Panic in Pilots
As in most things aviation one can learn about fight or flight from the great flyer and writer, Ernest K Gann.
In his book "Fate is the Hunter" he describes his feelings when they had a cargo fire just after take off in a heavily laden DC4(?).
Part of him wanted to panic and just get the thing onto the ground as quickly as possible. The trained pilot in him kept his cool and he safely landed back on the runway. He said that what kept him from panicking, was a memory of his captain striking matches in his face as he was trying to land a DC2 in a thunderstorm many years before i.e. training.
I was reminded of this when a BOAC 707 had a serious fire after T/O from Heathrow many years ago. The crew must have had similar feelings as they successfully completed a circuit with one wing ablaze. Is there some record of their experience at the time?
In his book "Fate is the Hunter" he describes his feelings when they had a cargo fire just after take off in a heavily laden DC4(?).
Part of him wanted to panic and just get the thing onto the ground as quickly as possible. The trained pilot in him kept his cool and he safely landed back on the runway. He said that what kept him from panicking, was a memory of his captain striking matches in his face as he was trying to land a DC2 in a thunderstorm many years before i.e. training.
I was reminded of this when a BOAC 707 had a serious fire after T/O from Heathrow many years ago. The crew must have had similar feelings as they successfully completed a circuit with one wing ablaze. Is there some record of their experience at the time?
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Dear Trish,
Have a look at the training video that was made of the Saudia Airlines L-1011 accident. That was the one where a cabin fire resulted in everyone on board dying even though the crew had managed to make a safe emergency landing.
I saw it during a CRM course but I think you might usefully view it as an example of a panic reaction as well. In the end they were sat there in a burning aircraft without anyone managing to come up with the appropriate response, for whatever reason.
The word 'panic' just isn't very useful when it comes to aviation, I guess. It's too pejorative. And, by the very nature of panic itself, it's a very speculative diagnosis. Consider being hit on the head; you have no memory of the event if you suffer concussion. You have to guess or be told that's what occurred. Panic is similar; you might think you did a great job in the simulator. It is only when you look at the video tape that you see something really stupid and inappropriate that you obviously did, even when you have no memory of it!
If you really are looking for specific usages of that term, 'panic', if that is what your doctoral project consists of, then you may be barking up the wrong tree, so that you usually won't find it being used. If you want instances of 'an inappropriate response to stimuli' then you should have plenty of examples to work with.
Have a look at the training video that was made of the Saudia Airlines L-1011 accident. That was the one where a cabin fire resulted in everyone on board dying even though the crew had managed to make a safe emergency landing.
I saw it during a CRM course but I think you might usefully view it as an example of a panic reaction as well. In the end they were sat there in a burning aircraft without anyone managing to come up with the appropriate response, for whatever reason.
The word 'panic' just isn't very useful when it comes to aviation, I guess. It's too pejorative. And, by the very nature of panic itself, it's a very speculative diagnosis. Consider being hit on the head; you have no memory of the event if you suffer concussion. You have to guess or be told that's what occurred. Panic is similar; you might think you did a great job in the simulator. It is only when you look at the video tape that you see something really stupid and inappropriate that you obviously did, even when you have no memory of it!
If you really are looking for specific usages of that term, 'panic', if that is what your doctoral project consists of, then you may be barking up the wrong tree, so that you usually won't find it being used. If you want instances of 'an inappropriate response to stimuli' then you should have plenty of examples to work with.
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It is unfair, especially for pilots, to not only put the blame with such certainty on the crew of a doomed aircraft, but contribute it to panic as well. There are so many variables in a complex situation and every pilot knows that everything is ultimately his/her reponsibility and others' mistakes can make life very difficult indeed.
Pilots too are humans with similar emotions and character traits. However, before flying a large transport airplane, they go through many years of training, many hours of simulator and actual flying in smaller planes, and for every of those hours, many more spent in ground school training, briefings and debriefings. Training is constant and examinations are frequent in medicals, emergency procedures, check rides, line training, dangerous goods transport, winter ops, etc. so that handling emergencies become second nature, just like taking a shower-one never wonders afterwards if in fact one did wash one's right arm!
