Pilot Incapacitation
Pilot incapacitation occurs frequently compared with other routinely trained non-normal conditions. It has occurred in all age groups and during all phases of flight. Incapacitation occurs in many forms ranging from sudden death to subtle, partial loss of mental or physical performance. Subtle incapacitations are the most dangerous and they occur the most frequently. Incapacitation effects can range from loss of function to unconsciousness or death.
The key to early recognition of pilot incapacitation is the regular use of crew resource management concepts during flight deck operation. Proper crew coordination involves checks and crosschecks using verbal communications. Routine adherence to standard operating procedures and standard profiles can aid in detecting a problem. Suspicion of some degree of gross or subtle incapacitation should also be considered when a crewmember does not respond to any verbal communication associated with a significant deviation from a standard procedure or standard flight profile. Failure of any crewmember to respond to a second request or a checklist response is cause for investigation.
If you do not feel well, let the other pilot know and let that pilot fly the airplane. During flight, crewmembers should also be alert for incapacitation of the other crewmember.
737 Flight Crew Training Manual
Crew Action Upon Confirming Pilot Incapacitation
If a pilot is confirmed to be incapacitated, the other pilot shall take over the controls and check the position of essential controls and switches.
.
after ensuring the airplane is under control, engage the autopilot to reduce workload
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declare an emergency
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use the cabin crew (if available). When practical, try to restrain the incapacitated pilot and slide the seat to the full-aft position. The shoulder harness lock may be used to restrain the incapacitated pilot
.
flight deck duties should be organized to prepare for landing
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consider using help from other pilots or crewmembers aboard the
airplane.
Flight in Moderate to Heavy Rain, Hail, or Sleet
The airplane is designed to operate satisfactorily when the maximum rates of precipitation expected in service are encountered. However, flight into moderate to heavy rain, hail, or sleet could adversely effect engine operations and should be avoided whenever possible. If moderate to heavy rain, hail, or sleet is encountered, reducing airspeed can reduce overall precipitation intake. Also, maintaining an increased minimum thrust setting can improve engine tolerance to precipitation intake, provide additional stall margin, and reduce the possibility of engine instability or thrust loss.
Reference the Supplementary Procedure for Flight in Moderate to Heavy Rain, Hail, or Sleet for more information. The Supplementary Procedure recommends that the crew should consider starting the APU, if available, because it provides quick access to backup electrical and pneumatic sources.
Turbulent Air Penetration
Severe turbulence should be avoided if at all possible. However, if severe turbulence is encountered, use the Severe Turbulence procedure listed in the Supplementary Procedures chapter of the FCOM. Turbulent air penetration speeds provide high/low speed margins in severe turbulent air.
Copyright . The Boeing Company. See title page for details.
1.54 FCT 737 (TM) October 31, 2006
737 Flight Crew Training Manual
During manual flight, maintain wings level and smoothly control attitude. Use the attitude indicator as the primary instrument. In extreme updrafts or downdrafts, large altitude changes may occur. Do not use sudden or large control inputs. After establishing the trim setting for penetration speed, do not change pitch trim. Allow altitude and airspeed to vary and maintain attitude. However, do not allow the airspeed to decrease and remain below the turbulent air penetration speed because stall/buffet margin is reduced. Maneuver at bank angles below those normally used. Set thrust for penetration speed and avoid large thrust changes. Flap extension in an area of known turbulence should be delayed as long as possible because the airplane can withstand higher gust loads with the flaps up.
Normally, no changes to cruise altitude or airspeed are required when encountering moderate turbulence. If operating at cruise thrust limits, it may be difficult to maintain cruise speed. If this occurs, select a higher thrust limit (if available) or descend to a lower altitude.
Copyright . The Boeing Company. See title page for details.
October 31, 2006 FCT 737 (TM) 1.55
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