If a pilot becomes unable to fly, the response depends on the aircraft, crew, equipment, flight phase, operator procedures and jurisdiction. In a two-pilot operation, the remaining pilot follows the operator’s procedures, keeps control of the aircraft and coordinates with air traffic control (ATC). Some aircraft can use Emergency Autoland or an emergency descent system; many do not have those capabilities. ATC can assist, but there is no single sequence that applies to every flight.
What happens when a pilot is incapacitated?
The immediate priority is maintaining safe control of the aircraft. The next steps depend on whether another qualified pilot is aboard, what systems the aircraft has, and the procedures that apply to that flight. For U.S. airline operations, an FAA study found that every Part 121 carrier in its study documented pilot-incapacitation procedures in its flight operations manual. The FAA report also describes crews reporting events to dispatch or an operations center after ensuring flight safety, while noting that procedures and reporting routes differ by carrier. FAA Part 121 research report (2024)
This does not mean there is one universal checklist or timeline. The FAA’s finding applies to the carriers included in that study, not every operator or every kind of flight.
What does the other pilot do?
In a two-pilot operation, the remaining pilot responds under the aircraft operator’s procedures and is responsible for operating the aircraft. 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 by the remaining crew member after total incapacitation of another crewmember at any point in a flight. This is certification guidance for applicable aircraft, not a procedure for passengers to follow. FAA advisory material on minimum flightcrew
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The response is shaped by the aircraft and circumstances, so there is no reliable general checklist for what a copilot will do in every case. Airline procedures may also include notifying dispatch or an operations center once flight safety is addressed.
Can a plane land itself if the pilot is incapacitated?
Some aircraft have Emergency Autoland or an emergency descent system. The FAA Aeronautical Information Manual (AIM) says these systems may assume operation of the aircraft during pilot incapacitation and deviate as needed to meet the emergency. Their availability is aircraft-specific; they are not installed on every aircraft. FAA AIM
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When an Emergency Autoland system declares an emergency, FAA air traffic guidance says the aircraft may transmit its callsign, that Emergency Autoland has been activated, its position relative to a nearby airport, its intended landing airport and runway, and its estimated time to landing. The guidance includes an example transmission referring to pilot incapacitation. Configurations differ between manufacturers. FAA air traffic control guidance
How does air traffic control help?
ATC can provide assistance and coordinate support. FAA guidance says a pilot in distress or facing an urgent situation can contact the air traffic facility or other agency responsible for the aircraft’s area, explain the difficulty and intentions, and state what help is needed. The initial call uses “MAYDAY” for distress or “PAN-PAN” for urgency. Controllers are instructed to treat an apparent emergency as an emergency even if the pilot has not used either phrase, gather information and provide assistance consistent with the pilot’s requests. FAA AIM emergency procedures FAA air traffic control guidance
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For U.S. operations, the AIM says the pilot-in-command is directly responsible for the aircraft and is its final authority. When an immediate emergency requires action, 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
What if there is no other pilot aboard?
The response can be more difficult when no second pilot is available. The outcome depends on the aircraft’s equipment and circumstances; Emergency Autoland or an emergency descent system may help where installed, but their availability cannot be assumed. FAA materials reviewed here do not establish a safe procedure for an untrained passenger to take over an aircraft. They also do not support treating a consumer radio, headset or other purchase as a way to make taking control safe.
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Do historical incident figures show how likely this is?
No current, broadly applicable incidence rate is established by the FAA materials summarized here. An FAA advisory circular recounts NTSB data covering January 1980 through July 1989: 262 Part 91 incapacitation occurrences with 180 fatalities, 32 Part 135 occurrences with 32 fatalities, and 51 Part 121 occurrences followed by normal aircraft recovery by the other pilot. The circular says fatalities in the Part 91 and Part 135 figures were attributed to single-pilot operation. These are historical counts, not current probabilities and not a sound basis for comparing risk across operation types. FAA Advisory Circular AC 25.1523-1
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.What this means for passengers
Passengers do not need to infer that every aircraft can land itself or that they should attempt to fly it. In a crewed operation, the remaining pilot uses the operator’s procedures; on appropriately equipped aircraft, automation may assist; and ATC can help coordinate the response. The exact actions depend on the aircraft and situation. The FAA guidance cited here concerns U.S. operations and should not be treated as a universal international rule.
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