Aeronautical Decision Making

[Music] hello everybody welcome back to the epic flight academy private pilot ground school course our topic today is aeronautical decision making or pilots frequently say adm for short adm or aeronautical decision making is asking ourselves a simple question is every decision i'm making leading to a safe outcome for this flight sometimes people think that decision makers are born not made well research shows that in fact we can learn to make good decisions when we talk about aeronautical decision making this is a process that we learn that enhances the probability of decreasing human error in the cockpit now what we're dealing with here is risk management risk is all about managing hazards a hazard is a real or a perceived condition for example in the practice area we might have this cumulonimbus thunderstorm cloud that is a potential hazard or it's possible our aircraft could have been fueled with the wrong fuel that's a potential hazard it's just an existing condition thus far it has not caused us a problem risk management is managing eliminating or mitigating in some way those hazards for example if we elect not to go flying with that thunderstorm cloud out there we have eliminated that risk or if we're doing a very careful pre-flight and we notice that we've got the wrong fuel in this aircraft we don't fly the airplane we defuel it we take care of that issue we've managed that risk so risk management is mitigating eliminating or managing hazards now some of these hazards exist mentally in our mind in our head it has to do with our judgments and our attitudes in aviation over the years we have identified five specific hazardous attitudes let's walk through those in order the first one is anti-authority the anti-authority hazardous attitude sounds like this don't tell me don't tell me what to do i don't need to comply with the fars i know better than the faa the anecdote for this hazardous attitude follow the rules those rules are there for a reason they work slow down follow the rules hazardous attitude number two this is called impulsivity or being impulsive it's my desire to do it quickly for example we might say come on let's get this flight in the air we don't need to do a thorough pre-flight that may cause us to have missed the improper fuel in that aircraft my impulsive attitude is is detracting from my ability to manage that risk the anecdote for impulsive impulsivity is slow down not so fast let's think about this first all right the third one the third hazardous attitude invulnerability it couldn't happen to me sounds something like this we've flown that 172 so many times we've flown at the practice area nothing's ever gone wrong what could possibly happen on this flight that's an attitude of invulnerability when you start thinking that it wouldn't happen to you or couldn't happen to you that's when you might get caught the anecdote for that attitude is it could happen to me you have to stop yourself and say it hasn't happened this time but that's because we've been working and doing this professionally you have to do this every single time we are not invulnerable it could happen the fourth one is called macho now this happens when we feel like um we could do anything we're just i can handle it i don't need help don't need assistance i can do it i've got the airplane we i can handle this um i can do it watch this if you've ever said to a friend or a group of friends hey watch this while i try this that's an indication of the macho attitude the anecdote for the macho attitude is well yes in fact it could happen to me all right and the the fifth and final hazardous attitude is called resignation resignation sounds like this oh what's the use there's nothing i can do about it i have to get the airplane home even though the weather is deteriorating i don't control the weather what am i going to do there's nothing i can do i'll just have to keep proceeding into those imc conditions even though i'm not instrument rated that can lead to a serious accident that's a hazardous attitude the anecdote for that is i'm not helpless look there are always alternatives there is something i can do i can turn around i don't have to get to that airport today so these are our five hazardous attitudes so we need to think carefully about them work with our flight instructor and be conscious of those anecdotes now another aspect of aeronautical decision making is when we're operating as single pilots in other words we're flying solo this is known as srm that's short for single pilot resource management srm the art and science of managing all the resources available to me as a pilot when we talk about srm there's several checklists that we can use to help ourselves manage these resources the first set of checklists is a before flight group of checklists you can see those here the i'm save checklist pave and care we use these checklists before flight now the i'm safe checklist talks about yourself as the pilot i stands for illness how do i feel am for medication am i taking any stress what kind of stress am i under right now alcohol have i had any and fatigue how am i feeling and the e is for emotion and eating now when we look in the aim in chapter eight the i'm safe checklist e is for emotion keeping myself in a calm professional attitude right making sure i'm conscious of any of those five hazardous attitudes managing myself emotionally but we also like to say eat it's important that we eat properly if we come into the fbo and we take that classic uh can of soda and a candy bar our blood sugar shoots up 30 minutes later we're in the airplane our blood sugar drops off and that could lead to a potential uh hazard or risk so eating is is critical the pave checklist there's four parts to the pave checklist and it is a great checklist because it's all inclusive it's so encompassing the p stands for you the pilot pilot command and so here i might use the i'm save checklist or anything else that has to do with me as the pilot a stands for the aircraft the a for aircraft is anything that has to do with this airplane is it safe is the paperwork up to date have i properly pre-flighted etc the v is the v in the word environment what's my environment for