The aging pilot

Factors for fearless flying

With any luck at all, we aviators will reach age 60 thereby entering the ill defined stage of old age.

Now that I have crossed that one way bridge, it’s natural to consider the ramifications. Moreover, my bride won the governor general’s medal for her perfect grade point average and has specialized as an expert in geriatric nursing for decades. Reading her papers has helped educate me to an understanding of my body’s natural decline and what the future holds.

Initially, it seemed prudent to reduce my risk and cease commercial charter operations approaching sixty. In recent years, when folks learned of my pilot ratings, they were often surprised that I was still flying operationally and it got me to wondering whether I was too old for front line flying. 

I got my answer. Last year a friend who happens to own a helicopter company asked me to fill in for a few weeks. If there were any doubts as to whether a 60 year old could be on top of his/her form they were eliminated after the staff training, Pilot Proficiency Check and weeks of charter flights.

The multi-month experience proved there had been no attrition in capabilities (Some might say I was too old to notice the skill attrition….).

How is it possible that a pilot with a six decade old physiology could still fly well?   Truth to tell my vision isn’t close to the 20/15 I was originally blessed with. Typical with the aging process I don’t sleep as well and I think my data retention skills have evaporated – but I can’t remember for sure. 

Suffice to say almost nothing is as good as it was when I was in my twenties – with the exception of possessing vastly more experience. Essentially, with an open mind, our abilities to make informed decisions which affect the positive outcome of a flight are enhanced with this experience (read - age). 

The data base of acquired skills allows us to avoid danger or conditions that might challenge the safe accomplishment of the flight.

This was abundantly clear to me when comparing the high frequency of “close calls” during operations in my thirties compared to the virtual absence of scares in my fifties.

With aging, the testosterone driven need to prove oneself in the aviation industry is replaced by a desire to steer clear of death and dismemberment. I’ve lost a lot of my peers along the way and it will give me much pleasure to collect the illusive CPP and OAP that I have supported for decades.

What aging pilots lack in sharp reflexive reaction times they more than make up with in making better judgement calls – often based on living through similar conditions during past flights. 

Young pilots may be inclined to put in long hours attempting to overcome fatigue with their youthful endurance. Older pilots typically have the clout to tell the boss “No, I’m too tired!” They often recall the time they didn’t say no and it almost cost them their lives.

When it comes to personal aviation, the older pilot has some benefits augmenting his safety as well. Firstly, the additional funding that comes with time allows the “geriatric” pilot the latitude to invest in options that enhance safety such as: GPS, back up radios, proficiency training, autopilot, fire resistant clothing, long range tanks and a host of other items which can be useful when one is under duress. 

Moreover, the airworthiness of his/her aircraft will likely be higher due to the more conservative nature of the elderly and their greater disposable income to pay for maintenance.

We can likely all recall seeing friends and acquaintances losing their lives in an accident during our youth and concluding it couldn’t happen to us. Those of us who outlived the others are all too aware – there but for the grace of God.

For the aging pilot, the sure knowledge of our approaching demise – one way or the other – drives us to devote considerable time for pre-flight planning, passenger briefing, adequate opportunity to run the checklists without interruption and make alternate plans when conditions are deteriorating.

Youths typically have the benefit of healthy cardiovascular systems, freedom from cancerous growths and general freedom from maladies and pain. This can certainly reduce the stresses facing them in flight. However, most flying is not an athletic endeavor and the relatively better health of the younger generation isn’t a significant factor in flying an aircraft.

Where am I going with this topic – wish I could remember?  Seriously, I feel many elderly pilots may be giving up their cockpit seat too early.

Airline pilots being forced to retire at age 60 is simply one glaring example – in this case induced by ill-informed bureaucrats.

With multi-crew cockpits, forced retirement of these seasoned, expert pilots is an atrocity to aviation and its passengers – and a safety issue.

The same can also be said for private pilots. Those pursuing healthy lifestyles that include good nutrition, exercise and regular physicals should be able to continue flying effectively and safely until terminal disease reaches out to claim them.

Since life spans for Canadian baby boomers will likely average well into the eighties, it is likely possible for most pilots to continue flying into their late seventies – if not eighties.  In fact, the hand-eye coordination and other mental challenges associated with flying will help elderly pilots to maintain their full spectrum faculties as long as possible.

Leaping into my seventh decade I am about to embark on attaining my glider instructor rating to channel young folks into tomorrow’s cockpits. What are you doing to maintain our aerial freedom and ensure Canada remains at the forefront of world aviation? 

Giving up flying is not the correct answer.

Ken is a director on the COPA Board. He lives in Victoria, B.C. and provides services internationally in advanced training, expert witness, flight test and aircraft sales. He has logged more than 15,000 hours on 375 types of fixed wing and rotary aircraft. Soaring his Diamond Xtreme is what he does for pleasure.