Fit to fly?

The human factor has long been recognised as both a potential strength and weakness. Studies have tried to identify the human holes in Dr James Reason’s Swiss cheese model before they occur, but still they do – and unfortunately always will. We are a diverse breed and any attempt to place a rigid template over a fluid form will only ever meet with limited success.

The transition from CAO 48 flight and duty time limitations to a more tailored fatigue risk management system (FRMS) is one example of trying to make the template a little malleable. Even then, it can never cater for all scenarios, in all companies, for pilots of all makes and models. The human condition is just too far ranging and consequently, the pilots themselves must become the final slice of Swiss cheese once again.

Into the mix is the fact that fatigue is only one aspect of assessment for an individual’s fitness to fly. When considering the physical wellbeing and the psychological state of a pilot, these two towering oaks branch off into a mire of low-lying weeds. Financial pressures, personal relationships, drug and alcohol issues, depression, commuting and even the common cold are just a few of the potential threats that need to be assessed and navigated. Complicating matters is that these troubles may well be interrelated.

Stress of finances can put pressure on the relationship and then the constant duress leads to a collapse of the immune system, resulting in physical illness. Now the pilot is trapped in a Catch 22. When money is the issue, sick leave can impact upon the household income and the spiral just keeps tightening. And this is just one possible scenario.

Complicating matters, often the pilot in the spiral can’t recognise the critical nature of the situation. Like hypoxia, where the brain is deprived of oxygen, the sufferer may not see the symptoms. A dipstick can check oil levels in an engine and a transmissometer can measure the visual range on a foggy runway, but there is no means by which pilots can readily self-assess their fitness to fly.

In a perfect world, at the first sign of any self-doubt an individual would advise flight operations that they are unable to fly and seek help. On recovering, they would return to flying the line, happier and healthier than ever. However, other human weaknesses such as denial, pride, ego and embarrassment can begin to whisper in the ear. Task-driven, pilots can be their own worst enemy.

Even though support systems exist within an airline, some are hesitant to use them. Others may have close workmates who can read the warning signs, but too often any signs of weakness can be hidden by a master of disguise. It can be tough enough for a trained professional to recognise the signs, let alone a friend or colleague who may have their own struggles.

Perhaps a starting point is to treat one’s personal fitness as if it were a flight. Check the serviceability of the machine, brief on what lies ahead, ensure there is enough fuel in the tank and have an alternate plan to cater for the situation if it changes. It may sound strange, but it is the language of a pilot’s brain and might just lead them into familiar decision-making territory. And let’s not forget the multi-crew aspect, where the subsequent decisions are cross-checked before they are enacted.

Aviation is no different to any other cross-section of our society. Pilots are bombarded with information from all directions and are inherently time poor, the vice can turn so slowly upon us that we may not even realise that we are in its grip. However, as difficult as it may be, pilots must find a way to self-assess that they are truly fit to take their seat for the commencement of each and every sector. They have a responsibility to their family, crew and passengers to be rested and ready to deal with what may come their way.

And should they find that something just isn’t right, or it be suggested by another, then they need to step back and sometimes this is the bravest decision of all. If a pilot’s performance is impaired, it will not manifest in their failing to meet KPIs and budget targets. Nor can they step out momentarily into the stairwell and throw their head into their hands. If a pilot is off their game and fate deals a tough hand, they can be found wanting with the lives of all on board in their care.

For all the reporting systems, educational slide shows and reading material a well-intentioned employer may provide, a pilot’s fitness to fly is as individual as it gets. Ultimately, it is another situation to assess and another decision to make before the wheels ever leave the ground. There is no checklist or promulgated procedure, only friends and family to recognise the warning signs and the courage to discuss it. The means of rectification are as varied as the problems themselves, but the first and most difficult step can be recognition.

Perhaps after all, in life as in flying, we have to check the serviceability, current and future conditions, fill the tanks and allow for the unexpected.

And only then will we be truly fit to fly.

Fatigue is only one aspect of assessment for an individual’s fitness to fly.