Aeronautical Decision Making: Oral

Question 1

What are the components of the 3P model in Aeronautical Decision Making?

Answer 1

Perceive, Process, and Perform

Question 2

How would the 3P model come into play if you suspected an instrument failure in flight?

Answer 2

Perceive; I would recognize if a conflict existed between supporting instruments that suggested a potential failure.
Process; I would determine how significant an effect this potential failure would have on flight safety For instance, if a failure is in the VSI, it would be a minor issue, but if the failure is of the altimeter, that would be significantly more important.
Perform; I would verify the failure and implement the best possible course of action to either continue the flight safely or terminate the flight early in the interest of safety

Question 3

The 3P model is associated with another acronym, PAVE. What does PAVE indicate?

Answer 3

PAVE reminds the pilot to evaluate the various aspects that make up a successful flight. 
PILOT
AIRCRAFT
enVIRONMENT
EXTERNAL PRESSURES

Question 4

In respect to PAVE, what is the question we want to ask ourselves as it pertains to each point?

Answer 4

For each element of PAVE, the pilot should ask, “What could hurt me, my passengers, or my aircraft?”
PAVE is a defensive tool.

Question 5

What is the rule of thumb when working with the PROCESSING phase of the 3P model?

Answer 5

If you find yourself thinking that you’ll ‘probably be ok’ on a given flight, it is time you take the time to have a reality check. “probably” being ok is not a good starting point for any flight, nor is it an effective approach to risk management.
As a pilot you need to have high level of certainty and confidence.

Question 6

Is there a reminder associated with the PERFORM element of the 3P model?

Answer 6

Yes, it’s ME.
Mitigate ( or eliminate ) the risk
Evaluate the outcome of your actions

Question 7

How would you describe the DECIDE model of aeronautical decision making?

Answer 7

The DECIDE model is a 6-step process that allows the pilot to use a logical progression when involved in aeronautical decision making

Question 8

What are the 6 elements of the DECIDE model?

Answer 8

Detect
Estimate
Choose
Identify
Do
Evaluate

Question 9

Does the DECIDE model scenario end with EVALUATE?

Answer 9

NO. DECIDE is a looping process of thoughts and actions that repeats. After completing the Evaluate element, the PIC would typically run through the process again, starting with DETECT each time a change is recognized.

Question 10

How many recognized hazardous (pilot) attitudes do pilots need to concern themselves with?

Answer 10

There are 5 hazardous attitudes.

1) anti-authority
2) impulsivity
3) invulnerability
4) Macho
5) resignation

Question 11

Can you explain the function of each element of the DECIDE model?

Answer 11

DETECT- recognizes that the PIC has detected a change has occurred.
ESTIMATE- acknowledges the PIC’s need to respond to the change.
CHOOSE- suggests the PIC should select a desirable outcome for the flight
IDENTIFY- deals with the PIC identifying the steps necessary to successfully deal
DO- time for action! The PIC actually performs the steps necessary for the situation.
EVALUATE- is the point where the PIC will evaluate the results of his actions.

Question 12

What is RESIGNATION?

Answer 12

The passive hazardous attitude. If the pilot takes the attitude, “What’s the use?,” he will not deal with the problems effectively nor in a timely manner.

Question 13

Explain the MACHO attitude, OR ELSE!

Answer 13

The catch phrase is, “I can do it, I can do anything.”
This is the belief that above all odds, regardless of how significant the issue, I can rise above the problem and save the day. This attitude is dangerous because pilots assume they are better than any other pilot, which may lead to taking unnecessary risks.

Question 14

Why is IMPULSIVITY dangerous to a pilot?

Answer 14

The tendency to deal with problems quickly can be taken too far. If the goal is to do something, anything, as quickly as possible, the chances of doing the wrong thing due to a lack of consideration before taking action increases. Impulsivity can lead to accidents that could have been prevented if more time and care had been taken when making decisions.

Question 15

What is the danger involved in the ANTI-AUTHORITY attitude?

Answer 15

anti-authority runs counter to the concept of crew resource management. Rather than availing himself of all the information and assistance available to him, the anti-authority pilot shuts out all outside information and aid in order to handle the situation entirely on his own. This self-imposed isolation is not conducive to safe flight.

Question 16

If a pilot was taxiing out to the runway with frost on the wings and shrugged off any suggestions to clear the airplane’s surfaces first, what attitude might that be?

Answer 16

INVULNERABILITY.
The pilot knows that frost can be dangerous but has convinced himself that “It won’t happen to me.”
In truth, frost is an equal opportunity enemy of lift. The pilot should recognize the error of his ways, stop, and clean the wings before attempting a departure.

Question 17

At the halfway point of a cross-country flight, you recognize that headwinds have caused a significantly slower groundspeed than anticipated. Your arrival time will now be 1 hr 10 min later than planned. What concern might you have with that realization.

Answer 17

With a flight that has been extended by 1hr:10min, my fuel reserves become a concern. If I have enough fuel to reach my destination, I very likely would not have enough to meet adequate reserves.
Best course of action would be to identify an airport along my route to stop and fuel. Then make plans to divert to the airport.
It is better to be late on arrival with sufficient fuel than to be on time with empty tanks.

Question 18

While flying a C-172 in high humidity, you notice your RPM’s are dropping. Your fuel gauges show more than half tanks available. Oil pressure and temp are in the green. It is 55°F. What might you do?

Answer 18

With a temperature of 55°F while flying in visible moisture, I would suspect carburetor ice. I would apply carb heat in an effort to regain normal power. But while I was waiting for the cart heat to take effect, I would identify the nearest airfield to divert to should that become necessary. If the carb heat worked, I would apply it periodically to prevent carb ice buildup en route. If it did not work, I would plan a diversion to the airport I had previously identified

Question 19

Where should you plan to touch down when landing behind a large aircraft that has just landed on the same runway?

Answer 19

Stay above the preceding aircraft’s flight path. OBSERVE WHERE the large aircraft TOUCHED DOWN. Plan to touch down beyond that point.

Question 20

What should you do when landing a large aircraft that has just taken off on the same runway?

Answer 20

Take note of the location of the large aircraft’s rotation point and plan to land well before that point.

Question 21

how can a risk management assessment benefit you as a pilot?

Answer 21

The PAVE checklist is appropriate for every flight operation. Pilot, Aircraft, enVironment, External Pressures all come into play when planning, conducting, and concluding a flight. Because my workload is known to rise during the approach and landing phase of flight, it is important that I use a tool that will help assure the balance of safety remains on my side throughout the flight.