this flight where are we going what are we doing when we say environment of course we typically think of the weather well certainly that is part of the environment other parts of the environment include airspace terrain in florida where we fly we often say well we don't really have much terrain because we don't have mountains it's true we don't have mountains but we do have the beautiful florida everglades if i'm flying single engine over the everglades that's terrain we might take a flight out of the out to the bahamas open water that's terrain that's all part of the environment so this comes into consideration the final e in the pay checklist is external pressures what kind of external pressures are working on me get their itis get home itis these are some of those external pressures as we mentioned earlier might cause me to be tempted to fly vfr into instrument conditions if i have that resignation hazardous attitude that's the paved checklist care is another four-part checklist see and care is consequences what are the consequences of these actions and a is alternatives again i do have choices what are some alternatives that i that i could pursue r is reality this is kind of a balance against that macho hazardous attitude let's be realistic what can i really do what's the reality of this situation and e is external factors what external factors are stressing me right now that are pushing me that are causing me maybe to accept some risk that i really shouldn't or have a hazardous attitude all right the second group of checklists we use when we talk about single pilot resource management are the during flight checklists here there's four particular checklists that we'd like to introduce to you the first one is the 5ps checklist plan what's my plan for this flight the plane what about the plane itself again we're talking about pre-flight and air-worthiness then the third p pilot once again we're looking at ourselves how am i doing how am i feeling maybe i'll run the i'm safe checklist again the next p passengers if i have passengers in the airplane are they comfortable do they know what to do they can even help me in the flight with a little bit of coaching i can teach them the clock position they can help me sight aircraft okay are they comfortable um do they know where the air vents are do they know when they can talk to me and when to be quiet managing the passengers and the last one is p4 program particularly in technically advanced aircraft do i know how to program all of the equipment that i'm working with the second srm checklist that we talk about using during flight is the three ps now i like to think about using the three ps all the time during flight after flight before flight because the three p checklist lends to me some situational awareness and here's what i mean the first p is to perceive am i perceiving everything around me now the second p is process what that means is just because i've perceived everything am i processing it and am i processing it accurately and correctly now if those first two p's are true then the third p is perform now i can take a the appropriate okay during flight checklist number four team this is a great one these these uh the te am helps me manage risk one option i have is to transfer the risk another option i have is to eliminate the risk remember when we cancel the takeoff for that cumulonimbus cloud the a is except well sometimes i'm just resigned to the fact that there is a certain amount of risk involved that i'm going to accept it but what i've done here is i've thought about it carefully and i've managed that risk and i know how much i'm going to accept and then finally mitigate mitigate or reduce let's say we decide to take off with that cumulonimbus cloud 20 miles west of the airport well if it's moving south and i'm flying north i can maintain my distance and mitigate that risk the fourth and final checklist we use during flight is called the decide model the beauty of the decide model is it says exactly what it's doing it's helping me make a decision i use it when i detect something out of the ordinary like what all right let's take a look the first d in the decide model is detect maybe i see a high oil temperature for example okay then i move to e e is estimate now on a scale of 1 to 10 how critical is that high oil temperature 10 being captain sullenberg landing in the hudson river and one being you know i'm going to pay attention to it but it's not real critical the c in the decide model is choose or choices okay what choices do i have with that high oil temperature oh i could land immediately probably not necessary i could run a checklist let's see if it's the gauge or if it's actually the temperature um i could rich in the mixture open cow flex flaps if i have those so i've got several choices the eye then means out of those choices identify which one or sometimes more than one of these choices i'm gonna do now the second d stands for the word do this might sound a little funny sometimes i have to remind myself to actually do it some of you may have been in pressure cooker situations and some of you may not have experienced this yet sometimes what happens in those situations is humans will freeze up when the pressure's high sometimes the reaction is just to freeze the do in the decide model is the little head slap to remind me take the action don't be resigned you're not helpless you've identified what you're going to do do it and then finally the e in the decide model is evaluate now what this means is evaluate all of the actions i've taken up to this point let's go back to detect besides that oil temperature is there anything else to detect is it going up is it going down is the oil pressure changing are there other indicators is my estimation correct do i have other choices i haven't thought of should i identify a different course of action should i do something differently so the e is just to go back and continually re-evaluate that decision-making process you

