Fear of Flying
Season 2, Episode 16 | August 19th, 2026
Approx. 30 minutes.
EXECUTIVE SUMMARY
Fear of flying is driven less by statistical risk than by uncertainty, unfamiliar sensations, and a perceived lack of control. In this episode, Nico and Arturo explain what passengers experience during takeoff, turbulence, changes in aircraft noise, engine failures, depressurization, thunderstorms, lightning strikes, and firm landings. They describe how aircraft engineering, recurrent simulator training, standard operating procedures, Crew Resource Management, maintenance, dispatch, air traffic control, cabin crews, regulators, and multiple layers of protection work together to manage risk. The central message is that commercial aviation safety does not depend on luck or individual heroics; it is the result of an extensively trained, disciplined, and continuously improving system. Passengers can also improve their own safety by keeping their seat belts fastened, watching the safety briefing, and following crew instructions.
INTRODUCTION
NICO
Welcome to a new episode of Altitude. Today we are going to discuss a subject that, hard as it may be to believe, affects millions of people. Some would rather drive for ten or twelve hours than board an airplane. Some begin feeling nervous as soon as they buy the ticket; others cannot sleep the night before; and some even cancel trips simply because they are thinking about the flight.
The curious thing is that we have all heard the same statement: “Air travel is the safest form of transportation.” But when the airplane begins to move, enters turbulence, or makes an unfamiliar noise, that statement disappears from our minds. Today we want to understand why—and, above all, answer the questions all of us have asked at some point.
To help us answer them, I am going to draw on Arturo’s experience. He is a pilot with thousands of flight hours, a former Aeromexico Director of Operations and Aviation Safety, and someone who has devoted virtually his entire life to understanding how aviation can become safer every day. Arturo, let’s begin.
ARTURO
Thank you very much, Nico. I am truly glad we are doing this episode because, honestly, if even one person is less afraid to fly after listening, it will have been completely worthwhile.
WHY ARE WE SO AFRAID OF FLYING?
NICO
Let me begin with something very basic. If flying is statistically far safer than traveling by car, why are so many people afraid of it? ARTURO Because our brains are not designed to interpret risk correctly. Fear does not always respond to probability; it responds to a perceived lack of control. When we drive, we feel that we have the steering wheel. We can see the road and believe we can brake, accelerate, or change lanes. We have the illusion that we control the situation.
ARTURO
On an airplane, the opposite is true. We sit without seeing where we are going or understanding everything that is happening. We hear unfamiliar sounds, feel movements we never experience on the ground, and travel at roughly 36,000 feet. Our brains interpret these sensations as threats even when, objectively, they are not.
There is another important factor. Aviation accidents are extremely rare, but when one occurs it appears on news broadcasts around the world for days. Thousands of automobile accidents happen every day, yet almost none become national news. This leads our brains to overestimate the risk of flying. We do not remember the millions of flights that arrived safely; we remember the one accident we saw on television five years ago.
NICO
So the fear does not necessarily come from reality. It comes from the way our brains interpret that reality.
ARTURO
Exactly. That is why understanding what is actually happening is so important. Knowledge replaces imagination—and imagination is often the worst enemy of someone who is afraid to fly.
DO PILOTS FEEL FEAR TOO?
NICO
Let me ask you a very direct question. You have spent thousands of hours in a cockpit. Have you ever felt afraid?
ARTURO
Of course. It would be irresponsible to say never. The difference lies in what we mean by fear. We did not take off thinking, “I hope nothing happens.” We took off knowing that if something happened, we were prepared to handle it. That distinction is enormous.
A pilot’s confidence does not come from believing that an airplane will never malfunction. It comes from training again and again for situations that will probably never occur. Every six months, an airline pilot returns to the simulator and practices engine fires, power loss, depressurization, hydraulic failures, severe weather, crosswind landings, rejected takeoffs, and emergencies the pilot may never encounter in an entire career. Why? Because if they ever occur, the correct response must be almost automatic. We do not improvise. We train—and we train extensively.
NICO
I think many people do not know that. Some imagine that training ends when a pilot receives a license.