As a result, not only previously occured emergencies, but also similar ones or completely new ones will be handled based on the same thought process and cool. Treat the aircraft like the simulator and the simulator like the aircraft, as ironic as it may sound, may actually be a good approach to guarantee maximum benefit in training and cool and calm in the real thing. During the course of these trainings, if there was any panic in any one, it would be taken out or they will not survive such demanding career. Secondly, often in these situations there's no time to panic as one is busy going through various drills, checklists, briefings, radio calls, etc.
Pilots too are humans with similar emotions and character traits. However, before flying a large transport airplane, they go through many years of training, many hours of simulator and actual flying in smaller planes, and for every of those hours, many more spent in ground school training, briefings and debriefings. Training is constant and examinations are frequent in medicals, emergency procedures, check rides, line training, dangerous goods transport, winter ops, etc. so that handling emergencies become second nature, just like taking a shower-one never wonders afterwards if in fact one did wash one's right arm!
As a result, not only previously occured emergencies, but also similar ones or completely new ones will be handled based on the same thought process and cool. Treat the aircraft like the simulator and the simulator like the aircraft, as ironic as it may sound, may actually be a good approach to guarantee maximum benefit in training and cool and calm in the real thing. During the course of these trainings, if there was any panic in any one, it would be taken out or they will not survive such demanding career. Secondly, often in these situations there's no time to panic as one is busy going through various drills, checklists, briefings, radio calls, etc.
Surditas, Sheep Guts, Capt Stable, et al.
The average military pilot leads a very sheltered life; as a group you are highly experienced and thoroughly trained in comparison with some pilots in civil operations (one half-life each of my flying career). In my civil persona I am now hardened to the fact that not all pilots have been upside-down in an aircraft let alone stalled one. Then there is flight with power-plant failure …. etc. But with respect to the topic the most significant difference is that the military system teaches Airmanship and military pilots are encouraged and expected to continually develop their Airmanship. This is not that civil trained pilots do not have airmanship, just IMHO not as good as a military trained pilot. Now this difference could be due to all the additional training or range of experiences that the military pilots get (well not as much as in my day), but I suspect that it is the focus on the critical elements of airmanship that make the military pilot stand out. Taking self discipline as the bedrock of airmanship (‘Redefining Airmanship’ Tony Kern ISBN 0070342849) then it is possible that the application of military discipline to airmanship, something that also controls or is reflected in behavior, that enables pilots with good airmanship to control fear - ‘panic’.
From my own flying experience, and the investigation of others experiences in incident situations, I have not seen panic. However in all events there has been a degree of fear, and a parallel degree of control of that fear. Poor control of fear, in the extreme, could be classed as panic, but not to the extent of a ‘headless chicken’. Those pilots (all of us), who ‘panicked’ either rushed into action without thought, were stunned to conscious or physical inaction, or just resigned to helplessness. Within our industry, prevention and recovery from these situations is currently based on CRM:- ‘a black art’ not yet widely accepted.
Thus I wonder if Trish were to investigate panic in pilots from the basis of fear and the control of that fear, against a pilot’s background, civil / military, what would be concluded about panic in pilots? I would also be interested in any correlation between the type of training given, Airmanship vs CRM, and the individuals perception of, and the value of that training. Again in my experience those pilots who ‘panicked’ did not have a military background and did not show good CRM qualities. There was also limited evidence that where CRM training had been given it either was not focused on airmanship ‘self discipline - human behavior’, or it had not been accepted due to the individual’s rejection of the value of such training.
A thought for the future. As the supply of military pilots for the civil industry decreases, how then are we to teach military style self discipline and Airmanship to the new civil pilots? What added values do the military have from their experience (including ‘upsets’ and stalls), that will not be available to the new generations; how indeed do you teach experience when you have to be there to gain it? And isn’t at least one fearful experience in the air essential for airmanship anyway?
