Aeronautical Decision-Making

Crew Resource Management (CRM) and Single-Pilot Resource Management START Identify While CRM focuses on pilots operating in crew environments, Hazards many of the concepts apply to single-pilot operations. Many CRM principles have been successfully applied to single-pilot aircraft and led to the development of Single-Pilot Resource Monitor Assess Management (SRM). SRM is defined as the art and science Results Risks of managing all the resources (both on-board the aircraft RISK and from outside sources) available to a single pilot (prior to and during flight) to ensure the successful outcome of the MANAGEMENT flight. SRM includes the concepts of ADM, risk management PROCESS (RM), task management (TM), automation management (AM), controlled flight into terrain (CFIT) awareness, and Use Analyze situational awareness (SA). SRM training helps the pilot Controls Controls maintain situational awareness by managing the automation and associated aircraft control and navigation tasks. This Make Control enables the pilot to accurately assess and manage risk and Decisions make accurate and timely decisions. SRM is all about helping pilots learn how to gather information, analyze it, and make decisions. Although the Figure 2-3. Risk management decision-making process. flight is coordinated by a single person and not an onboard flight crew, the use of available resources such as auto-pilot 1. Accept no unnecessary risk. Flying is not possible and air traffic control (ATC) replicates the principles of CRM. without risk, but unnecessary risk comes without a corresponding return. If you are flying a new airplane Hazard and Risk for the first time, you might determine that the risk of making that flight in low visibility conditions is Two defining elements of ADM are hazard and risk. Hazard unnecessary. is a real or perceived condition, event, or circumstance that a pilot encounters. When faced with a hazard, the pilot makes 2. Make risk decisions at the appropriate level. Risk an assessment of that hazard based upon various factors. The decisions should be made by the person who can pilot assigns a value to the potential impact of the hazard, develop and implement risk controls. Remember which qualifies the pilot’s assessment of the hazard—risk. that you are pilot-in-command, so never let anyone else—not ATC and not your passengers—make risk Therefore, risk is an assessment of the single or cumulative decisions for you. hazard facing a pilot; however, different pilots see hazards 3. Accept risk when benefits outweigh dangers (costs). differently. For example, the pilot arrives to preflight and In any flying activity, it is necessary to accept some discovers a small, blunt type nick in the leading edge at the degree of risk. A day with good weather, for example, middle of the aircraft’s prop. Since the aircraft is parked on is a much better time to fly an unfamiliar airplane for the tarmac, the nick was probably caused by another aircraft’s the first time than a day with low IFR conditions. prop wash blowing some type of debris into the propeller. 4. Integrate risk management into planning at all levels. The nick is the hazard (a present condition). The risk is prop Because risk is an unavoidable part of every flight, fracture if the engine is operated with damage to a prop blade. safety requires the use of appropriate and effective risk management not just in the preflight planning stage, The seasoned pilot may see the nick as a low risk. He but in all stages of the flight. realizes this type of nick diffuses stress over a large area, is located in the strongest portion of the propeller, and based While poor decision-making in everyday life does not always on experience; he does not expect it to propagate a crack that lead to tragedy, the margin for error in aviation is thin. Since can lead to high risk problems. He does not cancel his flight. ADM enhances management of an aeronautical environment, all pilots should become familiar with and employ ADM. 2-4