French authorities release preliminary report on the Germanwings crash investigation

On 6 May 2015, the BEA (Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile) released a preliminary report on the crash of Germanwings flight 4U9525 which highlighted the following findings:

• At about three minutes after the aircraft reached its cruising altitude of 38,000 feet, the captain left the cockpit.

• Within 30 seconds of the captain leaving the cockpit, the first officer commanded the aircraft to descend to 100 feet, which is well below ground level.

• Within five minutes of the commanded altitude change, the airspeed was changed at least ten times, reaching a maximum of 350 knots (402 mph, 648 kph).

• The descent rate reached a maximum of 5,000 feet per minute, and averaged about 3,500 feet per minute.

• The descent was continuous, and controlled by the autopilot.

• Air traffic controllers and the French military attempted to contact the aircraft several times, but received no response.

• Before the collision with the terrain, there were multiple aural warnings heard on the CVR.

• The aircraft impacted the ground about 10 minutes and 13 seconds after the aircraft started its descent.

• Autopilot and autothrust remained engaged until impact.

• On the previous flight, while the captain was out of the cockpit, the first officer twice commanded the aircraft to descend to 100 feet for short periods of time.

The role of the first officer in the crash
The preliminary report did not state a definitive cause of the crash, but it did state that during the cruise phase, the first officer was alone in the cockpit and intentionally modified the autopilot instructions to order the aircraft to descend until it collided with the ground. The report also stated that the first officer did not open the cockpit door during the descent, despite requests for access made via the keypad, with cabin interphone, and by knocking on the door.

Aircraft trajectory

(click to enlarge)

First officer training history
The preliminary report provided an outline of the first officer's training history, including the fact that he started his flight training at the Lufthansa Flight Training Pilot School in Germany on 1 September 2008, but that his training was suspended for medical reasons for over eight months, from 5 November 2008 to 26 August 2009. It was during this period, specifically from April to July 2009, that the first officer did not have a valid medical certificate due to depression and his medical treatment for his condition.

From October 2010 to March 2011, he continued his flight training in the US, but was under contract as a flight attendant with Lufthansa for over two years before beginning his training to become an A320 first officer. He was appointed as an A320 copilot in June 2014.

Related information
Germanwings crash details from AirSafe.com
Lufthansa plane crashes
Other A320 crashes
Germanwings Wikipedia page
Flight 9525 Wikipedia entry

Are people with a history of depression or suicide attempts allowed to fly? - Yes they are!

The unfolding investigation of March 2015 crash of Germanwings flight 9525 has revealed that it is very likely that the first officer locked the captain out of the cockpit, and proceeded to deliberately crash the aircraft into the French Alps. Reports by French and German authorities, as well as by Lufthansa, the parent organization of Germanwings, suggest that not only did the first officer have a history of depression, but that Lufthansa was aware of the first officer's condition. Reportedly, German investigators stated that the first officer had been recently treated for suicidal tendencies, but it was not clear if Lufthansa or Germanwings were aware of those recent treatments.

One basic question that many air travelers have is how can anyone with a documented mental illness have become a pilot for a major airline. While the answer in the case of the Germanwings crash may not be revealed until the investigation is complete, it is possible to address that question for US airlines.

The role of medical certificates
In the US, in order to fly, a person holding an airline transport pilot (ATP) certificate, which is the type of certification that any US airline pilot must have, must possess an FAA medical certificate. The specific regulatory requirements regarding mental conditions for those holding an ATP certificate holder are spelled out in the US Code of Federal Regulations (Title 14, Part 67.107). The FAA allows physicians with specialized training to be an Aviation Medical Examiner (AME), who is responsible for evaluating a pilots medical fitness. If a pilot does not pass the examination, that pilot is not legally allowed to fly.

FAA Guide for Aviation Medical Examiners
The FAA provides AMEs with detailed guidance in a number of ways, including publications like the 2015 Guide for Aviation Medical Examiners, which had an update on 19 March 2015, just five days before the Germanwings crash. The document clearly states that a pilot has to respond to a detailed medical questionnaire, and must reveal a history of mental disorders, including depression or suicide attempts. While such a revelation would lead to further investigation, it would not automatically lead to a denial of a medical certificate.

The pilot who is suspected to have deliberately crashed Germanwings flight 9525 conducted part of his airline flight training in the United States several years ago, and would have been subject to FAA regulations during that period.

What do the airlines do?
While it is clear that the FAA allows people with a history of depression or suicide attempts to fly, it is unclear what the policy of individual airlines may be with regards to a pilot with this kind of medical history. What and airline knows about a pilot's medical history will depend on what that pilot would voluntarily reveal, as well as what the airline may legally be allowed to know. Because this would largely depend on where that airline is located, it is possible that what an airline in one country can know about their pilot's medical history may be radically different from what an airline in another country may know.

Resources FAA medical certificate questions and answers
Germanwings flight 9525 crash information
Lufthansa plane crashes
Other A320 crashes
Germanwings Wikipedia page
Flight 9525 Wikipedia entry

Advice for Air Travelers with Diabetes

AirSafe.com recently added a page with advice for diabetic travelers. Most of the advice is based on information provided US government organizations such as the National Institutes of Health, and encourages travelers to plan ahead to make sure to sure that they have medications and other necessary supplies.

TSA and Medical Exceptions
While medical professionals recommend that travelers with diabetes carry food and snack items on long trips, this may cause problems at the airport as the TSA normally does not allow most liquids and gels in the cabin. As AirSafe.com has pointed out in some detail, the TSA allows most medical items in carry-on baggage.

Send Your Suggestions
Please take the time to review the new page for travelers with diabetes and if you see something that we missed, or have stories you'd like to share about problems diabetics have with air travel, please send them in.