ARTURO
Quite the opposite. Receiving a license is only the beginning. Training never ends. Throughout our professional careers, we continue studying, training in simulators, undergoing evaluations, reviewing procedures, and learning. This culture of continuous training is one reason commercial aviation has achieved today’s extraordinary safety levels.
THE MOMENT THAT CAUSES THE MOST ANXIETY
NICO
Let us turn to the moment that probably causes the greatest anxiety: takeoff. The airplane accelerates, the engines become very loud, you feel a strong force pushing you back, and then the nose rises. Many people think, “There is no turning back now.” What is really happening at that moment?
ARTURO
The first thing to understand is that takeoff is probably the most extensively studied maneuver in aviation. Nothing happens by chance. Before taxi begins, dozens of variables have already been calculated: the airplane’s exact weight, temperature, airport elevation, runway length, wind direction and speed, whether the runway is dry or wet, and whether there are obstacles nearby.
That information is used to calculate the precise speeds for that particular flight. These are not approximations. During the takeoff roll, the pilots do not simply accelerate and hope everything works. We continuously verify that the airplane is accelerating exactly as expected. If something does not match expectations, the takeoff can be rejected before reaching the speed known as V1.
After V1, stopping is no longer the safest option; continuing the takeoff becomes safer, even if a major failure such as the loss of an engine occurs. This surprises many people: an airplane is certified to take off and climb safely with one engine inoperative, provided the failure occurs under the conditions anticipated by the certification criteria. This capability is not accidental. It is a requirement of the aircraft’s design, testing, and certification.
NICO
So when a passenger thinks, “If an engine fails, we will fall out of the sky,” the airplane was actually designed specifically to deal with that situation.
ARTURO
Exactly—and it is not only the airplane. Pilots train for that failure repeatedly in the simulator. A pilot is far more likely to have practiced an engine failure dozens or even hundreds of times than to encounter one on an actual flight. That changes the entire perspective: once you understand the system, you stop depending on luck and begin depending on preparation.
TURBULENCE: THE GREATEST FEAR FOR ALMOST EVERYONE
NICO
If we surveyed people who are afraid of flying, I am sure most would say, “What scares me most is turbulence.” We have all heard phrases such as, “I felt as if the airplane was going to break apart,” “I thought we were falling,” or “I thought it was the end.” Arturo, what is turbulence really?
ARTURO
Turbulence is simply moving air. It is that straightforward. We tend to think of air as completely still, but it behaves like the ocean. It has currents, waves, eddies, very calm areas, and rougher areas. When a ship sails through choppy seas, nobody assumes the ship is malfunctioning; we understand that the sea is rough. It is the same with airplanes. The airplane has not changed—the air through which it is flying has.
NICO
But the sensation can be very strong. Sometimes it feels as if the airplane is dropping.
ARTURO
Yes, and there is something important to understand: our bodies are not reliable instruments for measuring movement in flight. Without visual references, the inner ear can deceive us very easily. A small change in altitude can feel enormous. People often say, “It felt as though the airplane dropped hundreds of feet,” when most of the time the variation is very small compared with the airplane’s cruising altitude.
The airplane also remains under control. It continues responding properly; the pilots continue monitoring every parameter; and the systems continue operating normally. The only change is that the air around the airplane is moving.
NICO
So can turbulence cause an airplane to crash?
ARTURO
No—and I want to be very clear. Turbulence can be uncomfortable and frightening. It can send a cup of coffee to the ceiling. But a modern commercial airplane is designed to withstand loads far greater than those created by virtually any turbulence encountered in normal operations.
Engineers do not design a wing only for a calm day. They design it for far more demanding conditions. Wings are surprisingly flexible, and that flexibility is an advantage: they absorb energy and deflect within carefully calculated limits. What passengers may interpret as a wing “bending too much” tells an aeronautical engineer that it is working exactly as designed.
Here is something that may surprise our listeners. In thousands of flight hours, turbulence almost never concerned me because of the airplane’s structural integrity. What concerned us was the people inside the cabin. If someone gets up without a seat belt and unexpected turbulence occurs, that person can be injured. That is why we insist that passengers keep their seat belts fastened whenever they are seated, even when the seat belt sign is off—not because we think the airplane is in danger, but because we want to prevent injuries.
