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Flight instructors should always guard the controls and be prepared to take control of the aircraft. When necessary, the instructor should take the controls and calmly announce, “I have the flight controls.” If an instructor allows a learner to remain on the controls, the instructor may not have full and effective control of the aircraft. Anxious learners can be incredibly strong and usually exhibit reactions inappropriate to the situation. If a recovery is necessary, there is absolutely nothing to be gained by having the learner on the controls and having to fight for control of the aircraft. Learners should never be allowed to exceed the flight instructor’s limits. Flight instructors should not exceed their own ability to perceive a problem, decide upon a course of action, and physically react within their ability to fly the aircraft. 

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## Sterile Flight Deck Rule 

Commonly known as the “sterile flight deck rule,” Title 14 of the Code of Federal Regulations (14 CFR) part 121, section 121.542 requires airline flight crewmembers to refrain from nonessential activities during critical phases of flight. As defined in the regulation, critical phases of flight are all ground operations involving taxi, takeoff, and landing, and all other flight operations below 10,000 feet except cruise flight. Nonessential activities include such activities as eating, reading a newspaper, or chatting. A series of aircraft accidents caused by flight crews who were distracted from their flight duties during critical phases of the flight caused the FAA to propose the rule. While the regulation grew out of accidents in the airline industry, it holds true for the entire aviation community. Pilots can improve flight safety significantly by reducing distractions during critical phases of flight. It is important the flight instructor not only teach the concept of a sterile flight deck  but also model such behavior during flight instruction. 

## Use of Distractions 

National Transportation Safety Board (NTSB) statistics reveal that most stall/spin accidents occurred when the pilot’s attention was diverted from the primary task of flying the aircraft. Sixty percent of stall/spin accidents occurred during takeoff and landing, and twenty percent were preceded by engine failure. Preoccupation inside or outside the flight deck while changing aircraft configuration or trim, maneuvering to avoid other traffic, or clearing hazardous obstacles during takeoff and climb could create a potential stall/spin situation. The intentional practice of stalls and spins seldom resulted in an accident. The real danger was inadvertent stalls induced by distractions during routine flight situations. 