The average military pilot leads a very sheltered life; as a group you are highly experienced and thoroughly trained in comparison with some pilots in civil operations (one half-life each of my flying career). In my civil persona I am now hardened to the fact that not all pilots have been upside-down in an aircraft let alone stalled one. Then there is flight with power-plant failure …. etc. But with respect to the topic the most significant difference is that the military system teaches Airmanship and military pilots are encouraged and expected to continually develop their Airmanship. This is not that civil trained pilots do not have airmanship, just IMHO not as good as a military trained pilot. Now this difference could be due to all the additional training or range of experiences that the military pilots get (well not as much as in my day), but I suspect that it is the focus on the critical elements of airmanship that make the military pilot stand out. Taking self discipline as the bedrock of airmanship (‘Redefining Airmanship’ Tony Kern ISBN 0070342849) then it is possible that the application of military discipline to airmanship, something that also controls or is reflected in behavior, that enables pilots with good airmanship to control fear - ‘panic’.
From my own flying experience, and the investigation of others experiences in incident situations, I have not seen panic. However in all events there has been a degree of fear, and a parallel degree of control of that fear. Poor control of fear, in the extreme, could be classed as panic, but not to the extent of a ‘headless chicken’. Those pilots (all of us), who ‘panicked’ either rushed into action without thought, were stunned to conscious or physical inaction, or just resigned to helplessness. Within our industry, prevention and recovery from these situations is currently based on CRM:- ‘a black art’ not yet widely accepted.
Thus I wonder if Trish were to investigate panic in pilots from the basis of fear and the control of that fear, against a pilot’s background, civil / military, what would be concluded about panic in pilots? I would also be interested in any correlation between the type of training given, Airmanship vs CRM, and the individuals perception of, and the value of that training. Again in my experience those pilots who ‘panicked’ did not have a military background and did not show good CRM qualities. There was also limited evidence that where CRM training had been given it either was not focused on airmanship ‘self discipline - human behavior’, or it had not been accepted due to the individual’s rejection of the value of such training.
A thought for the future. As the supply of military pilots for the civil industry decreases, how then are we to teach military style self discipline and Airmanship to the new civil pilots? What added values do the military have from their experience (including ‘upsets’ and stalls), that will not be available to the new generations; how indeed do you teach experience when you have to be there to gain it? And isn’t at least one fearful experience in the air essential for airmanship anyway?
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Trish,
You've started an excellant thread - anything that makes us think, self assess, study and learn is only beneficial.
On reading all the responses there seems to be a common theme. Experience and training play a major role in the way a pilot reacts to a given scenario. To this end, why not focus your research on (or part of it) "panic" (or whatever term you decide on) versus experience versus training.
Take into account aircraft currency, route currency, flight crew familiarity with eachother, etc..... (can go on and on).
Will be interested in your end product.
You've started an excellant thread - anything that makes us think, self assess, study and learn is only beneficial.
On reading all the responses there seems to be a common theme. Experience and training play a major role in the way a pilot reacts to a given scenario. To this end, why not focus your research on (or part of it) "panic" (or whatever term you decide on) versus experience versus training.
Take into account aircraft currency, route currency, flight crew familiarity with eachother, etc..... (can go on and on).
Will be interested in your end product.
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safetypee
Sorry, seen that one a thousand times before- didn't expect it to arise here though, I must admit.
Having run more sim sessions than I care to remember over many years, and run countless checks on the line, there is simply no correlation between "Military" and "G.A." being better or worse.
I've seen the absolute best and worst from both backgrounds over the years- has more to do with their personal makeup. I've seen some ex- top-gun fighter pilots do the most incredible stuff-ups just as I have ex G.A. guys- we are all "human".
As for "panic"... It's not the word I'd use, but yes I guess some people have a very quiet sort of a panic at times when things are getting on top of them. When overloaded people sometimes do some strange things.
Cheers
Sorry, seen that one a thousand times before- didn't expect it to arise here though, I must admit.
Having run more sim sessions than I care to remember over many years, and run countless checks on the line, there is simply no correlation between "Military" and "G.A." being better or worse.
I've seen the absolute best and worst from both backgrounds over the years- has more to do with their personal makeup. I've seen some ex- top-gun fighter pilots do the most incredible stuff-ups just as I have ex G.A. guys- we are all "human".
As for "panic"... It's not the word I'd use, but yes I guess some people have a very quiet sort of a panic at times when things are getting on top of them. When overloaded people sometimes do some strange things.
