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The FAA holds him or her accountable. Providing a solo
8-14
endorsement for a student who is not fully prepared to accept
the responsibility for solo flight operations, or providing an
endorsement for an additional rating to a pilot not meeting
the appropriate regulatory requirements, is also a breach of
faith with the applicant.
Aeronautical Decision-Making
As discussed on page 8-2, aviation training and flight
operations are now seen as a system rather than individual
concepts. The goal of system safety is for pilots to utilize
all four concepts (ADM, risk management, situational
awareness, and SRM) so that risk can be reduced to the
lowest possible level.
ADM is a systematic approach to the mental process used
by aircraft pilots to consistently determine the best course
of action in response to a given set of circumstances. Risk
management is a decision-making process designed to
systematically identify hazards, assess the degree of risk,
and determine the best course of action associated with each
flight. Situational awareness is the accurate perception and
understanding of all the factors and conditions within the four
fundamental risk elements that affect safety before, during,
and after the flight. SRM is the art and science of managing
all resources (both onboard the aircraft and from outside
sources) available to a single pilot (prior and during flight)
to ensure the successful outcome of the flight.
These key principles are often collectively called ADM. The
importance of teaching students effective ADM skills can
not be overemphasized. While progress is continually being
made in the advancement of pilot training methods, aircraft
equipment and systems, and services for pilots, accidents
still occur. Despite all the changes in technology to improve
flight safety, one factor remains the same—the human factor.
It is estimated that approximately 80 percent of all aviation
accidents are human factors related.
By taking a system approach to aviation safety, flight
instructors interweave aeronautical knowledge, aircraft
control skills, ADM, risk management, situational awareness,
and SRM into the training process.
Historically, the term “pilot error” has been used to describe
the causes of these accidents. Pilot error means that an action
or decision made by the pilot was the cause of, or contributing
factor to, the accident. This definition also includes the pilot’s
failure to make a decision or take action. From a broader
perspective, the phrase “human factors related” more aptly
describes these accidents since it is usually not a single
decision that leads to an accident, but a chain of events
triggered by a number of factors.
The poor judgment chain, or the error chain, describes this
concept of contributing factors in a human factors related
accident. Breaking one link in the chain is all that is usually
necessary to change the outcome of the sequence of events.
The best way to illustrate this concept to students is to discuss
specific situations that lead to aircraft accidents or incidents.
The following is an example of the type of scenario that can
be presented to illustrate the poor judgment chain.
A private pilot with 100 hours of flight time made a
precautionary landing on a narrow dirt runway at a private
airport. The pilot lost directional control during landing and
swerved off the runway into the grass. A witness recalled
later that the aircraft appeared to be too high and fast on
final approach, and speculated the pilot was having difficulty
controlling the aircraft in high winds. The weather at the time
of the incident was reported as marginal VFR due to rain
showers and thunderstorms. When the aircraft was fueled
the following morning, 60 gallons of fuel were required to
fill the 62-gallon capacity tanks.
By discussing the events that led to this incident, instructors
can help students understand how a series of judgmental
errors contributed to the final outcome of this flight.
• Weather decision—on the morning of the flight,
the pilot was running late and, having acquired a
computer printout of the forecast the night before, he
did not obtain a briefing from flight service before his
departure.
• Flight planning decision/performance chart—the pilot
calculated total fuel requirements for the trip based
on a rule-of-thumb figure he had used previously
for another airplane. He did not use the fuel tables
printed in the pilot’s operating handbook (POH) for the
　
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