during the visual segment; and,
− Monitoring by PNF of head-down cues for effective cross-check and back-up
(i.e., for calling any excessive-parameter-deviation).

VIII Associated Briefing Notes

The following Briefing Notes complement the above discussion on the acquisition of
visual references and on visual illusions:
• Standard Operating Procedures
• Conducting Effective Briefings
• Enhancing Terrain Awareness
• Acquisition of Visual References
• Flying Visual Approaches

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IX Regulatory References

• ICAO – Preparation of an Operations Manual (Doc 9376).

• FAR 91.175 – Takeoff and landing under IFR – Paragraph (b), Loss of visual
references.

• JAR-OPS 1 – Subpart E – All Weather Operations - 1.1430 – Aerodrome Operating

Minima.

• JAR-OPS 1 – Subpart E – All Weather Operations - 1.435 - Terminology.

X Additional Reading Material

• FAA brochure on Spatial Disorientation :

− “ Seeing is not Believing ”, available from:

http://www.cami.jccbi.gov/aam-400A/Brochures/SpatialD.htm

This Flight Operations Briefing Note (FOBN) has been adapted from the corresponding ALAR Briefing Note developed by
Airbus in the frame of the Approach-and-Landing Accident Reduction (ALAR) international task force led by the Flight Safety
Foundation.

This FOBN is part of a set of Flight Operations Briefing Notes that provide an overview of the applicable standards,
flying techniques and best practices, operational and human factors, suggested company prevention strategies and personal
lines-of-defense related to major threats and hazards to flight operations safety.

This FOBN is intended to enhance the reader's flight safety awareness but it shall not supersede the applicable regulations
and the Airbus or airline's operational documentation; should any deviation appear between this FOBN and the Airbus or
airline’s AFM / (M)MEL / FCOM / QRH / FCTM, the latter shall prevail at all times.

In the interest of aviation safety, this FOBN may be reproduced in whole or in part - in all media - or translated; any use of
this FOBN shall not modify its contents or alter an excerpt from its original context. Any commercial use is strictly excluded.
All uses shall credit Airbus and the Flight Safety Foundation.

Airbus shall have no liability or responsibility for the use of this FOBN, the correctness of the duplication, adaptation or
translation and for the updating and revision of any duplicated version.

Airbus Customer Services

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1 Rond Point Maurice Bellonte - 31707 BLAGNAC CEDEX France
FOBN Reference : FLT_OPS – HUM_PER – SEQ 11 – REV 02 – SEP. 2005

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