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Germanwings Crash Inquiry Urges Stricter Oversight of Pilots’ Mental Health Germanwings Crash Inquiry Urges Stricter Oversight of Pilots’ Mental Health
(about 2 hours later)
LE BOURGET, France — French aviation officials on Sunday called for stricter international monitoring of the mental health of pilots and for guidelines that could require doctors to report pilots whose psychological condition might imperil public safety.LE BOURGET, France — French aviation officials on Sunday called for stricter international monitoring of the mental health of pilots and for guidelines that could require doctors to report pilots whose psychological condition might imperil public safety.
The recommendations were part of a report by French accident investigators into the deliberate crash last year of a Germanwings jetliner by its co-pilot, Andreas Lubitz. The inquiry found that doctors had prescribed Mr. Lubitz with powerful antidepressants and sleeping pills in the month leading up to the disaster and that at least one had urged that he be hospitalized for a possible psychotic disorder. The recommendations were part of a report by French accident investigators into the deliberate crash last year of a Germanwings jetliner by its co-pilot, Andreas Lubitz. The inquiry found that doctors had prescribed Mr. Lubitz powerful antidepressants and sleeping pills in the month leading up to the disaster and that at least one had urged that he be hospitalized for a possible psychotic disorder.
But none of those physicians alerted the German aviation authorities or the airline about Mr. Lubitz’s condition or his treatment for fear of running afoul of Germany’s strict privacy laws. Investigators said such warnings might have prevented Mr. Lubitz, 27, from getting behind the controls of an Airbus A320 and killing himself and 149 others.But none of those physicians alerted the German aviation authorities or the airline about Mr. Lubitz’s condition or his treatment for fear of running afoul of Germany’s strict privacy laws. Investigators said such warnings might have prevented Mr. Lubitz, 27, from getting behind the controls of an Airbus A320 and killing himself and 149 others.
As a result, the final report on the March 24 crash by France’s Bureau of Investigations and Analyses strongly recommended that international health agencies and air safety regulators redefine the conditions that would oblige doctors to warn the authorities when an airline pilot’s mental health posed a potential risk to public safety — even without the patient’s consent.As a result, the final report on the March 24 crash by France’s Bureau of Investigations and Analyses strongly recommended that international health agencies and air safety regulators redefine the conditions that would oblige doctors to warn the authorities when an airline pilot’s mental health posed a potential risk to public safety — even without the patient’s consent.
The report also called for much closer monitoring of pilots who have a history of mental health trouble “of any sort,” and urged European regulators to consider allowing some pilots to fly while taking certain antidepressant drugs while under strict medical supervision. That is already the case in some countries, including the United States. The report also called for much closer monitoring of pilots who have a history of mental health trouble “of any sort,” and urged European regulators to consider allowing some pilots to fly while taking certain antidepressant drugs under strict medical supervision. That is already the case in some countries, including the United States.
The French report urged the German authorities to consider limiting the legal penalties for doctors who breach patient confidentiality in good faith and, in the case of airline pilots, to clearly define the types of health issues that can represent an “imminent danger” to the flying public.The French report urged the German authorities to consider limiting the legal penalties for doctors who breach patient confidentiality in good faith and, in the case of airline pilots, to clearly define the types of health issues that can represent an “imminent danger” to the flying public.
While the French bureau does not have the legal authority to compel the changes recommended in its report, the airline industry and its regulators traditionally act on investigators’ proposals after air crashes. However, the Germanwings report is the first time that an air accident investigator has issued recommendations to the global medical community.While the French bureau does not have the legal authority to compel the changes recommended in its report, the airline industry and its regulators traditionally act on investigators’ proposals after air crashes. However, the Germanwings report is the first time that an air accident investigator has issued recommendations to the global medical community.
