PH.II.A.K3c

From the FAA library

• Helicopter Flying Handbookp. 13-9
  Chapter 13: Effective Aeronautical Decision-Making › Risk Management › Four Risk Elements

  possibility of loss or injury. The level of risk is measured by the number of people or resources affected (exposure), the extent of possible loss (severity), and the likelihood of loss (probability). A hazard can be a real or perceived ... morning to make a long flight. With only a few hours of sleep and congestion that indicates the possible onset of a cold, is that pilot safe to fly? Aircraft—A pilot frequently bases decisions to fly on To maintain…

• Risk Management Handbookp. 3-4
  Chapter 3: Identifying Hazards & Associated Risks › Leading Accident Causes › Identifying Hazards

  Identifying Hazards There are several ways pilots can detect hazards. Pilots should use combinations of methods to detect hazards, including the following: • Visual Observation–A pilot’s observations provide a primary means to identify hazards. For example, a pilot ... from them. A pilot who can see terrain can maneuver to avoid it. • Preflight Planning–Many hazards can be detected through preflight planning. Weather briefings identify hazards. Aircraft performance calculations, preflight inspections, and other routine procedures may identify hazards…

• Risk Management Handbookp. 4-1
  Chapter 4: Assessing Risk › Using a Risk Assessment Matrix

  runways are just long enough to accommodate the aircraft. The possibility exists for a runway overrun on each landing. Given this data, an overrun could occur sometime, and the likelihood is “occasional.” Risk Severity The following terms describe the severity ... example of the marginal runway length, an overrun could cause major damage to the aircraft and possible severe injuries, or a “critical” outcome. Using a Risk Assessment Matrix Once risk likelihood and severity have been determined, the pilot…

• Helicopter Flying Handbookp. 12-7
  Chapter 12: Night Operations › Night Flight › Preflight

  flight safety. It must comply with the appropriate rotorcraft flight manual (RFM). Preflight should be scheduled as early as possible in the flight planning sequence, preferably during daylight hours, allowing time for maintenance assistance and correction. If a night preflight ... lens (white light) should be used to supplement lighting. Oil and hydraulic fluid levels and leaks are difficult to detect with a blue-green or red lens. Windscreens should be checked to ensure they are clean and relatively free…

• Pilot's Handbook of Aeronautical Knowledgep. 2-20
  Chapter 2: Aeronautical Decision-Making › The Decision-Making Process › Estimate (the Need To React)

  Detect (the Problem) Problem detection is the first step in the decision-making process. It begins with recognizing a change occurred or an expected change did not occur. A problem is perceived first by the senses and then ... determine the nature and severity of the problem. One critical error made during the decision-making process is incorrectly detecting the problem. In the previous example, the change that occurred was a yaw. Estimate (the Need To React…

• Helicopter Flying Handbookp. 12-9
  Chapter 12: Night Operations › Night Flight › Collision Avoidance at Night

  case should not exceed 10 degrees, and each area should be observed for at least 1 second to enable detection. If the pilot detects a dimly lit object in a certain direction, the pilot should not look directly ... tower, aircraft, ground lights). Short stops of a few seconds in duration in each scan will help to detect the light and its movement. A pilot can determine another aircraft’s direction of flight by interpreting the position and anticollision…