Cheers
Over to you Nigel,
Having, perhaps attracted some academic interest with this thread it may be of interest or indeed some safety benefit if the industry had greater understanding of the differences in discipline and airmanship (if any) between pilots with military and non military backgrounds. We related our experiences from differing, yet very valid viewpoints, mine from accident and incident investigation, yours from training. Thus I ask the academics or anyone with related experiences, is there a difference between the levels of discipline or airmanship shown in recurrent training with those levels recorded by accident investigation. IF … as a hypothesis: the ex-military pilot fares better in the accident count (when statistically balanced) THEN … with more investigation into the training backgrounds of the non military pilot we might be able to define some important training issues; I suspect at the ab-initio level.
My unbalanced statistics would argue that the ex military pilot somehow mitigates and recovers from his errors during actual operations far better than the non military trained pilot; thus the ex-military pilot avoids an accident. In this respect my previous post was a hypothesis that military trained pilots are more able to control fear than the pilot without a military background. The ex-military pilot exhibits less observable panic and thus retains control of hazardous situations.
Following your post I would then ask what then can be deduced from observing airmanship during training. Those with ‘good’ GA backgrounds may well have gained similar qualities as (some) of the ex-military pilots, yet until tested by real fear the significance of ‘GA’ pilot’s lack of subsequent military experience cannot be judged. Continuing the discussion on these lines could question whether those qualities of airmanship that are affected by fear, or by the lack of control of fear, can ever be accurately assessed during training / simulation. I have yet to find a simulator or training exercise that realistically generates fear at a level where personal characteristics are fully tested. I have never seen the same level of fear as recalled by crews after accidents or incidents, except that experienced personally during solo flight training or the experiences of continuing airmanship development throughout my career.
Having, perhaps attracted some academic interest with this thread it may be of interest or indeed some safety benefit if the industry had greater understanding of the differences in discipline and airmanship (if any) between pilots with military and non military backgrounds. We related our experiences from differing, yet very valid viewpoints, mine from accident and incident investigation, yours from training. Thus I ask the academics or anyone with related experiences, is there a difference between the levels of discipline or airmanship shown in recurrent training with those levels recorded by accident investigation. IF … as a hypothesis: the ex-military pilot fares better in the accident count (when statistically balanced) THEN … with more investigation into the training backgrounds of the non military pilot we might be able to define some important training issues; I suspect at the ab-initio level.
My unbalanced statistics would argue that the ex military pilot somehow mitigates and recovers from his errors during actual operations far better than the non military trained pilot; thus the ex-military pilot avoids an accident. In this respect my previous post was a hypothesis that military trained pilots are more able to control fear than the pilot without a military background. The ex-military pilot exhibits less observable panic and thus retains control of hazardous situations.
Following your post I would then ask what then can be deduced from observing airmanship during training. Those with ‘good’ GA backgrounds may well have gained similar qualities as (some) of the ex-military pilots, yet until tested by real fear the significance of ‘GA’ pilot’s lack of subsequent military experience cannot be judged. Continuing the discussion on these lines could question whether those qualities of airmanship that are affected by fear, or by the lack of control of fear, can ever be accurately assessed during training / simulation. I have yet to find a simulator or training exercise that realistically generates fear at a level where personal characteristics are fully tested. I have never seen the same level of fear as recalled by crews after accidents or incidents, except that experienced personally during solo flight training or the experiences of continuing airmanship development throughout my career.
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Thanks to everyone so far!
As Stated before, I agree "panic" is an emotive and descriptively general word, and is therefore not entirely appropriate for describing pilot behaviour. (However: Talk about throwing the cat among the pidgeons!)
It seems that the "Startle Response" and subsequent failure to recover from it are more appropriate descriptions of behaviour. (See page 2 for definitions).
I don't know if anyone has looked at the links I have posted previously, but this one is essential if you are interested in this topic, and a really good read as well.
http://amelia.db.erau.edu/ec/ntsbaar.htm
Then, click on:
AAR77-01 (Pdf Format)
If anyone knows the accident investigator(s), I would really like to talk to them (if they're still around!)
