Is using electronic devices in flight really a risk?

THE New York Times tackles one of the most criticized safety instructions by the public. According to its columnist Nick Bilton, the use of a smartphone or tablet would not present any danger for airliners during takeoffs and landings. To make sure, we decided to carry out our little investigation…

The New York Times questions the legislation

For years, airlines have required their passengers to turn off their electronic equipment during takeoffs and landings. They believe that waves from cell phones, tablets and computers can affect the navigation instruments of their fleet, distort data, and potentially lead to minor and major incidents. If no proof of the responsibility of mobiles and tablets has been provided to date, no airline seems to want to take the plunge to change the security instructions.

For Nick Bilton, this old tradition must disappear. The New York Times columnist accuses the airlines of losing interest in the problem. In his report, the journalist denounces the lack of foresight of the authorities, who defend tooth and nail the integration of the iPad as a flight manual but do not tolerate any breach of security instructions on the part of the general public.

According to the arguments of senior American authorities, a single iPad would not affect the on-board instruments. On the other hand, the massive use of tablets and smartphones on board a flight could cause major failures. In theory, the distance of terminals from a signal pushes smartphones and tablets to increase the strength of their signal. A power which could have a harmful effect on the on-board instruments in the event of a problem. According to certain specialists, however, the number of devices does not increase the risk of causing turbulence, “electro-magnetic energy does not add up in this way.”

Intrigued by the subject, Bilson continued his small investigation with the American authorities. “When I called the FFA last week to pester them about this regulation – citing experts and research that show these devices cannot harm an aircraft – the FFA responded differently than usual” explains the columnist.

Obviously, the controversy would have pushed politicians to pin the subject on their agenda. According to Bilson, the FFA and the organizations in charge of the file intend to put in place a new battery of tests.

Taken aback by this strange ballet of statements, we decided to carry out our own investigation by contacting the European Aviation Safety Agency (EASA) and Brussels Airlines.

A complex problem

According to Geert Sciot, General Manager of Communication within the association of European airlines, the rules imposed on European territory arise from several authorities. First of all, at the European level, it is EASA which has implemented a certain number of rules to be respected on the continent. This regulation is not the only one in force in Europe. Indeed, each airline and each aircraft manufacturer has the right to implement its own regulations but which must nevertheless be approved by the BCAA.

Generally speaking, EASA therefore has the last word on European soil. However, the European agency bases a large part of its code on the American authorities who have also adopted the now famous “better safe than sorry” (it is better to be safe than sorry). A golden rule of aviation which consists of applying zero tolerance when the slightest risk is identified. Concretely, a good part of European legislation therefore depends on the security measures taken in the United States.

“It is impossible to test each device independently”

Questioned on the subject, EASA explains to us that electronic devices are to be classified into several groups. Regarding large devices such as tablets or laptops, safety rules prohibit their use, not because they represent a potential danger to aviation but quite simply because their use during critical phases of the flight present a danger in the event of an emergency landing. For Geert Sciot, the use of such devices during critical phases on board an aircraft must indeed be prohibited, for the simple reason that they present a risk in the event of evacuation. “If you have your computer on you and the plane lands at 200 kilometers per hour, the passenger does not have time to put away their equipment and exposes themselves to danger.” In such a context, we better understand why airlines apply zero tolerance during critical phases.

But what about smaller devices, which can be used quickly and stored in a pocket? During his career, Geert Sciot has had the opportunity to verify this on several occasions: a smartphone, in particular, can create interference. “When a passenger leaves his cell phone on and receives a phone call, it can create interference. This can affect the operation of the on-board screens but also the aircraft’s radio system.” Geert Sciot nevertheless recognizes that Bilson is not entirely wrong. According to him, the safety instructions in place take into account several factors, including passenger safety, evacuation, on-board instruments, etc.

Last year, EASA revised its guidelines for the use of electronic devices on board aircraft. Now, these fall into three subcategories. “Given the pace of development of electronic devices and the number of devices in development, it would be impossible to have crew members test each of them.” A question of flexibility therefore, which would relegate all types of electronic devices to the same level.

For EASA, banning the use of these electronic devices during critical phases would be completely justified. Not only because of the danger that some of these devices, such as smartphones, pose to driver readability, but also for practical reasons. In the case of an MP3 player, for example, the passenger wearing a headset cannot hear safety advice or important announcements. In other words, there is no question of evading the rule.

Takeoffs and landings represent the two critical phases during which most accidents are observed, logic would dictate that airlines prefer to keep the attention of travelers during these two phases of the flight rather than risk seeing certain travelers isolated behind their digital barrier or in their musical universe.

Towards a probable evolution of the legislation

As confirmed by the EASA and the FFA, the legislation is constantly adapting and showing a certain flexibility. Today, some flights allow you to connect to WiFi in the middle of the Atlantic.

The new devices are also equipped with real shields that help isolate interference during flights and reduce the risk of pilot data being affected by interference to zero. However, not all fleets have yet been reviewed and a large number of aircraft do not yet have the latest safety features.

In about ten years, when most elements of the world’s fleets have been reviewed, the legislation will perhaps adapt to the needs of the public. In the meantime, the use of electronic devices remains strictly prohibited below 3,048 meters above sea level. Whether it’s a tablet, a smartphone, a GPS or even a portable CD player, it’s better to avoid tempting the devil, for your own safety as well as that of other passengers…

We talk on the forum.

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