[Music] hello everybody welcome back to the epic flight academy private pilot ground school course our topic today is aeronautical decision making or pilots frequently say adm for short adm or aeronautical decision making is asking ourselves a simple question is every decision i&#39;m making leading to a safe outcome for this flight sometimes people think that decision makers are born not made well research shows that in fact we can learn to make good decisions when we talk about aeronautical decision making this is a process that we learn that enhances the probability of decreasing human error in the cockpit now what we&#39;re dealing with here is risk management risk is all about managing hazards a hazard is a real or a perceived condition for example in the practice area we might have this cumulonimbus thunderstorm cloud that is a potential hazard or it&#39;s possible our aircraft could have been fueled with the wrong fuel that&#39;s a potential hazard it&#39;s just an existing condition thus far it has not caused us a problem risk management is managing eliminating or mitigating in some way those hazards for example if we elect not to go flying with that thunderstorm cloud out there we have eliminated that risk or if we&#39;re doing a very careful pre-flight and we notice that we&#39;ve got the wrong fuel in this aircraft we don&#39;t fly the airplane we defuel it we take care of that issue we&#39;ve managed that risk so risk management is mitigating eliminating or managing hazards now some of these hazards exist mentally in our mind in our head it has to do with our judgments and our attitudes in aviation over the years we have identified five specific hazardous attitudes let&#39;s walk through those in order the first one is anti-authority the anti-authority hazardous attitude sounds like this don&#39;t tell me don&#39;t tell me what to do i don&#39;t need to comply with the fars i know better than the faa the anecdote for this hazardous attitude follow the rules those rules are there for a reason they work slow down follow the rules hazardous attitude number two this is called impulsivity or being impulsive it&#39;s my desire to do it quickly for example we might say come on let&#39;s get this flight in the air we don&#39;t need to do a thorough pre-flight that may cause us to have missed the improper fuel in that aircraft my impulsive attitude is is detracting from my ability to manage that risk the anecdote for impulsive impulsivity is slow down not so fast let&#39;s think about this first all right the third one the third hazardous attitude invulnerability it couldn&#39;t happen to me sounds something like this we&#39;ve flown that 172 so many times we&#39;ve flown at the practice area nothing&#39;s ever gone wrong what could possibly happen on this flight that&#39;s an attitude of invulnerability when you start thinking that it wouldn&#39;t happen to you or couldn&#39;t happen to you that&#39;s when you might get caught the anecdote for that attitude is it could happen to me you have to stop yourself and say it hasn&#39;t happened this time but that&#39;s because we&#39;ve been working and doing this professionally you have to do this every single time we are not invulnerable it could happen the fourth one is called macho now this happens when we feel like um we could do anything we&#39;re just i can handle it i don&#39;t need help don&#39;t need assistance i can do it i&#39;ve got the airplane we i can handle this um i can do it watch this if you&#39;ve ever said to a friend or a group of friends hey watch this while i try this that&#39;s an indication of the macho attitude the anecdote for the macho attitude is well yes in fact it could happen to me all right and the the fifth and final hazardous attitude is called resignation resignation sounds like this oh what&#39;s the use there&#39;s nothing i can do about it i have to get the airplane home even though the weather is deteriorating i don&#39;t control the weather what am i going to do there&#39;s nothing i can do i&#39;ll just have to keep proceeding into those imc conditions even though i&#39;m not instrument rated that can lead to a serious accident that&#39;s a hazardous attitude the anecdote for that is i&#39;m not helpless look there are always alternatives there is something i can do i can turn around i don&#39;t have to get to that airport today so these are our five hazardous attitudes so we need to think carefully about them work with our flight instructor and be conscious of those anecdotes now another aspect of aeronautical decision making is when we&#39;re operating as single pilots in other words we&#39;re flying solo this is known as srm that&#39;s short for single pilot resource management srm the art and science of managing all the resources available to me as a pilot when we talk about srm there&#39;s several checklists that we can use to help ourselves manage these resources the first set of checklists is a before flight group of checklists you can see those here the i&#39;m save checklist pave and care we use these checklists before flight now the i&#39;m safe checklist talks about yourself as the pilot i stands for illness how do i feel am for medication am i taking any stress what kind of stress am i under right now alcohol have i had any and fatigue how am i feeling and the e is for emotion and eating now when we look in the aim in chapter eight the i&#39;m safe checklist e is for emotion keeping myself in a calm professional attitude right making sure i&#39;m conscious of any of those five hazardous attitudes managing myself emotionally but we also like to say eat it&#39;s important that we eat properly if we come into the fbo and we take that classic uh can of soda and a candy bar our blood sugar shoots up 30 minutes later we&#39;re in the airplane our blood sugar drops off and that could lead to a potential uh hazard or risk so eating is is critical the pave checklist there&#39;s four parts to the pave checklist and it is a great checklist because it&#39;s all inclusive it&#39;s so encompassing the p stands for you the pilot pilot command and so here i might use the i&#39;m save checklist or anything else that has to do with me as the pilot a stands for the aircraft the a for aircraft is anything that has to do with this airplane is it safe is the paperwork up to date have i properly pre-flighted etc the v is the v in the word environment what&#39;s my environment for this flight where are we going what are we