Regards
Trish
As Stated before, I agree "panic" is an emotive and descriptively general word, and is therefore not entirely appropriate for describing pilot behaviour. (However: Talk about throwing the cat among the pidgeons!)
It seems that the "Startle Response" and subsequent failure to recover from it are more appropriate descriptions of behaviour. (See page 2 for definitions).
I don't know if anyone has looked at the links I have posted previously, but this one is essential if you are interested in this topic, and a really good read as well.
http://amelia.db.erau.edu/ec/ntsbaar.htm
Then, click on:
AAR77-01 (Pdf Format)
If anyone knows the accident investigator(s), I would really like to talk to them (if they're still around!)
Regards
Trish
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Panic
I suspect panic is as likely to result in a "freeze" as it is to result in irrational action. I have never seen the latter but I once had a student pilot freeze at the controls while on final. It took some time to prize his fingers off the controls.
I also saw a pilot in a light aircraft ignore the instruments while he stared at ice building up on the wing with his mouth open. A sharp reminder to concentrate on keeping us upright was all that was required.
I also saw a pilot in a light aircraft ignore the instruments while he stared at ice building up on the wing with his mouth open. A sharp reminder to concentrate on keeping us upright was all that was required.
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Trish,
Just wanted to share this thought after reading everything in this thread. Ever wonder why commercial and civilian pilots are never given parachutes as part of their standard equipment? What would a passenger think if he/she sees a pilot lugging a parachute?
Although I've seen quite a few military pilots going down with their planes with a functional chute at their backs. In all probability they didn't panic, because they were trying to avoid smashing their planes on the houses below.
Also, a phrase comes to mind : Doctors bury their mistakes. Pilots get buried with their mistakes.
"Extended startle effect".... that's interesting. I'll bring this up with my friends and try to come up with some material for you.
Just wanted to share this thought after reading everything in this thread. Ever wonder why commercial and civilian pilots are never given parachutes as part of their standard equipment? What would a passenger think if he/she sees a pilot lugging a parachute?
Although I've seen quite a few military pilots going down with their planes with a functional chute at their backs. In all probability they didn't panic, because they were trying to avoid smashing their planes on the houses below.Also, a phrase comes to mind : Doctors bury their mistakes. Pilots get buried with their mistakes.
"Extended startle effect".... that's interesting. I'll bring this up with my friends and try to come up with some material for you.
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Pilot Panic
Dear Trish J.,
I am a MSc student at Cranfield University UK doing MSc thesis on pilot Panic.
I am interested in getting in contact with you.
P. Einarsson
[email protected]
I am a MSc student at Cranfield University UK doing MSc thesis on pilot Panic.
I am interested in getting in contact with you.
P. Einarsson
[email protected]
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This is a subject that most pro pilots will be interested in to a degree. I for one felt a certain amount of relief after maintaining calm during my first airborne emergency. I had always suspected that I would remain calm but you never really know until you've managed to do it.
There is no doubt in my mind that the adrenalin startes pumping etc in a classic flight or fight reaction because after landing on one particular occasion I found my hands were shaking even though I was not aware of it earlier and I had done all the right things at all the right times. I think that ust be the adrenalin. Can anyone confirm? I think that when an emergency occurs pilots have to control their fear because they know that is the best /only way to secure the outcome they want. They can't afford to do anything else because unlike most other situations in life nobody else can step in and help them out. When looking back on one of the two fairly serious events I've had to deal with, I remember a distinct feeling of determination that I have only ever felt to that degree while playing sport. I have put this down to a natural instinct to survive ha ha....fairly strong in most of us I reckon. So that might be seen as a "fight" reaction. The "flight" reaction is simply not a viable/survivable option.
At the moment I think that training has a bit to do with a positive reaction but personality and experience probably more. Always open to changing my mind tho if someone can convince me.
It's been a while Trish....got that Phd yet? I'd be interested to read it.
