PH.I.H.S2

From the FAA library

• Helicopter Flying Handbookp. 13-12
  Chapter 13: Effective Aeronautical Decision-Making › Risk Management › Using the 3P Model to Form Good Safety Habits

  tool for risk reduction. From an approach and departure standpoint, the risk is assessed to be medium. There is only one viable approach and departure path. Given the size of the confined area and the wind direction, the approach ... correlating risk management action may have subsequent impact on other factors. This demonstrates the need for continuous assessment and evaluation of the impact of chosen courses of action…

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

  Step 4—Assemble and Evaluate Combining all these numbers results in a baseline personal minimums 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…

• Helicopter Flying Handbookp. 13-6
  Chapter 13: Effective Aeronautical Decision-Making › Pilot Self-Assessment

  Pilot Self-Assessment The pilot in command (PIC) of an aircraft is directly responsible for and is the final authority for the operation of that aircraft. The list of PIC responsibilities is long, and nothing should be overlooked. To exercise ... those responsibilities effectively and make effective decisions regarding the outcome of a flight, a pilot must have an understanding of personal limitations. Pilot performance from planning the flight to execution of the flight is affected by many factors, such…

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

  experience summary. The tables in Figure 2-3, Figure 2-4, and Figure 2-5 layout a sample assessment. Figure 2-3 shows how entries might look in the Experience & Comfort Level Assessment VFR & MVFR table. Suppose a pilot ... 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 and 4 miles visibility for daytime operations. 12399 For night flight, a ceiling…

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

  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 experience and comfort level assessment ... LIFR weather conditions might appear as shown in Figure 2-5. Figure 2-5. Experience and comfort level assessment for combined VFR and IFR. Step 3—Consider Other Conditions Pilots should also have personal minimums for wind and turbulence…

• Aviation Instructor's Handbookp. 3-5
  Chapter 3: The Learning Process › Cognitive Theory › Constructivism

  this preexisting information and integrating it into meaningful connections. In constructivist thinking, learners are given more latitude to become effective problem solvers, identifying and evaluating problems, as well as deciphering ways in which to transfer their learning to these problems ... known as the higher order thinking skills (HOTS) from Bloom’s Taxonomy and training based on problems or scenarios. Constructivism is the basis for several of the training delivery methods covered in Chapter 5, The Teaching Process…