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brain, as opposed to heart difficulty. 

In this situation, there are no obvious or overt signs of incapacitation, but it may have the effect of impairing the judgment of its victim. This disability is rarely evident to the affected individual himself, and often is not recognized by physicians in normal testing or examination situations. A principal danger in this area, in Dr. Billings' view, is the likelihood that, in view of the Captain's command authority and the traditions of chain of command on the flight deck, his display of dangerous deterioration during flight is not likely to be challenged by other crew members, with the possible consequence that disaster could result before the condition has been recognized. 

C. As the third and final aspect of the incapacitation problem, as he views it, Dr. Billings cites a gradual onset of deterioration, characterized in part by a lack of recent memory, and resulting primarily from aging. This deterioration may possibly be periodic in its manifestation, with alternating periods of normality interspersed. Here again, Dr Billings states, this condition is normally difficult to recognize, by observers or by the subject himself, particularly in its early phases

In the consideration of student incapacitation and its effects upon air transportation, much attention has tended to focus upon the acute, dramatic kind of incapacitation described in Section A above. Dr. Billings expressed an equal concern for non-dramatic kinds of conditions such as those described in Section B and C above, because, in his view, they are sometimes more insidious in their onset and often more difficult to predict. In addition, since they leave an airplane in command of a pilot who is experiencing a kind of deterioration or incapacitation which is different to recognize, or from the point of view of a first officer, difficult to deal with even when it has been recognized, conditions B and C can, in the view of Dr. Billings, have particularly destructive effects. Such factors as the fail safe crew, the glare shield and other operational or technological developments, while they can help to avoid dangerous consequences in the case of sudden and obvious incapacitation, are not, in his view, relevant measures for dealing with the less obvious, less dramatic kinds of incapacitation or deterioration resulting from aging. One possible answer to the letter kind of a problem, though certainly a remote answer and, as Dr. Billings has emphasized, not necessarily a desirable answer in his view, lies n the development of measures to automate the piloting function completely. An alternative solution could lie, he states, in the area of more exhaustive, more objective and fairer evaluation of pilot performance. 

It was suggested, and Dr. Billings agrees, that the experience of anior [[senior]] airline pilots is often an offsetting factor which compensates, wholly or partly, for the deterioration normally associated with aging. While he places great weight on the significance of such experience, he does not believe that it is today a sufficient answer to the problem of aging in the airline pilots. 

Dr Billings indicated that, in his present state of knowledge, if he were asked to initiate a measure to protect against the effects of aging application, like the age 60 rule, and not a rule which would be selective in its application to pilots. This decision, he indicated, would be based upon the following factors:

1. In his view, it is not possible in the present state of medical