THE SOUNDS THAT FRIGHTEN PASSENGERS
NICO
Now let us discuss another subject. Almost everyone has heard an unfamiliar sound during a flight and immediately thought, “That did not sound right.” Why do airplanes make so many noises?
ARTURO
Because they are highly complex machines. Interestingly, most sounds that concern passengers are actually systems operating exactly as they should. After takeoff, for example, you may hear a fairly loud thud. That is simply the landing gear finishing its retraction and locking into place.
ARTURO
A few minutes later, you may hear electric motors as the flaps or slats reposition. Later, the engine sound may change—not because of a malfunction, but because the pilots are adjusting thrust for a new phase of flight. Before landing, you hear several more sounds: the landing gear extending, the flaps moving, the spoilers deploying on touchdown, and finally the thrust reversers. Each produces a distinct sound. To a passenger they seem unexpected; to us they are almost an audible checklist.
NICO
So if a flight were completely silent, that would actually be unusual?
ARTURO
Probably. Airplanes communicate constantly, and their systems operate throughout the flight. The important thing is to understand that these sounds are part of normal operation.
WHAT HAPPENS IF AN ENGINE SHUTS DOWN?
NICO
This may be one of the most common questions: “What if an engine shuts down?” Many people imagine that this means the airplane will fall. What actually happens?
ARTURO
It is a very logical question. In a car, if the engine stops, the vehicle no longer moves forward. An airplane is different. First, a commercial airplane does not simply “fall” because one engine stops producing thrust. It remains an airplane, with wings that generate lift as long as the appropriate speed is maintained.
Second, the twin-engine airplanes we see every day are specifically certified to continue flying safely on one engine. This was not a capability discovered afterward; it is a design requirement. During certification, manufacturers such as Boeing and Airbus must demonstrate to aviation authorities that the aircraft can take off, climb, and maintain an adequate safety margin even after losing an engine at the most critical point in the takeoff. This is tested—not assumed. Pilots also practice the situation repeatedly in simulators.
NICO
So an engine failure is not an unknown situation for a pilot.
ARTURO
Exactly. We hope it never happens, but we train as if it could happen tomorrow. That completely changes the way an emergency is handled. Improvisation has no place in a cockpit. There are procedures, checklists, a clear division of duties between the two pilots, communication with air traffic control, and an evaluation of the most suitable airport. Everything is structured. Most importantly, the objective is never to demonstrate skill; the objective is to apply the correct procedure.
WHAT IF THE CABIN LOSES PRESSURE?
NICO
Another familiar scene is the deployment of oxygen masks. Many people think, “If the masks drop, everything has gone wrong.”
ARTURO
Not necessarily. First, we need to understand pressurization. Commercial airplanes fly at altitudes where the air is too thin to breathe normally, so the cabin is pressurized to create a comfortable and safe environment for passengers and crew. If cabin pressure were to fall below the permitted level, the airplane has several warning systems, and the oxygen masks deploy automatically if needed.
That does not mean the airplane is going to fall. It means the system is doing exactly what it was designed to do: protect people. The pilots immediately put on their own masks, establish communication with one another, and perform a controlled descent to an altitude where everyone can breathe normally without assistance. It is a wellunderstood and frequently practiced procedure.
NICO
So the masks are not a sign of disaster; they are a protective measure.
ARTURO
Exactly. In aviation, many systems are designed to respond before people are placed in danger. That is part of the safety philosophy: do not wait for a problem to become worse; respond immediately.
WHY DOES IT SOMETIMES LOOK AS THOUGH THE AIRPLANE IS HEADING DIRECTLY INTO A STORM?
NICO
Another situation that causes great anxiety is seeing an enormous cloud through the window. It appears the airplane is heading straight toward it, and you think, “Are we really going in there?”
ARTURO
That is a common perception, but it almost never reflects what is really happening. Modern airplanes have weather radar that identifies areas of stronger convective activity, heavy rain, and associated turbulence. Pilots do not try to penetrate the most intense part of a thunderstorm. Our job is precisely to avoid it.
