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away from the controls so it doesn't
get caught, by being fully fastened.
There should be no multiple seat
occupancy.
Incapacitation
There is always a danger that
whoever is in the other front seat
may become incapacitated; in the
obvious case, they collapse and fall
across the controls. Less noticeable
is the sort that comes with boredom
or lack of mental stimulation on
longer trips, where you may
physically be in the cockpit but
mentally miles away. Even
disorientation during instrument
flight is included. There's not much
you can do against the first type
aside from levelling the aircraft and
returning to a safe flight path, then
ensuring that the unfit pilot cannot
interfere. Call for a crew member or
passenger to help if need be and tell
ATC what's going on. Land as soon
as you can under the circumstances,
which is not as daft as it sounds—
you might find it prudent to divert to
a place with better aids or weather,
which is further away, despite what
the Company says about landing
where they’ve got a base. Do not be
rushed into an approach before you
are ready, especially at an unfamiliar
airfield. Your greatest responsibility
is to the passengers.
The second type depends on the
cause, most commonly (in the
normal pilot's lifestyle) the low
blood sugar caused by missed meals
and the like. Although you may think
it's better to have the wrong food
than no food, be careful when it
comes to eating choccy bars in lieu
of lunch, which will cause your
blood sugar levels to rise so rapidly
that too much insulin is released to
compensate, which drives your
blood sugar levels to a lower state
than they were before—known in
the trade as "rebound
hypoglycaemia". Apart from eating
"real food", you will minimise the
risks of this if you eat small snacks
frequently instead of heavy meals
after long periods with nothing to
eat. Complex carbohydrates are best.
Incapacitation can be gradual or
sudden, subtle or overt, partial or
complete and may not be preceded
by any warning. According to the
“Two Communications Rule”, you
are deemed to be incapacitated if
you do not respond appropriately to
a second verbal communication
associated with a significant
deviation from a standard operating
procedure or flight profile. So there.
Operational Procedures 119
Partial or Gradual
This bit concerns any medical
symptoms affecting your
handling ability, to the extent
that you have to hand over
control. These might include
severe pain (especially sudden
severe headache or chest pain),
dizziness, blurring or partial loss
of vision, disorientation,
vomiting or diarrhoea (airline
food again!). Temporary
symptoms often indicate more
severe illness, so don't be
tempted to take control again.
Two pilot
You must immediately inform
the other pilot and hand over
control, then inform the
destination, base or whoever
else and divert, bearing in mind
the nature and severity of the
symptoms and the availability of
medical facilities. Naturally, as
with any emergency, the
company would prefer you to
carry on (minimum
inconvenience to the
passengers) or return to base
(minimum inconvenience to
them), but appendicitis waits for
no man!
You should not take control
again, and your harness must be
locked to stop you falling over
the controls if you get worse.
Neither must you fly again (as a
crew member, at least) until a
medical examination has taken
place, or, with diarrhoea or
vomiting, you’ve had no
symptoms for 24 hours.
Single pilot
You should react before any
illness becomes severe enough
to affect your handling, so an
immediate radio call is essential.
The first consideration must be
for the safety of the passengers,
so medical assistance for you
must be a lesser priority, though
the former may well depend on
the latter.
Sudden or Complete
This may be subtle or overt, and give
no warning; Murphy's Law dictates
that fatal collapses occur during
approach and landing, close to the
ground. Detection of subtle
incapacitation may be indirect, that
is, only as a result of some expected
action not being taken, so when you
die maintaining your body position,
the other pilot may not even notice
until the expected order of events
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