CALLBACK CALLBACK
From NASA's Aviation Safety Reporting System�
Number 198
November/December
1995
Flight Crew Incapacitation
Serious medical incapacitation of a flight crew member occurs infrequently. Still, ASRS receives reports from pilots who have been adversely affected by illness, medication, food (or its lack), blood donations, hypoxia, and other causes. What follows is a sampling of some of the most interesting and educational reports recently received by ASRS. The cause of the incapacitation was a violent seizure which required further medical treatment. This type of incident is fortunately rare, and the flight crew and cabin responded well, using all crew and medical resources on board. The crew might have found it easier to help the Captain if seatbelt extensions had been available, which can be used to secure persons and large objects. The First Officer added that all his previous training had discussed only subtle incapacitation, in which the crew member would “fade away,” but not become violent. As a result of the First Officer’s experience, his air carrier will be addressing violent incapacitation in future training sessions.
Subtle vs. Profound Incapacitation
A textbook example of subtle incapacitation, noticed but not clearly defined by either the ill Captain or his concerned First Officer, is the subject of the next report:
■ All preflight duties and initial takeoff normal. During the en route climb, I had to remind the Captain to reset his altimeter, as well as insist that he participate in altitude awareness procedures. Small portions of the Captain’s speech became unrecognizable. I took control of the aircraft, and advised the Captain that I would fly the remainder of the flight. The Captain agreed, however, his actions indicated that he wanted to participate. Not wanting to create a confrontational atmosphere, I asked the Captain to get the ATIS and the approach plates. These tasks became too difficult for the Captain to accomplish. An uneventful landing was accomplished.
The incapacitation was very subtle, with the Captain going into and out of a completely normal state periodically. He wanted to “help” with the flying when he was not lucid. I wish that it had been a sudden and complete incapacitation, as this would have been easier to recognize and deal with. Kudos to this First Officer for keeping a calm and cooperative atmosphere on the flight deck during this episode. The Captain was later diagnosed with a serious systemic infection. In a report describing profound incapacitation, a First Officer found its sudden onset no easier to cope with than the previous reporter’s encounter with subtle incapacitation.
An Unnerving Experience
A commuter First Officer reporting to ASRS described an incapacitation hazard involving prescribed medication. Our reporter had received a physical exam from a doctor who was not an Aviation Medical Examiner. During the exam, the doctor prescribed a tranquilizer. The reporter continues:
■ ...I inquired if this medication would affect my flying performance or my job. [The doctor’s] opinion was that it would not affect either. Based on what I thought was his “expert” opinion, I agreed to take the medication. I flew for approximately 1- 1/2 months while taking the medication. I did not notice any side effects of the medication either on or off the job...
[Several months later], I went to the local Aviation Medical Examiner in order to obtain a First Class Flight Medical Certificate. When filling out the paperwork, I indicated that I had been taking the [tranquilizer]... Upon reading this, the A.M.E. notified me that he could not issue a medical certificate and that I should contact the FAA Aeromedical Branch. Upon contacting the FAA, I was notified that the tranquilizer was a disqualifying medication [and] that I would need to be off the medication for 90 days in order to receive a medical certificate. I immediately...notified my employer of the situation. I was taken off flight status pending the reissuance of my medical certificate... Our reporter concludes, “A pilot should always seek the advice and expertise of an A.M.E. before taking any medication of any kind.” One excellent reason is that Aviation Medical Examiners have a list of medications that are prohibited by the FAA. The reporter attributes naiveté about the tranquilizer to inexperience with all types of medication.
■ We had started the final descent to the ILS. The Captain was
flying the autopilot. ATC gave us a heading change. I acknowl edged, but noticed that the Captain was not turning the heading knob. I repeated the heading change to him, and he reached for the airspeed knob. I asked him if he was OK. He suddenly started shaking all over and...pushing on the rudder and leaning on the yoke. I quickly started to counter his inputs as the autopilot disconnected. When the flight attendant came in, I was still wrestling with the controls. The Captain suddenly went limp, but with his leg still pushing on the rudder. A doctor sitting in First Class came up to help move the Captain out of his seat. In the meantime, I had declared an emergency and requested a turn to final. By then, the Captain had wakened and was fighting the doctor and the Flight Attendant to get back up. [Eventually], they secured the Captain.
ASRS Recently Issued Alerts On...
