If one pilot becomes unable to fly, the other pilot takes control and follows the aircraft operator’s procedures while coordinating with air traffic control (ATC). On some aircraft, Emergency Autoland or an emergency descent system may take over. The response depends on the crew available, the aircraft and its equipment, the flight situation, and the applicable rules; there is no single sequence for every flight.
What happens if a pilot passes out while flying?
The immediate priority is to keep the aircraft under control. In a multi-pilot flight, the remaining pilot responds using the procedures for that aircraft and operator, then communicates with ATC as needed. Airline procedures are not one universal checklist: a 2024 FAA study found that all Part 121 carriers included in its study documented incapacitation procedures in their flight operations manuals, while procedures and reporting pathways differed among carriers. Crews may report the event to dispatch or an operations center after ensuring flight safety. FAA, 2024 Part 121 study
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For airplanes whose operating rules require at least two pilots, FAA certification guidance calls for demonstrating that the aircraft can be operated and landed safely with the remaining crew after total incapacitation of a crewmember at any point in a flight. This is guidance for aircraft certification, not a procedure for passengers. FAA Advisory Circular AC 25.1523-1
Can a plane land itself if a pilot is incapacitated?
Some aircraft have Emergency Autoland or an emergency descent system. FAA guidance says these systems may assume operation of the aircraft during pilot incapacitation and deviate as needed to address the emergency. They are not installed on every aircraft, so their presence cannot be assumed. FAA Aeronautical Information Manual (AIM), emergency authority and procedures
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When an Emergency Autoland system declares an emergency, it may transmit the aircraft’s callsign, that the system has activated, its position relative to a nearby airport, its intended landing airport and runway, and an estimated time to landing. FAA air traffic control guidance gives an example transmission identifying pilot incapacitation and notes that system configurations vary by manufacturer. FAA Air Traffic Control manual, emergency services
What does the co-pilot do if the captain is incapacitated?
For an airline flight, the other pilot uses the operator’s and aircraft’s procedures to manage the aircraft and coordinate with ATC. The FAA study supports the existence of documented procedures among the Part 121 carriers it examined, but it does not establish a single response timeline or checklist for every airline, aircraft, or flight phase. Which person is incapacitated does not change the central point: the crew member still able to fly follows the applicable procedures.
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Will air traffic control help?
Yes. FAA guidance says a pilot facing distress or urgency can contact the air traffic facility or other agency responsible for the aircraft’s area, explain the difficulty and intentions, and state what assistance is needed. The initial call should use “MAYDAY” for distress or “PAN-PAN” for urgency. Controllers should treat an apparent emergency as an emergency even if the pilot has not used either call, gather information, provide assistance consistent with the pilot’s requests, and coordinate support. FAA AIM FAA Air Traffic Control manual
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The FAA AIM also describes squawking transponder code 7700 if an aircraft has a transponder and the pilot cannot immediately establish communications. That is pilot guidance within the full emergency context, not an instruction for an untrained passenger.
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Who has authority during an emergency?
Under U.S. FAA guidance, the pilot-in-command is directly responsible for the aircraft and is its final authority. If an immediate emergency requires it, the pilot-in-command may deviate from certain Part 91 rules to the extent necessary. If that authority is used to deviate from an ATC clearance, the pilot-in-command must notify ATC as soon as possible and obtain an amended clearance. FAA AIM
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The response can differ according to whether another pilot is available, what automation the aircraft has, the flight phase and aircraft type, the operator’s procedures, and the jurisdiction. The cited guidance is U.S.-focused; it should not be treated as a universal international procedure. FAA operational manuals can also be revised, so the applicable current guidance matters.
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