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limits set) and the actual population standard" (page 6).
Despite the fact that a population standard for the Kettell test has now
been updated, nonetheless the evaluation of the personality traits of a flight
crew according to this test has to be treated with a certain degree of caution
since its guidelines have not been verified with a flight crew and have not been
approved for use in civil aviation.
In conclusion, there is this entry about the other test - the Lusher test:
"Worried, irregularities possible in the self-regulating system. Because of the
marked preponderance of processes of stimulation of the nervous system, there
is increased susceptibility to external factors, and impulsive (hasty) actions are
probable."
Typically, the generalized description by the airline psychologist of the
pilot's test results did not reflect the negative characteristics of the Captain’s
personality and contained only the positive aspects. Accordingly, recommending
the Captain for conversion training on the A-310 airplane, based on a nonobjective
conclusion, was insufficiently justified.
It should be noted that the psychologist who evaluated the pilot's
suitability for conversion training on new equipment should base his or her
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INTERGOVERNMENTAL AVIATION COMMITTEE
85
recommendation on a prognosis of the success of such conversion training, for
which the psychologist must be especially careful in relating to the content of
test results obtained and primarily to any negative characteristics, since they
more often than not reflect the ways of behavior of personality under conditions
of increased stress and extreme conditions.
The test data obtained by the airline psychologist were not entered by the
PEB psychologist in the medical history sheet, despite the fact that the
neuropathologist had requested the airplane captain's 2005 data from the
psychologist as he was interested in the pilot's level of emotional instability.
Note: The very fact that the neuropathologist was sending a middle-aged pilot
(who still did not have any age-related and neurological illnesses) every
year to be examined by a psychologist could mean only one thing: the
neuropathologist recognized the presence in the Captain of serious
psychosomatic problems that do not lend themselves to medical
treatment and wished to draw the psychologist's attention to this.
Since the degree of emotional reactivity of a person is a universal
characteristic of that person's personality, that is, it manifests in all aspects of the
person's life (in everyday life, during medical examination, at work, etc.), then
based on test results one can predict the degree of emotional reactivity of the
personality, including reactivity during flight, as it is carried out during
professional and psychological selections in civil aviation flight academies when
test results are used to predict the success of a candidate's future flight activity
when training to be a pilot ("Guidelines for psychological support for the
selection…", 2001). However, both the airline psychologist and the PEB
psychologist do not have a negative prognosis of the success of execution of
flight activity by the given pilot under conditions involving stressful factors.
In addition to the medical documents, it has been established that in April
2001 the Irkutsk PEB was asked to evaluate the airworthiness of the Captain
when the pilot was still working at the Sayany airline, and decide on whether to
decommission him from flying (as indicated in sick note no. 6 of Apr. 9, 2001).
However, it is important to note that the pilot was decommissioned for
incomprehensible reasons based on a diagnosis that was never officially
assigned to him according to results of medical examinations, namely, the
diagnosis of "ischemic heart disease" (IHD) - Article 21.1 of the Federal
Aviation Rules for Medical Certification (1998).
Therefore, when the Captain’s records were sent to CPEB (Central PEB in
Moscow) for final confirmation of his diagnosis so he could be decommissioned
from flight duties, and when the reasons for the diagnosis of IHD were being
considered, it was discovered that the diagnosis was unfounded: studies on ECG
and VET gave a doubtful result for IHD, and a scintigraphic test gave a clearly
negative result on the presence of IHD. Consequently, the CPEB did not confirm
this diagnosis and pronounced the Captain fit for flight duties.
Final Report
INTERGOVERNMENTAL AVIATION COMMITTEE
86
After the pilot returned to flight duties but this time at Sibir, he started
undergoing observation for the diagnosis of hypertensive disease (stage 1),
　
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