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One free scan finds every outdated or missing driver and matches the right update for your exact hardware.Free scan · exact hardware matchIf a pilot becomes sick or incapacitated in flight, the remaining qualified flight crew follows the aircraft and airline’s procedures, communicates with air traffic control (ATC), and decides whether the aircraft can continue safely or should divert. What happens next depends on how many pilots are affected, the aircraft and situation, and any automation installed; there is no single outcome for every flight.
What the crew does when one pilot cannot continue
On a U.S. airline flight, the pilot in command is responsible for the aircraft and has final authority over its operation. If that pilot becomes unable to fly, another qualified flight-deck pilot, when present, can continue managing the aircraft under the applicable procedures. The crew may seek help from ATC and assess whether to continue or land elsewhere.
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Procedures are not identical across all aircraft and airlines. The FAA’s 2024 report says the Part 121 carriers it studied documented procedures in their flight operations manuals. Those findings describe interviewed carriers, not a universal checklist for every airline, aircraft, or country.
How the crew decides whether to divert
The crew’s priority is a safe outcome. Depending on the circumstances, it may request a diversion and coordinate a suitable airport and route with ATC. The choice depends on factors such as the condition of the affected pilot, whether another pilot remains able to operate the aircraft, and the aircraft’s situation. A particular airport—especially the nearest one—is not guaranteed to be the destination.
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ATC can prioritize the aircraft’s requests and coordinate routing and airspace. The FAA’s Air Traffic Control guidance, Chapter 10, Section 1, says pilots encountering distress should begin their initial communication with “Mayday,” preferably repeated three times; for an urgency condition, they should use “Pan-Pan” in the same manner. If a pilot does not use those words but a controller believes an emergency or urgent situation exists, the controller should handle it as an emergency.
What changes if both pilots are incapacitated?
One pilot being unable to fly is different from both flight-deck pilots being unable to act. If no pilot can manage the aircraft, the available response depends on the aircraft’s capabilities and circumstances. The FAA says that, on aircraft equipped with the relevant systems, Emergency Autoland or an emergency descent system may assume operation after pilot incapacitation. These systems are not fitted to every aircraft, so passengers should not assume an airliner has them.
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The FAA’s Aeronautical Information Manual, Chapter 6, also states that when immediate action is required in an emergency, the pilot in command may deviate from certain rules to the extent necessary to meet it. That emergency authority and the mention of automation describe possible responses, not a guarantee of what a particular aircraft will do.
What passengers may notice
Passengers may hear an announcement about a medical emergency or a diversion, but what the crew says depends on the circumstances. A diversion does not by itself mean that the aircraft is out of control; it may be a precaution while the crew and ATC coordinate a safe landing.
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The FAA’s passenger explainer on airborne emergencies recounts a 2022 general-aviation case in which a passenger with no flying experience landed a Cessna 208 with controller help after the pilot became incapacitated. That exceptional case is not evidence of a normal passenger takeover procedure on airline flights.
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What the available studies can—and cannot—tell us
A 2004 FAA Office of Aerospace Medicine study examined U.S. airline events from 1993 through 1998 and identified 39 incapacitations and 11 impairments aboard 47 aircraft. It defined incapacitation as inability to perform any flight duties; impairment meant the pilot could perform only limited duties despite degraded performance. These are historical study counts, not a current rate or a prediction for any flight.
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The FAA’s February 2024 report on Part 121 event data drew on voluntary interviews with carrier personnel. All respondents said their crews were required to report pilot incapacitation after a safe landing, but the report cautions that collection may not be complete or consistent. It therefore does not establish a census of every airline’s practices.
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