The pilots may already have spent several minutes coordinating with air traffic control to deviate by several miles. From a passenger window, that deviation may be almost imperceptible, but for us it means passing through a much safer area. If the conditions do not permit safe operation, we simply do not proceed. We can fly around the storm, wait, enter a holding pattern, or divert to another airport. Safety always takes priority over the schedule.
NICO
That is interesting because many people believe airlines prefer to arrive on time even in bad weather.
ARTURO
No—and that would be a very poor decision. Delays, diversions, and cancellations all cost money, but an accident costs far more than money; it costs lives. The entire industry is therefore structured so the correct decision is always the safest one, even if it causes delays or inconvenience. As a pilot, I was never pressured to take off or land when I believed conditions were unsuitable. On the contrary, my responsibility was to make the safest decision. That culture has been fundamental to commercial aviation’s safety record.
IS LIGHTNING DANGEROUS TO AN AIRPLANE?
NICO
Seeing an airplane struck by lightning is another dramatic image. On television it looks catastrophic. What really happens?
ARTURO
Surprisingly, it is far less dramatic than it appears. Commercial airplanes are designed to withstand lightning strikes, which occur with some regularity. The electrical current enters at one point on the fuselage or wing and exits at another, following the path anticipated by the structural design. The airplane is inspected after the flight to confirm that everything is in normal condition, but the strike itself does not mean the airplane will lose control or stop flying. It is another example of how aeronautical engineering anticipates situations most people consider extraordinary.
HOW DOES A PILOT THINK WHEN SOMETHING DOES NOT GO AS PLANNED?
NICO
I would like to draw on your experience. You were not only a pilot; you also led Operations and Aviation Safety departments. When a problem arises, what goes through a pilot’s mind?
ARTURO
The first priority is to avoid reacting emotionally. That discipline is trained from the beginning of a pilot’s career. Aviation has a well-known principle: “Aviate, Navigate, Communicate.” First, fly the airplane. Then determine where you are going. Only then communicate. This order prevents a crew from becoming distracted by secondary matters while neglecting the most important task.
No one works alone in the cockpit. Both pilots check, confirm, and monitor each other’s actions. This teamwork philosophy, known as Crew Resource Management, or CRM, has been one of the most important advances in modern aviation safety. It is no longer about a captain who supposedly knows everything; it is about two professionals who collaborate, question, verify, and make decisions together. This has greatly reduced the risk of human error.
NICO
So safety does not depend on one brilliant person. It depends on an entire system.
ARTURO
Exactly. “System” may be the most important word in this entire episode. Aviation safety does not exist because pilots are heroes. It exists because thousands of people do their jobs correctly before a passenger takes a seat: engineers, mechanics, dispatchers, air traffic controllers, flight attendants, inspectors, manufacturers, aviation authorities, meteorologists, and, of course, pilots.
They are all part of the same chain. Precisely because we know human beings can make mistakes, aviation is designed with multiple layers of protection so that one isolated error does not result in an accident.
WHY DOES A LANDING SOMETIMES FEEL SO HARD?
NICO
Arturo, we have reached the end of the flight. When the airplane touches down firmly, some passengers think, “Something went wrong.” Why are some landings extremely smooth while others feel much harder?
ARTURO
Because the best landing is not always the softest. That is one of the most common myths. Under some conditions, pilots seek a more decisive touchdown—for example, on a wet runway, in a crosswind, or when weather conditions call for it.
An excessively soft landing can cause the airplane to “float” above the runway and use valuable distance before touching down. A firm landing allows the wheels to make immediate contact, the braking systems to operate properly, and the airplane to retain its full planned deceleration capability. Often, the landing that felt rough to a passenger was exactly the landing the conditions required.
NICO
So a firm landing can be better than a very soft one?
ARTURO
Exactly. In aviation, what looks most impressive is not always safest, and what appears less elegant may be precisely the correct action.
WHAT IS THE MOST CRITICAL PHASE OF FLIGHT?
NICO
We often hear that takeoff and landing are the critical phases. Does that mean they are dangerous?
ARTURO
No. It means they require greater attention. During cruise, the airplane flies high above terrain and the crew generally has ample time to analyze a situation. During takeoff and landing, however, we operate close to the ground while changing configuration, speed, and power over a relatively short period. Concentration is therefore at its highest.
