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by Captain Robert Kostecka, Civil Aviation Safety Inspector, Foreign Inspection, International Aviation, Civil Aviation, Transport Canada

“Aviate—navigate—communicate.” This time-honoured axiom continues to be as relevant and instructive today as when it was first coined many decades ago. It succinctly sums up in three words the tasking priorities that are essential for a pilot to successfully handle any non-routine situation or occurrence. These priorities are equally applicable for all aircraft, from small, single-engine training aircraft, right up to large, transport category jets. This expression may have been coined in the early days by an enlightened (or frustrated) flight instructor in a J-3 Cub or Fleet Canuck, but it is more applicable than ever for the pilots of today’s automated aircraft.

It is easy to determine how distractions can occur in a single-pilot aircraft. The Federal Aviation Administration (FAA) determined, “that stall/spin related accidents accounted for approximately one-quarter of all fatal general aviation accidents. National Transportation Safety Board [NTSB] statistics indicate that most stall/spin accidents result when a pilot is distracted momentarily from the primary task of flying the aircraft.”

One of the first things that we learn as fledgling pilots is that improper airspeed management can lead to a stall. Nevertheless, data gathered from accident/incident investigations clearly shows how easily a stall can occur to experienced pilots who are distracted by one or more other tasks. Distractions can be almost anything— even some tasks considered routine—during normal operations: locating a checklist, retrieving something from behind your seat, looking up a frequency or other aeronautical data, or becoming engrossed in navigation calculations. The list is almost endless. These actions all have the potential to divert a pilot from the primary task of flying the aircraft.

The obvious conclusion is that learning how to prioritize effectively and not succumb to distractions is a tremendously important skill. “Through training and experience, you can learn to discipline your attention mechanisms so as to focus on important items.”2 Unfortunately, in the current environment, maintaining effective priorities and avoiding distractions is not getting easier. Recent innovations like global positioning system (GPS) navigation and electronic flight instrument systems (EFIS) have brought tremendous sophistication to modern general aviation aircraft. But the latest avionics have also brought new potential hazards for pilots. In this environment, it is all too easy for the pilot to “remain heads down” for far too long. It is also possible for a pilot to become complacent and overly dependant on automated systems. This can cause the deterioration of basic skills.

The problem of distractions also exists in multi-crew aircraft. In this environment, the pilot flying (PF) must focus on flying the aircraft and must guard against allowing too much of his attention to be diverted by the tasks being performed by the pilot not flying (PNF). An excellent example of the consequences of distraction is the L-1011 that crashed into the Florida Everglades, killing all on board. The NTSB, “cited as a causal factor the diversion of the crew’s attention to a burned out light bulb. The crew had been so intent on the bulb that they had not noticed the descent of their aircraft nor had they heard various alarms warning of their closeness to the ground.”3

New technologies have created new opportunities for pilots to be distracted. The programming of the flight management system (FMS), or completion of an electronic checklist can lure the PF away from their primary task. It is all too easy for the electronic displays to divert one’s attention. Remember that the various electronic displays can act like “face magnets.” Make sure that you maintain situational awareness and don’t allow yourself to get sidetracked.

A recent incident illustrated how easily distractions can result in improper airspeed management with serious consequences. The crew of a transport category jet was flying at flight level (FL) 400 and had been diverted west of their planned route. The pilot reduced thrust to slow the aircraft in anticipation of traffic delays. “The captain then focused attention to the flight management system (FMS) on the centre console to help the first officer determine fuel reserves for a possible hold.”4 While both members of the crew were occupied with the fuel calculations for a possible hold, the airspeed decreased and the stick shaker activated. “Both pilots pushed the control yoke forward to reduce the pitch attitude, which resulted in a descent and an increase in airspeed. This was followed by the crew returning the aircraft to a pitch-up attitude, with an increase in body angle of attack (AOA) and G. (Author’s note: For bodies undergoing acceleration and deceleration, G is used as a unit of load measurement.) A second stick shaker activation occurred 11 seconds after the first. Buffeting and roll oscillations of about 10° accompanied the stick shaker events. The pitch attitude was further reduced and the airspeed recovered [...] The altitude stabilized briefly at FL 386 before the crew coordinated with ATC for a further descent to FL 380 due to conflicting traffic.”5

Fortunately, there was no damage to the aircraft, or injuries to passengers or crew, and the flight landed safely without further incident. Had there been traffic below this aircraft, or had a similar airspeed mismanagement and approach to stall occurred close to the ground, the consequences may have been catastrophic. Incidents such as this serve to remind all of us of the need to focus on the essential priorities: “aviate—navigate—communicate.”

To help us understand the critically important roles of the PF and PNF, let’s review how the modern flight deck of a transport category aircraft evolved. In the last 60 years, from the post-war boom in air transportation until today, transport category aircraft have seen tremendous increases in their complexity, performance capabilities and size. At the same time, technological innovations have steadily reduced the number of flight crew members.

In the 1940s, an aircraft like the Boeing Stratocruiser would typically accommodate as many as 81 passengers and would cruise at 280 kt. Today, an A 340 can carry more than 300 passengers and will cruise at 470 kt. The flight crew of a Stratocruiser consisted of five members: a radio operator, a navigator, a flight engineer, and two pilots. As the years progressed, improvements in electronics resulted in the radio operator no longer being needed. Long range navigation systems like inertial navigation systems (INS) eventually made navigators unnecessary. Ultimately, the two-pilot flight deck emerged during the early 1980s, when increases in system automation eliminated the need for a flight engineer. Today, virtually all transport category aircraft have only two pilots.

The two-crew flight deck brings certain challenges, which are especially apparent during periods of high workload. Depending on the circumstances, the PNF may also need to perform the functions of one of the crew members that was eliminated by advances in technology. For example, when an aircraft is being re-routed and it is necessary to calculate fuel reserves, the PNF takes on the responsibilities that were previously those of the navigator.

If an abnormal or emergency situation occurs, the PNF completes the appropriate checklists and essentially performs the tasks of a flight engineer. A problem can arise when the PF depends on automation and becomes overly involved in the PNF’s activities. Adhering to the correct priorities will ensure that one crew member always focuses on flying the aircraft.

Simulators provide an outstanding tool for learning. In the simulator, we can safely gain first-hand experience with windshear, catastrophic engine failures, jammed flight controls, as well as losses of electrical and hydraulic power; things that we would never want to experience in a real aircraft. In addition to learning about technical issues, the simulator provides a powerful tool for learning about human factors. The simulator provides an excellent opportunity for us to learn the essential skill of prioritizing.

The primary task of flying the aircraft can never become secondary. There is nothing more important. Ultimately, we need to remain focused and maintain our priorities: “aviate – navigate – communicate”.

Prior to joining Transport Canada, Captain Kostecka worked as a pilot and instructor for several Canadian airlines. He has flown over 12 000 hr and holds a Class 1 Flight Instructor Rating as well as type ratings on the A320, A330, A340, B757, B767, CRJ, DHC-8 and B-25.

1 FAA Advisory Circular No. AC 61-67B, Subject: Stall and Spin Awareness Training, p. ii

2 Human Factors for Aviation—Basic Handbook (TP 12863), p. 38

3 Human Factors for Aviation—Basic Handbook (TP 12863), p. 37

4 Transportation Safety Board of Canada (TSB) Aviation Investigation Report A05W0109, p. 2

5 Transportation Safety Board of Canada (TSB) Aviation Investigation Report A05W0109, p. 3