PL.XI.E.K6

From the FAA library

• 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…

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

  Other The top four causes of general aviation fatal accidents include loss of control in-flight (LOC-I), controlled flight into terrain (CFIT), system component failure of the powerplant (SCF-PP), and fuel-related issues. These causes often signify ... will often reveal inadequate risk management as a common thread. To begin with, pilots should recognize hazards linked to causes of aircraft accidents as presented below: 11806 1. Loss of Control In-flight (LOC-I)–Examples of loss of control…

• 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…

• 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. 6-2
  Chapter 6: Threat and Error Management › Causes of Errors › Psychological Effects

  pilot knows the thought process that leads to a decision, but making safety other than the top priority may cause the pilot to err. 18395 An emotional response could appear spontaneously and lead to an error at any time. After ... emotional shock or an important life event, the pilot may not be able to concentrate on the current conditions. On the other hand, individuals may become relaxed during flight and may not be sufficiently alert to react to a threat…

• Pilot's Handbook of Aeronautical Knowledgep. 7-24
  Chapter 7: Aircraft Systems › Flameout › Performance Comparison

  flameout normally are the same as those following an engine failure. If the flameout is due to a transitory condition, such as an imbalance between fuel flow and engine speed, an airstart may be attempted once the condition is corrected ... compare the performance of a reciprocating powerplant and different types of turbine engines. For the comparison to be accurate, thrust horsepower (usable horsepower) for the reciprocating powerplant must be used rather than brake horsepower, and net thrust must be used…