Many passengers have probably noticed that the cockpit remains quiet during these phases. That is not accidental. It is known as the sterile cockpit rule. During critical phases, we discuss only matters related to operating the flight—no unrelated conversation. All attention is focused on flying the airplane. It is one more safety barrier.
WHAT CAN PASSENGERS DO TO TRAVEL MORE SAFELY?
NICO
So far we have discussed pilots, maintenance, and engineering. Can passengers do anything to contribute to their own safety?
ARTURO
Yes—much more than they might imagine. First, keep your seat belt fastened whenever you are seated, even when the sign is off. This is probably the simplest and most effective way to prevent injury during unexpected turbulence.
Second, pay attention to the safety demonstration. I know many people no longer watch because they think it is always the same, but the demonstration explains exactly what to do if it ever becomes necessary. Under stress, our brains recall more easily what we have just heard or seen.
It is also important to follow crew instructions—not because the crew wants to impose authority, but because crew members are trained to make decisions with everyone’s safety in mind. And, of course, do not get up when the seat belt must remain fastened. Most turbulence-related injuries occur because someone was standing at that moment.
MYTHS AND REALITIES
NICO
Before we finish, let us do a quick exercise. I will state a myth, and you tell us whether it is true or false.
MYTH 1 Turbulence can bring down an airplane.
ARTURO
False. It can be uncomfortable and frightening, but airplanes are designed and certified to withstand loads far greater than those turbulence normally produces.
MYTH 2 If an engine fails, the airplane falls.
ARTURO
False. Commercial airplanes are certified to continue flying safely on one engine. MYTH 3 Pilots conceal information so passengers will not be frightened.
ARTURO
No. Often, a technical explanation during a maneuver could create more confusion than reassurance. Relevant information is normally communicated to passengers. When a pilot remains focused during a critical phase, the priority is to fly the airplane.
MYTH 4 If the airplane circles several times before landing, something is wrong.
ARTURO
Not necessarily. It may be waiting for its turn because of heavy traffic; the wind may have changed; or it may be waiting for better weather. Holding patterns are a normal part of flight operations.
MYTH 5 The larger the airplane, the more dangerous it is.
ARTURO
Quite the opposite. Large airplanes tend to be very stable and are subject to the same rigorous certification and safety standards as every other commercial aircraft.
FINAL MESSAGE
NICO
Arturo, if someone listening today is extremely afraid to fly—someone who even avoids traveling for that reason—what would you say?
ARTURO
I would say something very simple: do not feel bad about being afraid. Fear is a human emotion, and it does not disappear simply because someone tells you, “Nothing is going to happen.” But it can diminish when we understand what is really happening.
After a lifetime devoted to aviation, one thing I have learned is that aviation safety does not depend on luck. It depends on knowledge, training, discipline, procedures, engineering, maintenance, and thousands of people who do their jobs every day so millions of passengers can reach their destinations safely.
Every successful flight is not a coincidence. It is the result of decades of learning, research, and continuous improvement. Of course, no system created by human beings can promise zero risk; that does not exist in any activity. But if someone asked which form of transportation I would choose for my own family to travel a long distance, I would answer without hesitation: an airplane—not because I am a pilot, but because I understand everything behind that flight and the enormous effort this industry makes to ensure every operation is safe.
I would like to close with one thought. Many people spend a flight asking, “What if something goes wrong?” I would invite them to replace that question with another: “How many things had to go right for this airplane to take off today?” Think of everything—from its design and manufacture to its maintenance, the flight planning, the pilots’ weather review, air traffic control’s organization of traffic, and the crew’s checks. All of that happened before the passenger took a seat.
Modern aviation is an enormous safety chain, and that chain operates successfully thousands of times every day, all over the world.
SIGN-OFF
NICO
I think we all learned something very important today. Aviation safety does not depend on luck. It depends on an extraordinarily well-designed system and thousands of professionals working to ensure that every flight reaches its destination. Arturo, thank you very much for sharing all of this experience with us.
ARTURO
Thank you, Nico—and thank you to everyone who listened. I hope that the next time you board an airplane, in addition to your luggage, you will bring a little more peace of mind. Have a good flight.
Comments