Pilots and Depression

On Tuesday 24 March 2015 scheduled flight 9525, an Airbus A320 operated by Germanwings, crashed in the French Alps. The flight was scheduled to depart Barcelona, Spain and arrive in Dusseldorf, Germany. There were 144 passengers and 6 crewmembers on board. Upon reaching cruising altitude of 38,000 ft., the captain told the co-pilot that he was leaving the cockpit and for him to take over radio communications. Seconds after the captain left the cockpit, “the selected altitude on the FCU changed in one second from 38,000 ft. to 100 ft. One second later, the autopilot changed to ‘OPEN DES’ mode and autothrust changed to ‘THR IDLE’ mode.” (BAE, 2015). This set the stage for the inevitable crash. When the captain had tried to return to the cockpit, the co-pilot had locked the cockpit door. Following September 11, 2001 the airlines have installed many safety features to protect against hijackers. However, in this case they were used to allow the co-pilot to fly the aircraft into the mountainside without having to overpower the captain. The co-pilot had locked the cockpit door, and this reinforced door did not allow the captain to return to the cockpit and correct the current flight path. The co-pilot was found to be mentally unstable. “On 9 April 2009, his class 1 medical certificate was not revalidated by the Lufthansa aeromedical centre due to depression and the taking of medication to treat it.” (BAE, 2015). He later was able to obtain his class 1 medical with a special restriction that made it mandatory that he has regular medical examinations (BAE, 2015). However, even with this documented mental illness he was still able to be in control of 150 lives. With the subjective nature of diagnosing mental illnesses such as depression, it is possible for the co-pilot to be able to pass his examination and still be unstable.

           

            While it may seem like suicide by pilot is not a common affair, there are numerous other accounts where it has occurred at a commercial level. One of these cases is EgyptAir Flight 990. “The co-pilot of EgyptAir Flight 990, which crashed off New England in 1999, killing 217 people, deliberately crashed the plane as an act of revenge” (Campbell, 2002). The pilot used his position to make a statement to his company after he was accused of a series of allegations of sexual misconduct. The co-pilot said, “I rely on God” before pushing the nose down and cutting fuel flow to the engines resulting in the crash (Campbell, 2002).

            Currently mental evaluation for pilots is done when they go in for the renewal of their first class medical certificate. This is every 6 calendar months for pilots over the age of 40, and every 12 calendar months for pilots under the age of 40. Dr. Scarpa, Jr., AsMA president stated, “ Use of effective, minimally intrusive, easy-to-use tests that can be used by aeromedical examiners during a pilot's existing periodic aeromedical exam.” (Scarpa, 2015). While these tests may be implemented they are still not as accurate as the industry needs them to be. This is due to the information needed typically not being provided by the pilots in tests that are only yes and no answers. There needs to be an improved system where it creates an environment where the pilots have to give more in-depth answers. This would better provide the examiner the ability to best monitor for mental illnesses.

            The current perspective the FAA and airlines have towards mental illness creates a culture where the pilots hide any mental illnesses they may have. This is because if you come forward with a mental illness there is a good chance you will lose the opportunity to continue to fly. If the FAA and airlines began a more liberal approach in regards to mental illness and treatment, it would allow for self-reporting to be a viable option. A system implemented by the FAA as a whole or by the individual airlines similar to the ASRS program for rule deviation will help the industry to better regulate the issues currently being suppressed. However, this would require more faculty members whose purpose is to regulate any reports by crewmembers pertaining to mental illness. Additionally, there would have to be an acceptable process to remedy the illness to allow for the pilot to continue flying, but also be of sound mind when doing so. The ability to combat mental illness without losing their careers is a must if we want a system like this to work.

Works  Cited

BEA. (2015, May). Accident on 24 March 2015 at Prads-Haute-Bléone (Alpes-de-Haute-Provence, France) to the Airbus A320-211 registered D-AIPX operated by Germanwings. Retrieved January 24, 2016, from http://www.bea.aero/docspa/2015/d-px150324.en/pdf/d-px150324.en.pdf

Campbell, D. (2002, March 15). Revenge drove pilot to crash plane, killing 217. Retrieved January 24, 2016, from http://www.theguardian.com/world/2002/mar/16/duncancampbell

Scarpa, P. J., Jr. (2015, November 30). Pilot Mental Health. Retrieved January 24, 2016, from http://www.asma.org/publications/pilot-mental-health