There is no doubt in my mind that the adrenalin startes pumping etc in a classic flight or fight reaction because after landing on one particular occasion I found my hands were shaking even though I was not aware of it earlier and I had done all the right things at all the right times. I think that ust be the adrenalin. Can anyone confirm? I think that when an emergency occurs pilots have to control their fear because they know that is the best /only way to secure the outcome they want. They can't afford to do anything else because unlike most other situations in life nobody else can step in and help them out. When looking back on one of the two fairly serious events I've had to deal with, I remember a distinct feeling of determination that I have only ever felt to that degree while playing sport. I have put this down to a natural instinct to survive ha ha....fairly strong in most of us I reckon. So that might be seen as a "fight" reaction. The "flight" reaction is simply not a viable/survivable option.
At the moment I think that training has a bit to do with a positive reaction but personality and experience probably more. Always open to changing my mind tho if someone can convince me.
It's been a while Trish....got that Phd yet? I'd be interested to read it.
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This is an interesting question. A friend was a training Captain for a major airline and I was invited to use the DC10 simulator for my 50th Birthday. He told me that before I would be on the machine I would be present during a first officer’s 6 month check and also during his own check by the senior training Captain. On the journey there I asked him a similar question. Had he ever seen any panic reactions by pilots on the simulator. He replied ‘never’.
His own check included a microburst on takeoff - the first officer had to manage a total hydraulic failure -and whilst there was a very high level of activity during these it was a marvellous demonstration of a well trained machine. My view of pilots went up immeasurably. I take my hat off to these gentlemen, there wasn't the remotest suggestion of panic.
His own check included a microburst on takeoff - the first officer had to manage a total hydraulic failure -and whilst there was a very high level of activity during these it was a marvellous demonstration of a well trained machine. My view of pilots went up immeasurably. I take my hat off to these gentlemen, there wasn't the remotest suggestion of panic.
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There are plenty of CVR copies about of aircraft that have come to grief and the crew knew they were to meet their maker, but none show what you would term "panic" by any stretch of the imagination - apprehension and anger perhaps. Have trodden the boards and come through not completely unscathed.
Transparency International
Decades ago I read a paper by a danish military psycologist who interviewed a number of service pilots about really scary incidents.
I can't give you a pointer but you could try to contact Forsvarets Center for Lederskab, Ryvangs Alle 1, Postboks 2521, DK-2100 København. Tel: +45 3915 1900.
I can't give you a pointer but you could try to contact Forsvarets Center for Lederskab, Ryvangs Alle 1, Postboks 2521, DK-2100 København. Tel: +45 3915 1900.
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Having watched professional pilots in simulators and interviewed post incident I have never observed what I would define as panic. I have seen the inexperienced perplexed but searching for something to do in a crisis and the experienced try to find something within their knowledge base to compare the problem to, but while there is something to do everybody does it (even when its futile).
Commercial aviation has such a high degree of continuation training and testing that the most natural thing to do in a crisis is stay focused, highly organised and procedural. It also has to said that the authorities, with the benefit of international co-operation, direct training departments towards areas where performance improvements are required.
Panic exists only where the crew are no longer in a position to have a bearing on the outcome of the event. There is a short video of a parachutist narrowly missing a Chipmunk aircraft whilst in free fall, from the sound of his cry I can only imagine that is what panic sounds like.
You could try asking whether pilots who have been involved in seriously life threatening situations suffer panic attacks post incident once the ''what ifs'' have time to creep into the mind and attack the enormity of their accomplishments. Or have you ever considered a PhD in huge egos?
Commercial aviation has such a high degree of continuation training and testing that the most natural thing to do in a crisis is stay focused, highly organised and procedural. It also has to said that the authorities, with the benefit of international co-operation, direct training departments towards areas where performance improvements are required.
Panic exists only where the crew are no longer in a position to have a bearing on the outcome of the event. There is a short video of a parachutist narrowly missing a Chipmunk aircraft whilst in free fall, from the sound of his cry I can only imagine that is what panic sounds like.
You could try asking whether pilots who have been involved in seriously life threatening situations suffer panic attacks post incident once the ''what ifs'' have time to creep into the mind and attack the enormity of their accomplishments. Or have you ever considered a PhD in huge egos?
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This is panic as I understand it!
