CH.V.G.K2

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• Helicopter Flying Handbookp. 13-3
  Chapter 13: Effective Aeronautical Decision-Making › Aeronautical Decision-Making (ADM) › Scenario

  about to end, the pilot based his time required to complete the flight on ideal conditions, and did not take into consideration the possibility of delays. This led to a feeling of being time limited. Even after determining the landing ... determination to continue. After landing, and waiting 30 minutes longer than planned, the pilot observed the outer effects of the thunderstorm, yet still attempted to depart. The pilot dispelled any available options by thinking the only option…

• Helicopter Flying Handbookp. 9-20
  Chapter 9: Basic Flight Maneuvers › Go-Around

  Around A go-around is a procedure for remaining airborne after an intended landing is discontinued. A go-around may be necessary when: • Instructed by the control tower. • Traffic conflict occurs. • The helicopter is in a position from which ... time an approach is uncomfortable, incorrect, or potentially dangerous, abandon the approach. The decision to make a go-around should be positive and initiated before a critical situation develops. When the decision is made, carry it out without hesitation…

• Risk Management Handbookp. 2-2
  Chapter 2: Personal Minimums › Personal Minimums › Step 2—Assess Experience and Comfort Level

  ceiling as 7,000 feet, and the lowest visibility as 15 miles. A pilot may never experience MVFR conditions and would leave the dash in place. However, in this example and as shown in Figure 2-3, the pilot regularly ... flies in an area where normal summer flying involves hazy conditions over relatively flat terrain and is more experienced and comfortable in MVFR. The pilot used the MVFR column to record personal minimums of a 2,500-foot ceiling…

• Helicopter Flying Handbookp. 13-11
  Chapter 13: Effective Aeronautical Decision-Making › Risk Management › Using the 3P Model to Form Good Safety Habits

  routes should the approach need to be terminated prior to landing, • Possible hazards, such as wires or structures either around the landing site or inside of the confined area, and • The condition of the terrain at the landing site ... dust, and snow can be extreme hazards if the pilot is not properly trained to land in those particular conditions. The pilot reviews the 3P process for each hazard. The pilot has perceived the risk associated for each…

• Risk Management Handbookp. 2-3
  Chapter 2: Personal Minimums › Personal Minimums › Step 3—Consider Other Conditions

  this example, the pilot did not fill in the LIFR boxes for known “comfort level” in instrument meteorological conditions (IMC) after deciding to avoid flight in those conditions. 12402 Experience and “Comfort Level” Assessment Figure 2-4. A sample pilot ... single table, the summary of a pilot’s known “comfort level” for VFR, MVFR, IFR, and LIFR weather conditions might appear as shown in Figure 2-5. Figure 2-5. Experience and comfort level assessment for combined…

• Risk Management Handbookp. 2-4
  Chapter 2: Personal Minimums › Personal Minimums › Step 5—Adjust for Specific Conditions

  table as shown in Figure 2-8. Figure 2-8. Sample baseline personal minimums. Step 5—Adjust for Specific Conditions Any flight a pilot makes involves an infinite combination of pilot skill, experience, conditions, and proficiency. Aircraft equipment and performance ... environmental conditions, and external influences vary considerably. Both individually and in combination, these factors can compress or expand the safety buffer provided by baseline personal minimums. Consequently, a pilot should develop a practical way to adjust baseline personal minimums…