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The second easiest point in the flight to make a critical safety decision is just prior to takeoff. Few pilots have ever had to make an “emergency takeoff”. While the point of the 5P check is to help the pilot fly, the correct application of the 5P before takeoff is to assist in making a reasoned go no-go decision based on all the information available. That decision will usually be to “go,” with certain restrictions and changes, but may also be a “no-go.” The key point is that these two points in the process of flying are critical go no-go points on each and every flight.
The third place to review the 5 Ps is at the mid point of the flight. Often, pilots may wait until the Automated Terminal information Service (ATIS) is in range to check weather, yet at this point in the flight many good options have already passed behind the aircraft and pilot. Additionally, fatigue and low-altitude hypoxia serve to rob the pilot of much of his or her energy by the end of a long and tiring flight day. This leads to a transition from a decision-making mode to an acceptance mode on the part of the pilot. If the flight is longer than 2 hours, the 5P check should be conducted hourly.
The last two decision points are just prior to descent into the terminal area and just prior to the final approach fix, or if VFR just prior to entering the traffic pattern, as preparations for landing commence. Most pilots execute approaches with the expectation that they will land out of the approach every time. A healthier approach requires the pilot to assume that changing conditions (the 5 Ps again) will cause the pilot to divert or execute the missed approach on every approach. This keeps the pilot alert to all manner of conditions that may increase risk and threaten the safe conduct of the flight. Diverting from cruise altitude saves fuel, allows unhurried use of the autopilot, and is less reactive in nature. Diverting from the final approach fix, while more difficult, still allows the pilot to plan and coordinate better, rather than executing a futile missed approach. Let’s look at a detailed discussion of each of the Five Ps.The Plan
The “Plan” can also be called the mission or the task. It contains the basic elements of cross-country planning, weather, route, fuel, publications currency, etc. The “Plan” should be reviewed and updated several times during the course of the flight. A delayed takeoff due to maintenance, fast moving weather, and a short notice TFR may all radically alter the plan. The “plan” is not only about the flight plan, but also all the events that surround the flight and allow the pilot to accomplish the mission. The plan is always being updated and modified and is especially responsive to changes in the other four remaining Ps. If for no other reason, the 5P
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check reminds the pilot that the day’s flight plan is real life and subject to change at any time.
Obviously weather is a huge part of any plan. The addition of datalink weather information give the advanced avionics pilot a real advantage in inclement weather, but only if the pilot is trained to retrieve, and evaluate the weather in real time without sacrificing situational awareness. And of course, weather information should drive a decision, even if that decision is to continue on the current plan. Pilots of aircraft without datalink weather should get updated weather in flight through a Flight Service Station (FSS) and/or Flight Watch.
The Plane
Both the “plan” and the “plane” are fairly familiar to most pilots. The “plane” consists of the usual array of mechanical and cosmetic issues that every aircraft pilot, owner, or operator can identify. With the advent of advanced avionics, the “plane” has expanded to include database currency, automation status, and emergency backup systems that were unknown a few years ago. Much has been written about single pilot IFR flight both with and without an autopilot. While this is a personal decision, it is just that—a decision. Low IFR in a non-autopilot equipped aircraft may depend on several of the other Ps to be discussed. Pilot proficiency, currency, and fatigue are among them.
The Pilot
Flying, especially when used for business transportation, can expose the pilot to high altitude flying, long distance and endurance, and more challenging weather. An advanced avionics aircraft, simply due to their advanced capabilities can expose a pilot to even more of these stresses. The traditional “IMSAFE” checklist (see page 17-6) is a good start.
The combination of late night, pilot fatigue, and the effects of sustained flight above 5,000 feet may cause pilots to become less discerning, less critical of information, less decisive and more compliant and accepting. Just as the most critical portion of the flight approaches (for instance a night instrument approach, in the weather, after a 4-hour flight) the pilot’s guard is down the most. The 5P process helps a pilot recognize the physiological situation at the end of the flight before takeoff, and continues to update personal conditions as the flight progresses. Once risks are identified, the pilot is in an infinitely better place to make alternate plans that lessen the effect of these factors and provide a safer solution.
　
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本文鏈接地址：Pilot's Handbook of Aeronautical Knowledge航空知識手冊3(62)