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Normal checklists;

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Communications (i.e., listening, processing, responding);

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Monitoring tasks (i.e., systems monitoring, PF/PNF mutual cross-check and back-up); and,

.  
Problem solving activities.

The diverted attention resulting from the interruption / distraction usually leaves the flight crew with the feeling of being rushed and faced with competing / preempting tasks.
                                                                                       Getting to Grips with                                            Approach-and-Landing Accidents Reduction

Being faced with concurrent task demands, the natural human tendency is to perform one task to the detriment of another.
Unless mitigated by adequate techniques, the disruption and lapse of attention may result in:
.  
Not monitoring the flight path (possibly resulting in an altitude or course deviation or a controlled flight into terrain);

.  
Missing or misinterpreting an ATC instruction (possibly resulting in traffic conflict or runway incursion);

.  
Omitting an action and failing to detect and correct the resulting abnormal condition or configuration (e.g., interruption during the reading of a normal checklist); or,

.  
Experiencing task overload (i.e., being “ behind the aircraft ” ).

Reducing Interruptions and Distractions
Acknowledging that flight crew may have control over some interruptions / distractions and not over some others is the first step in developing prevention strategies and lines-of-defense.
Actions that may be controlled (e.g. SOP’s actions, initiation of normal checklists, …) should be scheduled during periods of less likely disruption, to prevent interference with actions that cannot be controlled (e.g. ATC communications or flight attendant interruptions).
Adhering to the Sterile Cockpit Rule can largely reduce interruptions and distractions.
The Sterile Cockpit Rule reflects the requirement of
U.S. FAR – Part 121.542 :
.  “ No flight crewmember may engage in, nor may any pilot in command permit any activity during a critical phase of flight which could distract any flight crewmember from the performance of his or her duties or which could interfere in any way with the proper conduct of those duties “.

Intra-Cockpit Communications – Managing Interruptions and Distractions in Cockpit
Page 2

AIRBUS INDUSTRIE
    Flight Operations Support

For the purpose of this requirement, an “ activity “ includes:
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“…, engaging in non-essential conversation within the cockpit and non-essential communication between the cabin and cockpit crews, … “.

The term “ critical phases of flight “ encompasses:

.  
“ all ground operations involving taxi, takeoff and landing, and all other flight operations below 10,000 feet, except cruise flight “.

In the FARs understanding, the 10,000 feet limit is defined as 10,000 ft MSL.
When operating to or from a high elevation airport, a definition based on 10 000 ft AGL might be considered as more appropriate.
　
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