Nearly three months after co-pilot Andreas Lubitz deliberately crashed a Germanwings plane into the Alps, airlines and regulators are still debating how to prevent such a tragedy from repeating itself. Recently, in his first newspaper interview since the crash, Lufthansaâ€™s CEO suggested random psychological checks on pilots and advocated medical professionals breaching doctor-patient confidentiality.
As a professional pilot, I can state with a great deal of confidence that such strategies will only alienate pilots from their employers and make the situation worse. It’s a major overreaction, because from a statistical standpoint, flying on a scheduled airline is safer than ever — and cheaper, too.
That’s not to say we cannot improve things. Take those cheap fares, for example. They come with a price, and much of it has been paid by those of us who fly for a living.
Airline passengers — at least those old enough to reminisce about the days when people dressed up for flights that offered good food and impeccable service — are well aware of how conditions in the passenger cabin have deteriorated over the years. What they donâ€™t know is how much the situation has degraded for those in the cockpit.
Just like you, pilots are nostalgic for the days when well-dressed passengers and better working conditions were the norm rather than the exception. This is cause for concern, because while nobody enjoys a sullen passenger, the person stuffed into that row 39 middle seat isnâ€™t responsible for the safe conduct of the flight.
If you find air travel unpleasant — and letâ€™s face it, most people do — remember that airline pilots constantly deal with its worst aspects: surly customers, mechanical issues, jet lag, overcrowded airport terminals, long lines getting to and from the runway, and a wide variety of weather issues. They’re circumnavigating thunderstorms in summer and making critical decisions about airframe icing potential in the winter.
The vocation involves long days. A three-pilot airline crew is allowed to be on duty for as long as 17 hours. In addition, this is not a 9-to-5 gig; work might start at 8 a.m. one day and 8 p.m. the next, and much of that time is spent strapped into a seat in a space not much larger than a phone booth. This workplace isn’t exactly serene. It’s full of vibration, wind noise, turbulence, heat, and electronic sounds from avionics. There are lights, switches, and screens to watch over, radios to monitor, controllers to talk to, paperwork to be filled out, and fuel burn to gauge. Pilots try to find the altitude with the smoothest air for their passengers and, as Sinatra crooned, â€œget them to the church on time.â€
That said, many aviators love flying so much that they want to do it when theyâ€™re off work. Youâ€™ll find plenty of professional pilots hanging out at smaller airports for fun. Can you imagine going to the office on your day off because you enjoyed your job that much? It takes a lot to beat that kind of passion out of a person… but the airline industry has proven quite successful at it.
It doesnâ€™t have to be this way. There are a few common-sense changes that could make flying a scheduled airliner more humane.
The Seniority System
One fact of airline life that often amazes civilians: the captain is not always the oldest or even the most experienced pilot aboard. A pilotâ€™s status with the airline is based exclusively on his or her seniority with the company. As long as your conduct isnâ€™t bad enough to get you fired, it doesnâ€™t matter if youâ€™re the best pilot at the airline or the worst.
Promotion from first officer to captain is based solely on your date of hire with that specific airline. You could be at the top of the seniority list at one airline, but if you move to another company, you start out at the very bottom. It makes no difference if you quit voluntarily, were furloughed, or were laid off due to a merger, bankruptcy, or liquidation of your old company. You are welcomed aboard at NewCo with the worst pay and worst schedule, flying the worst equipment to the worst destinations.
As one industry veteran put it, â€œItâ€™s like a hospital with a staffing problem that refuses to hire experienced doctors unless they start out as an intern, even if they happened to be an experienced surgeon from another hospital with 30 yearsâ€™ experience.â€
The unions are heavily entrenched at most airlines, so eliminating this system would be difficult. But at the very least, why not combine the seniority lists of all airlines into one master list? This would allow pilots to move between airlines and maintain a relative career position. Itâ€™s an easy way to bring some stability to an unstable industry.
It also would reduce the strain on the many pilots who must commute by air to their jobs because they live in a different city than the one where theyâ€™re based.
An Awful Commute
Whatâ€™s the big deal about such commuting? Many people travel significant distances for school or work. But for an airline pilot, it can thousands of miles each way. A surprisingly large number of pilots commute, in part because of those seniority lists. Whether the airline has closed a hub or the pilot is changing aircraft, itâ€™s less disruptive to commute than uproot the whole family, sell the house, and re-establish one’s life in another location — especially when there’s no guarantee you won’t have to do the same thing again in a painfully short period of time.
From what Iâ€™ve seen, commuting does more than just about anything else to destroy a pilotâ€™s quality of life. It dramatically raises stress and fatigue levels, and itâ€™s so unnecessary. An industry-wide master list would make it easier for pilots to switch jobs so they could work closer to where they live.
Flying is a stressful job. Pilots undergo periodic medical exams, and many feel that this aeromedical certification system failed us badly in the Germanwings incident. I agree. But rather than condemn the system for failing to weed out a suicidal pilot, I fault it for creating an atmosphere where an individual with mental health issues was motivated to hide his problem for fear of losing his career.
The thing most likely to head off a future tragedy isnâ€™t more federal rulemaking, but rather a hazard-free path for stressed pilots to get help without putting their livelihoods on the line. There are already programs in place that encourage pilots to seek help for mental health and other issues. One of those is called Project Wingman, a collaboration between airline and pilot union which established a 24/7 confidential emergency mental health hotline for pilots to report anonymously either their own or their fellow crew membersâ€™ mental health issues.
My company participates in a program called ASAP, which encourages voluntary reporting of safety issues and events that come to the attention of pilots. Employees voluntarily report safety issues even though they may involve a regulatory violation, and in exchange both the FAA and the employer waive any sanctions or enforcement. Itâ€™s a win-win, and it doesnâ€™t require thousands of pages of rules (or dollars). These programs are proven. They’re low on overhead, and the motivation is safety rather than enforcement.
Some have opined that these are fleeting problems because flesh-and-blood pilots will soon be supplanted by automation. I have my doubts. But even if they’re right, human factors outpace mechanical failure as the root cause of accidents by a ratio of nearly nine to one. If the day ever comes when a pilot-less airliner takes to the sky, men and women will still be a prime part of the equation: programming the systems, flying remotely, servicing the aircraft, and swinging wrenches to keep it airworthy.
No one in their right mind would suggest exceeding an aircraft’s design limitations. It’s high time we started respecting the limits of the humans who operate them.