Investigators also recommended that airlines promote confidential peer-support programs for pilots with mental health problems and called on the industry to find ways to mitigate the economic consequences for pilots who fear losing their livelihoods if they reveal a mental illness.Investigators also recommended that airlines promote confidential peer-support programs for pilots with mental health problems and called on the industry to find ways to mitigate the economic consequences for pilots who fear losing their livelihoods if they reveal a mental illness.
Prosecutors in Germany and in France determined that Mr. Lubitz had a history of depression dating back to August 2008. The 109-page French report published Sunday indicated that Mr. Lubitz “had suicidal ideation” and made several “no suicide pacts” with his doctors at the time. These coincided with his withdrawal from an elite flight-training school operated by Lufthansa, the parent company of Germanwings, for nine months between January and October 2009. Prosecutors in Germany and in France determined that Mr. Lubitz had a history of depression dating back to August 2008. The 109-page French report published Sunday indicated that Mr. Lubitz “had suicidal ideation” and had made several “no-suicide pacts” with his doctors at the time. These coincided with his withdrawal from an elite flight-training school operated by Lufthansa, the parent company of Germanwings, for nine months from January to October 2009.
Lufthansa has acknowledged that Mr. Lubitz informed the company of his illness at the time, but that the airline was unaware of its severity. He was eventually reinstated with the approval of Lufthansa flight doctors and subsequently hired as a pilot for Germanwings in 2013. Lufthansa has acknowledged that Mr. Lubitz informed the company of his illness at the time, but said that the airline was unaware of its severity. He was eventually reinstated with the approval of Lufthansa flight doctors and subsequently hired as a pilot for Germanwings in 2013.
The French report indicates that Mr. Lubitz’s psychological problems resurfaced in late 2014, when he began complaining of vision problems — for which no medical cause could be found — and sleep disorders. Toxicological examination of Mr. Lubitz’s remains found traces of the antidepressants mirtazapine and citalopram as well as zopiclone, an insomnia treatment, the report said. The French report indicates that Mr. Lubitz’s psychological problems resurfaced in late 2014, when he began complaining of vision problems, for which no medical cause could be found, and sleep disorders. Toxicological examination of Mr. Lubitz’s remains found traces of the antidepressants mirtazapine and citalopram as well as zopiclone, an insomnia treatment, the report said.
It indicated that on March 10, two weeks before the crash, an unidentified private physician referred Mr. Lubitz for inpatient treatment at a psychiatric hospital.It indicated that on March 10, two weeks before the crash, an unidentified private physician referred Mr. Lubitz for inpatient treatment at a psychiatric hospital.
“None of these health care providers reported any aeromedical concerns to authorities,” the report said. “It is likely that breaching medical confidentiality was perceived by these doctors as presenting more risks, in particular for themselves, than not reporting the co-pilot to authorities.”“None of these health care providers reported any aeromedical concerns to authorities,” the report said. “It is likely that breaching medical confidentiality was perceived by these doctors as presenting more risks, in particular for themselves, than not reporting the co-pilot to authorities.”
Rémi Jouty, the director of the Bureau of Investigations, expressed hope that the findings would lead to a broader discussion among medical and aviation regulators worldwide about the need to find the proper balance between privacy and public safety.Rémi Jouty, the director of the Bureau of Investigations, expressed hope that the findings would lead to a broader discussion among medical and aviation regulators worldwide about the need to find the proper balance between privacy and public safety.
Mr. Jouty acknowledged that attitudes about individual privacy varied widely among cultures, making it difficult to prescribe solutions that could be accepted universally. While countries like Germany have strict patient privacy laws that doctors can be prosecuted for violating, others, including Canada, Israel and Norway, require doctors to alert regulators about a pilot who may pose a safety risk, he said.Mr. Jouty acknowledged that attitudes about individual privacy varied widely among cultures, making it difficult to prescribe solutions that could be accepted universally. While countries like Germany have strict patient privacy laws that doctors can be prosecuted for violating, others, including Canada, Israel and Norway, require doctors to alert regulators about a pilot who may pose a safety risk, he said.
