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If the hazard is low ceilings, for example, the level of risk
depends on a number of other factors, such as pilot training
and experience, aircraft equipment, and fuel capacity.
In the third step, the goal is to perform by taking action to
eliminate hazards or mitigate risk, and then continuously
evaluate the outcome of this action. With the example of low
ceilings at destination, for instance, the pilot can perform
good ADM by selecting a suitable alternate, knowing where
to find good weather, and carrying sufficient fuel to reach
it. This course of action would mitigate the risk. The pilot
also has the option to eliminate it entirely by waiting for
better weather.
9-9
Figure 9-5. 3P Model (Perceive, Process, and Perform).
Aeronautical
DecisionMaking
(Perceive)
(Perform) (Process)
Once the pilot has completed the 3P decision process and
selected a course of action, the process begins again because
the set of circumstances brought about by the course of
action requires analysis. The decision-making process is a
continuous loop of perceiving, processing, and performing.
It is never too early to start teaching students about risk
management. Using the 3P model gives CFIs a tool to teach
them a structured, efficient, and systematic way to identify
hazards, assess risk, and implement effective risk controls.
Practicing risk management needs to be as automatic in
general aviation (GA) flying as basic aircraft control.
Consider making the 3P discussion a standard feature of the
preflight discussion. As is true for other flying skills, risk
management habits are best developed through repetition
and consistent adherence to specific procedures.
Hazard List for Aviation Technicians
AMTs should learn about risk management early in training,
also. Instructors tasked with integrating risk management into
instruction can turn to hazard assessments that identify the
safety risks associated with the facility being used, the tools
used in the procedure, and/or the job being performed.
The process for identifying hazards can be accomplished
through the use of checklists, lessons learned, compliance
inspections/audits, accidents/near misses, regulatory
developments, and brainstorming sessions. For example,
aviation accident reports from the National Transportation
Safety Board (NTSB) can be used to generate discussions
pertaining to faulty maintenance that led to aircraft accidents.
All available sources should be used for identifying,
characterizing, and controlling safety risks.
The 3P model can also be adapted for use in a nonflight
environment, such as a maintenance facility. For example,
the AMT perceives a hazard, processes its impact on shop
or personnel safety, and then performs by implementing the
best course of action to mitigate the perceived risk.
Pilot Self-Assessment
Setting personal minimums is an important step in mitigating
risk, and safe pilots know how to properly self-assess. For
example, in the opening scenario, the aircraft Mary plans
to fly may have a maximum crosswind component of 15
knots listed in the aircraft flight manual (AFM), but she
only has experience with 10 knots of direct crosswind. It
could be unsafe to exceed a 10 knots crosswind component
without additional training. Therefore, the 10 knot crosswind
experience level is Mary’s personal limitation until additional
training with Daniel provides her with additional experience
for flying in crosswinds that exceed 10 knots.
Pilots in training must be taught that exercising good judgment
begins prior to taking the controls of an aircraft. Often, pilots
thoroughly check their aircraft to determine airworthiness,
yet do not evaluate their own fitness for flight. Just as a
checklist is used when preflighting an aircraft, a personal
checklist based on such factors as experience, currency, and
comfort level can help determine if a pilot is prepared for a
particular flight. The FAA’s “Personal Minimums Checklist”
located in Appendix D is an excellent tool for pilots to use in
self-assessment. This checklist reflects the PAVE approach to
risk mitigation discussed in the previous paragraphs.
Worksheets for a more in-depth risk assessment are located
in the “FAA/Industry Training Standards Personal and
Weather Risk Assessment Guide” located online at www.
faa.gov. This guide is designed to assist pilots in developing
personal standardized procedures for accomplishing PIC
responsibilities and in making better preflight and inflight
　
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