An arrival/departure conflict over Seoul, Korea Fire warning and autoland malfunctions on two A-320s Target correlation problems with two ATC radar systems Collapse of a Boeing 767-300ER landing gear during taxi Non-uniform depiction of speed restrictions on SID charts
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
September 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1591 699 83 38
TOTAL
2411
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_198.pdf
From NASA's Aviation Safety Reporting System�
Number 198
November/December
1995
Flight Crew Incapacitation
Serious medical incapacitation of a flight crew member occurs infrequently. Still, ASRS receives reports from pilots who have been adversely affected by illness, medication, food (or its lack), blood donations, hypoxia, and other causes. What follows is a sampling of some of the most interesting and educational reports recently received by ASRS. The cause of the incapacitation was a violent seizure which required further medical treatment. This type of incident is fortunately rare, and the flight crew and cabin responded well, using all crew and medical resources on board. The crew might have found it easier to help the Captain if seatbelt extensions had been available, which can be used to secure persons and large objects. The First Officer added that all his previous training had discussed only subtle incapacitation, in which the crew member would “fade away,” but not become violent. As a result of the First Officer’s experience, his air carrier will be addressing violent incapacitation in future training sessions.
Subtle vs. Profound Incapacitation
A textbook example of subtle incapacitation, noticed but not clearly defined by either the ill Captain or his concerned First Officer, is the subject of the next report:
■ All preflight duties and initial takeoff normal. During the en route climb, I had to remind the Captain to reset his altimeter, as well as insist that he participate in altitude awareness procedures. Small portions of the Captain’s speech became unrecognizable. I took control of the aircraft, and advised the Captain that I would fly the remainder of the flight. The Captain agreed, however, his actions indicated that he wanted to participate. Not wanting to create a confrontational atmosphere, I asked the Captain to get the ATIS and the approach plates. These tasks became too difficult for the Captain to accomplish. An uneventful landing was accomplished.
The incapacitation was very subtle, with the Captain going into and out of a completely normal state periodically. He wanted to “help” with the flying when he was not lucid. I wish that it had been a sudden and complete incapacitation, as this would have been easier to recognize and deal with. Kudos to this First Officer for keeping a calm and cooperative atmosphere on the flight deck during this episode. The Captain was later diagnosed with a serious systemic infection. In a report describing profound incapacitation, a First Officer found its sudden onset no easier to cope with than the previous reporter’s encounter with subtle incapacitation.
An Unnerving Experience
A commuter First Officer reporting to ASRS described an incapacitation hazard involving prescribed medication. Our reporter had received a physical exam from a doctor who was not an Aviation Medical Examiner. During the exam, the doctor prescribed a tranquilizer. The reporter continues:
■ ...I inquired if this medication would affect my flying performance or my job. [The doctor’s] opinion was that it would not affect either. Based on what I thought was his “expert” opinion, I agreed to take the medication. I flew for approximately 1- 1/2 months while taking the medication. I did not notice any side effects of the medication either on or off the job...
[Several months later], I went to the local Aviation Medical Examiner in order to obtain a First Class Flight Medical Certificate. When filling out the paperwork, I indicated that I had been taking the [tranquilizer]... Upon reading this, the A.M.E. notified me that he could not issue a medical certificate and that I should contact the FAA Aeromedical Branch. Upon contacting the FAA, I was notified that the tranquilizer was a disqualifying medication [and] that I would need to be off the medication for 90 days in order to receive a medical certificate. I immediately...notified my employer of the situation. I was taken off flight status pending the reissuance of my medical certificate... Our reporter concludes, “A pilot should always seek the advice and expertise of an A.M.E. before taking any medication of any kind.” One excellent reason is that Aviation Medical Examiners have a list of medications that are prohibited by the FAA. The reporter attributes naiveté about the tranquilizer to inexperience with all types of medication.
■ We had started the final descent to the ILS. The Captain was
flying the autopilot. ATC gave us a heading change. I acknowl edged, but noticed that the Captain was not turning the heading knob. I repeated the heading change to him, and he reached for the airspeed knob. I asked him if he was OK. He suddenly started shaking all over and...pushing on the rudder and leaning on the yoke. I quickly started to counter his inputs as the autopilot disconnected. When the flight attendant came in, I was still wrestling with the controls. The Captain suddenly went limp, but with his leg still pushing on the rudder. A doctor sitting in First Class came up to help move the Captain out of his seat. In the meantime, I had declared an emergency and requested a turn to final. By then, the Captain had wakened and was fighting the doctor and the Flight Attendant to get back up. [Eventually], they secured the Captain.
ASRS Recently Issued Alerts On...
An arrival/departure conflict over Seoul, Korea Fire warning and autoland malfunctions on two A-320s Target correlation problems with two ATC radar systems Collapse of a Boeing 767-300ER landing gear during taxi Non-uniform depiction of speed restrictions on SID charts
A Monthly Safety Bulletin from The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
September 1995 Report Intake
Air Carrier Pilots General Aviation Pilots Controllers Cabin/Mechanics/Military/Other 1591 699 83 38
TOTAL
2411
飞行翻译公司 www.aviation.cn 本文链接地址：美国ASRS安全公告CALLBACK cb_198.pdf
自定义标签： 