Mr. Jouty said he was optimistic that the bureau’s report would lead to concrete changes.Mr. Jouty said he was optimistic that the bureau’s report would lead to concrete changes.
“The fact that our recommendations are public means that the addressees can be questioned about what they are doing in response,” he said. “It places pressure on them to act.”“The fact that our recommendations are public means that the addressees can be questioned about what they are doing in response,” he said. “It places pressure on them to act.”
The French bureau’s investigation was limited to determining the facts of the case and to making recommendations to safety regulators to reduce the risk of similar episodes. A separate inquiry by a panel of three French judges, which aims to apportion legal responsibility for the crash, is continuing.The French bureau’s investigation was limited to determining the facts of the case and to making recommendations to safety regulators to reduce the risk of similar episodes. A separate inquiry by a panel of three French judges, which aims to apportion legal responsibility for the crash, is continuing.
The French criminal investigation is seeking to establish whether the airline, regulators or any specific individuals may be charged with involuntary homicide in the case. Such inquiries, similar to a grand jury investigation in the United States, often take several years.The French criminal investigation is seeking to establish whether the airline, regulators or any specific individuals may be charged with involuntary homicide in the case. Such inquiries, similar to a grand jury investigation in the United States, often take several years.
Any potential criminal case against Lufthansa would hinge on whether the investigating judges can prove that the group was negligent in its oversight of Mr. Lubitz.Any potential criminal case against Lufthansa would hinge on whether the investigating judges can prove that the group was negligent in its oversight of Mr. Lubitz.
Lawyers representing the families of some of the crash victims say they are convinced that Lufthansa shares responsibility for the disaster because it allowed Mr. Lubitz to resume his flight training and ultimately hired him, despite knowledge of his extended treatment for depression. Victims’ families from a half-dozen countries plan to file a civil suit this month against a Lufthansa-owned flight school near Phoenix, where Mr. Lubitz completed several months of training after he had informed the company of his illness.Lawyers representing the families of some of the crash victims say they are convinced that Lufthansa shares responsibility for the disaster because it allowed Mr. Lubitz to resume his flight training and ultimately hired him, despite knowledge of his extended treatment for depression. Victims’ families from a half-dozen countries plan to file a civil suit this month against a Lufthansa-owned flight school near Phoenix, where Mr. Lubitz completed several months of training after he had informed the company of his illness.
After the crash, European safety regulators made a separate list of recommendations last year aimed at strengthening the medical and psychological oversight of pilots. Several of those recommendations are expected to be put into effect this year and include requirements for more rigorous and frequent psychological screening of pilots throughout their careers as well as confidential peer-support programs for pilots.After the crash, European safety regulators made a separate list of recommendations last year aimed at strengthening the medical and psychological oversight of pilots. Several of those recommendations are expected to be put into effect this year and include requirements for more rigorous and frequent psychological screening of pilots throughout their careers as well as confidential peer-support programs for pilots.
A proposal that would oblige pilots across the 28-member European Union to submit to random tests for alcohol and certain controlled substances — as in countries like the United States and Australia — continues to be resisted by pilots’ unions. Pilots’ unions continue to resist a proposal that would oblige pilots across the 28-member European Union to submit to random tests for alcohol and certain controlled substances, as in countries like the United States and Australia.
Steps have also been taken to enhance cockpit security, with a mandate that two crew members be in the cockpit at all times during flight. The two-person rule, which became standard in the United States and other parts of the world after the Sept. 11, 2001, terrorist attacks, was not widely adopted in Europe before the Germanwings crash.Steps have also been taken to enhance cockpit security, with a mandate that two crew members be in the cockpit at all times during flight. The two-person rule, which became standard in the United States and other parts of the world after the Sept. 11, 2001, terrorist attacks, was not widely adopted in Europe before the Germanwings crash.