Hi. I came across this recording of a VFR GA pilot who found himself IMC a few weeks ago. I think you'll find it interesting.
http://www.naats.org/docs/flightassist.mp3
http://www.naats.org/docs/flightassist.mp3
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I find this rather odd: you say you are researching panic behaviour in pilots yet you state that this is not mentioned in reports. How do you know it exists? If what you are looking for is the layman's version of panic, 'completely losing it,' say, very few commercial pilots manage to get hired if they are prone to that behaviour.
It is usually fairly obvious when someone has too little control of their emotions to be trusted with a commercial flight so that actual instances of this are probably rare. And when there is a breakdown in the conduct of the flight, well, yes, that might well be covered up. You could make an educated guess that someone who made an irrational mistake was in an irrational frame of mine but as a researcher you are going to have two basic problems:
1. Dead men tell no tales.
2. Survivors aren't usually going to admit what they did if it was embarrassing, stupid or dangerous. The sort of personality that is going to make an unholy mess of things because of 'panic,' do you think he would come forward afterwards and be open about what he did?
I once had to work with a fellow who had painted himself into a corner and then crashed. It was a pretty bad crash, but everyone survived more through dumb luck than anything. I found myself stuck with the job of trying to get him sorted out, even though he maintained there was nothing wrong.
He had constructed an implausible scenario meant to explain every fact about what went on there, which he stuck to through thick and thin. All I wanted, as an instructor, was to get him to move on and deal with his shortcomings as a pilot.
Everything that went wrong was due to an external cause; if we went off-track it was a bad crosswind, if we missed seeing the runway it was a hazy day, if we couldn't track an NDB the needle was unsteady... I pointed out that the amount of effort he was putting into explaining everything meant that he had nothing left to put into learning, but his personality meant that he just stuck to his course. I reckoned that he had had such a fright there that he was blocking out the reality of the whole experience. This must have left him with the idea that his airplane had tried to kill him!
I finally was sent off in another direction while he managed to hang on to his job for quite a while longer. Then he finally was got rid of in a very diplomatic way, when he went back to his home country to another flying job. From what I heard he's still in aviation but on a very basic level. It may be that he ended up at his maximum level of incompetence. It would be perfectly true to say that, in his case at least, the system did not work as advertised.
You would never get one word out of that fellow that was of any use at all to you in your research! And other cases we could guess at, well, the crews are all dead. I guess you will just have to work with CVR tapes and guesswork in this one.
It is usually fairly obvious when someone has too little control of their emotions to be trusted with a commercial flight so that actual instances of this are probably rare. And when there is a breakdown in the conduct of the flight, well, yes, that might well be covered up. You could make an educated guess that someone who made an irrational mistake was in an irrational frame of mine but as a researcher you are going to have two basic problems:
1. Dead men tell no tales.
2. Survivors aren't usually going to admit what they did if it was embarrassing, stupid or dangerous. The sort of personality that is going to make an unholy mess of things because of 'panic,' do you think he would come forward afterwards and be open about what he did?
I once had to work with a fellow who had painted himself into a corner and then crashed. It was a pretty bad crash, but everyone survived more through dumb luck than anything. I found myself stuck with the job of trying to get him sorted out, even though he maintained there was nothing wrong.
He had constructed an implausible scenario meant to explain every fact about what went on there, which he stuck to through thick and thin. All I wanted, as an instructor, was to get him to move on and deal with his shortcomings as a pilot.
Everything that went wrong was due to an external cause; if we went off-track it was a bad crosswind, if we missed seeing the runway it was a hazy day, if we couldn't track an NDB the needle was unsteady... I pointed out that the amount of effort he was putting into explaining everything meant that he had nothing left to put into learning, but his personality meant that he just stuck to his course. I reckoned that he had had such a fright there that he was blocking out the reality of the whole experience. This must have left him with the idea that his airplane had tried to kill him!
I finally was sent off in another direction while he managed to hang on to his job for quite a while longer. Then he finally was got rid of in a very diplomatic way, when he went back to his home country to another flying job. From what I heard he's still in aviation but on a very basic level. It may be that he ended up at his maximum level of incompetence. It would be perfectly true to say that, in his case at least, the system did not work as advertised.
You would never get one word out of that fellow that was of any use at all to you in your research! And other cases we could guess at, well, the crews are all dead. I guess you will just have to work with CVR tapes and guesswork in this one.