We have phew tails of the physical and mental state of the copilot as he made his deadly decision. We'll dig into what, if anything, can be done to prevent another horror like this. David Kerley... See More
We have phew tails of the physical and mental state of the copilot as he made his deadly decision. We'll dig into what, if anything, can be done to prevent another horror like this. David Kerley starts us off. Reporter: As investigators this morning continue to comb through the life of 27-year-old Andreas lubitz, impacts of his deadly decision already affecting aviation. Listen to another germanwings copilot address his passengers. My crew today, and me, we're all here to fly with you. Reporter: An attempted reassurance as airlines and passengers are asking questions. First, should pilots be more rigorously screened psychologically? In lubitzs' apartment, investigators found prescriptions and a doctor's note discarded. He's passed screenings and was issued clearance. The initial clearance usuallies little if any time with a psychology gist. Pilots are required to self-disclose if there are any psychological issues or treatments. Obviously in a volunteer system like that, it has limitations. Reporter: Second, how to look for warning signs. There are new reports now that depression may have led lubitz to take extended time off during his flight training in Arizona. Should that have raised red flags? Absolutely. People fall through the cracks. The reason I think is that there's no set standard for how we're supposed to evaluate these people. Reporter: And then there's the question that already has some airlines acting. Should pilots be allowed in the cockpit alone? On the germanwings flight, the pilot can be heard banging on the door, trying to get back in. But really, this is kind of a simple fix. Put the flight attendant in the cockpit when the pilot steps out. Reporter: Lufthansa says it will do what U.S. Airlines do, mandate that two people be in the cockpit at all times. For "This week," David Kerley, ABC news, Washington. Let's get more on this from former FBI special agent brad Garrett. And Dan Elwell, a leader in aviation for more than 20 years as a pilot at the FAA and an executive in the airline industry. Welcome to you both. Brad, you have done a lot of profiling. Does this Andreas lubitz fit any kind of profile of a mass murderer? The closest he comes is maybe workplace violence mass murderers. People lose their job. Men lose their identity. Men lose their identity and everything is tied up in that, and you add mental health issues, they want to annihilate what they can't have anymore. And he also wanted to make a name for himself. And so, it sort of fits that profile. That's the thing. One report that he might have told a former girlfriend he wanted to make name for himself. You're going to be hearing big things about me. People have gone back and studied eight crashes in the last ten years or so. And they found that five of the pilots have sent off warning signs of some kind. As they do an autopsy of his background, they're going to find red signs. Both in the depression area. Statements he's made. Talk in a very black, dark, or stormy way. There will be a number of statements that would be red lights to people who know this type of behavior. That are just not going to be picked up through Normal testing. That does get to the question, Dan Elwell, should there be more rigorous psychological testing? Now it's sort of on the honor system. We're screened incredibly closely and scrutinized. There is a form of a psychological -- But it's just a questionnaire, isn't it? It is. We don't in the process see a psychiatrist or psychologist. I think additional screening on a recurrent basis every few years would probably be helpful. Others suggesting maybe what's going on here is a lowering of standards. You don't require the same amount of hours in the cockpit. That prevents you from getting the kind of observation you would get with someone putting in hundreds and hundreds of hours. I can understand that opinion. But developing those hundreds and hundreds of hours takes years. And you're in front of many, many peers. Flight attendants. Other pilots. Check pilots. Supervisors. Instructors. There's many opportunities. And it really is a team feeling. At an airline. And a flying organization. Everybody is looking out for each other. Everyone, every pilot, every crew member is empowered to step in to make decisions. It's not -- it is not autocratic. The problem there, brad Garrett, not if they're locked out of the cockpit. We have seen reforms in Europe. Two people in the cockpit at all times, as we have now in the United States. How about some of these other things? Cameras in the cockpits, closer observation. Maybe even giving air traffic controllers the ability to intervene and fly the plane remotely. Well, I think certainly cameras, George, are a terrific idea. Because you can watch in real-time if it's you can put it in a black box format and capture it if the plane wrecks, you'll be able to recover, see exactly what happened. I'm not against the remote control part of this. Though as we have experienced in so many other parts of the cyberworld, if someone can penetrate that, think of the danger we would have. Is that a danger? It's in effect with unmanned aircraft. If you have atc with the ability to take over the airplane, you introduce all kinds of complications and of course, opportunities for more bad things to happen. Dan Elwell, brad Garrett, thank you very much.
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