Bridging the Gap: Sterile Cockpit Procedures

This is the second in a series of articles on incorporating airline best practices into ab-initio flight training, by Scott Peters.

We all know the dangers of distracted driving. Aside from the hefty fines associated with being caught due to non-compliance, the real danger is the numerous accidents and deaths that have been attributed to this negative behaviour. Distracted driving has long surpassed impaired driving as the number one cause of automobile deaths[1]. In aviation, this is also a real hazard, and measures have been taken to mitigate the associated risk.

Six minutes prior to touchdown, the airline flight crew discussed everything from politics to used cars. Two minutes prior to touchdown, the discussion continued and a local amusement park became a point of conversation. After landing clearance was received, the Captain stated, “Yeah, we’re all ready. All we got to do is find the airport.” Three seconds later, the aircraft made impact three miles short of the runway in Charlotte, NC resulting in 72 fatalities[2].

This accident along with other similar accidents were instrumental in supporting the regulatory need for “sterile cockpit procedures.” Essentially, this rule would require pilots to refrain from non-essential activities during critical phases of flight below 10,000 feet.

In 1988, fourteen years after the accident in Charlotte (and seven years after the implementation of sterile cockpit procedures) a similar accident occurred due to poor cockpit discipline. This resulted in an incorrect flap setting for takeoff which also had catastrophic results, killing 14 and injuring 76 (26 seriously)[3].

I was recently impressed to see a local flying club implement a strict no “selfie” policy for pilots operating their aircraft. It may seem trivial but this is a valid policy arisen from genuine concern.

A few years ago, I had the misfortune of investigating an accident where a rental pilot ran out of fuel and conducted a forced landing into a snow covered field. The pilot survived the landing and was luckily uninjured. He neglected to retrieve his camera from the aircraft which was subsequently reviewed by myself and the investigating team. The camera revealed numerous selfies. Some were embarrassingly comical and unprofessional in nature. The smoking-gun was the video taken where a panoramic view of the surrounding area and cockpit were recorded.

The video indicated that the aircraft’s position was virtually equidistant from two potential airports where a refuelling stop could be made. Moreover, the video reveals a mixture rich scenario with fuel gauges indicating almost zero. It is obvious the pilot was oblivious to their predicament but, nonetheless and aside from other causal factors, this accident could have been prevented.

In these days of technology literally at our fingertips, the selfie phenomena, along with social media websites, and texting, is real and very pervasive in aviation. I have noticed a rise in both GA and airline pilots not complying with “transportation of portable electronic device” (TPED) protocols. Most automated airline briefings advise the passenger to place their phone in “airplane mode.” We may be occupied during that briefing, but we as pilots are not exempt from complying. Simply speaking, turn your phones off. You are working. Focus on your job. This applies to everything from a solo flight to the practice area, instructing back-to-back bookings, or flying a full load of passengers from point A to B. No pilot, I say again, NO PILOT, has a need to have their phone turned on during critical flight phases. No phone call, text, or Facebook update is that critical.

In the airplane, we do not have the same issues with traffic as when we drive to work, but the hazard of distraction is still very real. Sterile cockpit procedures are in place to maximize attention to the task at hand and minimize distraction. The risk is too great to ignore, from missed checklist items to runway incursions, the consequences are ultimate.

Can we in general aviation and flight training invoke a sterile cockpit procedure similar to the airlines? Absolutely. We just need to identify parameters for our “SOP” and then implement them with a sincere effort to follow them.

As private pilots, we can invoke a “no talking” policy for our passengers until above 3,000’ AGL (for instance). This would be briefed and you would signal when conversations can start/stop. Obviously, there would be a caveat where this can be broken for when safety concerns arise, or when communicating traffic is necessary.

As Flight Instructors, we can implement similar SOPs about when non-operational communication can occur. Sterile cockpit procedures are typically implemented for all operations below 10,000’ ASL in airlines. Obviously, most flight training missions occur below 5,000’ AGL. I would recommend 3,000’ AGL as the target altitude for implementing sterile cockpit procedures. Whatever altitude you decide is fine. Remember, we are trying to impart discipline and habit. If you are conducting circuits, determine a safe point to brief/debrief. In those scenarios, extra vigilance is required.

Sterile cockpit procedures are in place for very good reason. Distraction is dangerous regardless of if you are driving a car or flying an airplane. As pilots, regardless of whether you work in an airline or in a flight school, these best practices can be integrated into our philosophy to make us more professional and, ultimately, safer.

Safe flying,

Scott and Mike

Scott Peters is an ATP, Class 1 Flight Instructor, Pilot Examiner, and Flight Instructor Refresher Course Presenter. In his 25 years as an instructor, he has held numerous training positions including Chief Flight Instructor, and is presently the Manager of Pilot Training at a Canadian air carrier. Scott can be reached at scottpeters320@hotmail.com.

Mike Schuster is an ATP, Class 1 Flight Instructor, Pilot Examiner, and Flight Instructor Refresher Course Provider. He is a Training Captain and Safety Officer at a Canadian air carrier, and Principal Consultant at Aviation Solutions. Mike can be reached at mike@aviationsolutions.net.

[1] http://www.theglobeandmail.com/opinion/distracted-driving-is-the-new-drunk-driving/article21680846/

[2] Eastern Airlines Flight 212 NTSB Final Report http://www.ntsb.gov/investigations/AccidentReports/Reports/AAR7509.pdf

[3] Delta Flight 1141NTSB Final Reporthttp://www.faa.gov/about/initiatives/maintenance_hf/library/documents/media/human_factors_maintenance/delta_air_lines.inc._boeing_727-232.n473da.dallas-fort_worth_international_airport.texas_august_31.1988.pdf