doing when we say environment of course we typically think of the weather well certainly that is part of the environment other parts of the environment include airspace terrain in florida where we fly we often say well we don&#39;t really have much terrain because we don&#39;t have mountains it&#39;s true we don&#39;t have mountains but we do have the beautiful florida everglades if i&#39;m flying single engine over the everglades that&#39;s terrain we might take a flight out of the out to the bahamas open water that&#39;s terrain that&#39;s all part of the environment so this comes into consideration the final e in the pay checklist is external pressures what kind of external pressures are working on me get their itis get home itis these are some of those external pressures as we mentioned earlier might cause me to be tempted to fly vfr into instrument conditions if i have that resignation hazardous attitude that&#39;s the paved checklist care is another four-part checklist see and care is consequences what are the consequences of these actions and a is alternatives again i do have choices what are some alternatives that i that i could pursue r is reality this is kind of a balance against that macho hazardous attitude let&#39;s be realistic what can i really do what&#39;s the reality of this situation and e is external factors what external factors are stressing me right now that are pushing me that are causing me maybe to accept some risk that i really shouldn&#39;t or have a hazardous attitude all right the second group of checklists we use when we talk about single pilot resource management are the during flight checklists here there&#39;s four particular checklists that we&#39;d like to introduce to you the first one is the 5ps checklist plan what&#39;s my plan for this flight the plane what about the plane itself again we&#39;re talking about pre-flight and air-worthiness then the third p pilot once again we&#39;re looking at ourselves how am i doing how am i feeling maybe i&#39;ll run the i&#39;m safe checklist again the next p passengers if i have passengers in the airplane are they comfortable do they know what to do they can even help me in the flight with a little bit of coaching i can teach them the clock position they can help me sight aircraft okay are they comfortable um do they know where the air vents are do they know when they can talk to me and when to be quiet managing the passengers and the last one is p4 program particularly in technically advanced aircraft do i know how to program all of the equipment that i&#39;m working with the second srm checklist that we talk about using during flight is the three ps now i like to think about using the three ps all the time during flight after flight before flight because the three p checklist lends to me some situational awareness and here&#39;s what i mean the first p is to perceive am i perceiving everything around me now the second p is process what that means is just because i&#39;ve perceived everything am i processing it and am i processing it accurately and correctly now if those first two p&#39;s are true then the third p is perform now i can take a the appropriate okay during flight checklist number four team this is a great one these these uh the te am helps me manage risk one option i have is to transfer the risk another option i have is to eliminate the risk remember when we cancel the takeoff for that cumulonimbus cloud the a is except well sometimes i&#39;m just resigned to the fact that there is a certain amount of risk involved that i&#39;m going to accept it but what i&#39;ve done here is i&#39;ve thought about it carefully and i&#39;ve managed that risk and i know how much i&#39;m going to accept and then finally mitigate mitigate or reduce let&#39;s say we decide to take off with that cumulonimbus cloud 20 miles west of the airport well if it&#39;s moving south and i&#39;m flying north i can maintain my distance and mitigate that risk the fourth and final checklist we use during flight is called the decide model the beauty of the decide model is it says exactly what it&#39;s doing it&#39;s helping me make a decision i use it when i detect something out of the ordinary like what all right let&#39;s take a look the first d in the decide model is detect maybe i see a high oil temperature for example okay then i move to e e is estimate now on a scale of 1 to 10 how critical is that high oil temperature 10 being captain sullenberg landing in the hudson river and one being you know i&#39;m going to pay attention to it but it&#39;s not real critical the c in the decide model is choose or choices okay what choices do i have with that high oil temperature oh i could land immediately probably not necessary i could run a checklist let&#39;s see if it&#39;s the gauge or if it&#39;s actually the temperature um i could rich in the mixture open cow flex flaps if i have those so i&#39;ve got several choices the eye then means out of those choices identify which one or sometimes more than one of these choices i&#39;m gonna do now the second d stands for the word do this might sound a little funny sometimes i have to remind myself to actually do it some of you may have been in pressure cooker situations and some of you may not have experienced this yet sometimes what happens in those situations is humans will freeze up when the pressure&#39;s high sometimes the reaction is just to freeze the do in the decide model is the little head slap to remind me take the action don&#39;t be resigned you&#39;re not helpless you&#39;ve identified what you&#39;re going to do do it and then finally the e in the decide model is evaluate now what this means is evaluate all of the actions i&#39;ve taken up to this point let&#39;s go back to detect besides that oil temperature is there anything else to detect is it going up is it going down is the oil pressure changing are there other indicators is my estimation correct do i have other choices i haven&#39;t thought of should i identify a different course of action should i do something differently so the e is just to go back and continually re-evaluate that decision-making process you

Transcript for:Aeronautical Decision Making

Transcript for:
Aeronautical Decision Making