What happened
On 17 January 2022, a Corsair International Airbus A3/A330-941N, registered F-HHUG, was performing a scheduled commercial flight from Fort-de-France, Martinique, to Paris-Orly. During the climb phase, the captain experienced an initial loss of consciousness. The co-pilot, noticing the captain was unresponsive, used emergency phraseology to summon the chief purser. Upon being awakened, the captain insisted he was merely tired and wished to continue the flight.
A doctor on board initially diagnosed a vasovagal episode. However, several hours into the transoceanic cruise, the captain's condition deteriorated. He experienced a second period of unconsciousness, followed by symptoms including aphasia and declining vital signs. After a consultation with other medical professionals on board who suspected a stroke, the co-pilot decided to divert the aircraft to Lajes, Azores. To assist with the workload, a cabin crew member took a seat in the cockpit to help the co-pilot with checklists. The aircraft landed safely at Lajes at 04:45 UTC, where the captain was transferred to a hospital.
The investigation
The BEA investigation focused on the sequence of medical events, the crew's decision-making process, and the effectiveness of the airline's emergency procedures. Investigators examined flight data from the FDR, radio communications, and the captain's recent health status. The investigation also looked into the impact of a broken ACARS printer, which prevented the crew from receiving direct weather updates, forcing them to rely on a relay from another aircraft.
Findings
- The captain had been suffering from significant fatigue and headaches in the days leading up to the flight, which likely contributed to his initial loss of consciousness.
- The decision to continue the flight after the first episode was influenced by the captain's insistence on his fitness to fly and a reassuring, though ultimately incorrect, diagnosis from the onboard doctor.
- The crew did not contact the Emergency Medical Services (EMS), as the co-pilot believed such a call was only necessary if no doctor was present on board.
- The lack of direct communication between the co-pilot and the airline's Operations service—due to a third-party aircraft acting as a relay—reduced the operational awareness of the airline's ground support.
- The investigation noted a discrepancy between the airline's Operations Manual and Safety and Rescue Manual regarding the mandatory nature of contacting EMS during crew incapacitation.