Aeronautical Decision-Making

and low-altitude hypoxia serve to rob the pilot of much of the “plane” has expanded to include database currency, his or her energy by the end of a long and tiring flight day. automation status, and emergency backup systems that were This leads to a transition from a decision-making mode to an unknown a few years ago. Much has been written about acceptance mode on the part of the pilot. If the flight is longer single pilot IFR flight, both with and without an autopilot. than 2 hours, the 5 P check should be conducted hourly. While this is a personal decision, it is just that—a decision. Low IFR in a non-autopilot equipped aircraft may depend The last two decision points are just prior to descent into the on several of the other Ps to be discussed. Pilot proficiency, terminal area and just prior to the final approach fix, or if currency, and fatigue are among them. VFR, just prior to entering the traffic pattern as preparations for landing commence. Most pilots execute approaches with The Pilot the expectation that they will land out of the approach every Flying, especially when business transportation is involved, time. A healthier approach requires the pilot to assume that can expose a pilot to risks such as high altitudes, long trips changing conditions (the 5 Ps again) will cause the pilot to requiring significant endurance, and challenging weather. divert or execute the missed approach on every approach. Advanced avionics, when installed, can expose a pilot to high This keeps the pilot alert to all manner of conditions that stresses because of the inherent additional capabilities which may increase risk and threaten the safe conduct of the flight. are available. When dealing with pilot risk, it is always best Diverting from cruise altitude saves fuel, allows unhurried to consult the “IMSAFE” checklist (see page 2-6). use of the autopilot and is less reactive in nature. Diverting from the final approach fix, while more difficult, still allows The combination of late nights, pilot fatigue, and the effects the pilot to plan and coordinate better, rather than executing of sustained flight above 5,000 feet may cause pilots to a futile missed approach. Let’s look at a detailed discussion become less discerning, less critical of information, less of each of the Five Ps. decisive, and more compliant and accepting. Just as the most critical portion of the flight approaches (for instance a night The Plan instrument approach, in the weather, after a 4-hour flight), The “Plan” can also be called the mission or the task. It the pilot’s guard is down the most. The 5 P process helps a contains the basic elements of cross-country planning, pilot recognize the physiological challenges that they may weather, route, fuel, publications currency, etc. The “Plan” face towards the end of the flight prior to takeoff and allows should be reviewed and updated several times during the them to update personal conditions as the flight progresses. course of the flight. A delayed takeoff due to maintenance, Once risks are identified, the pilot is in a better place to fast moving weather, and a short notice TFR may all radically make alternate plans that lessen the effect of these factors alter the plan. The “plan” is not only about the flight plan, and provide a safer solution. but also all the events that surround the flight and allow the pilot to accomplish the mission. The plan is always being The Passengers updated and modified and is especially responsive to changes One of the key differences between CRM and SRM is the in the other four remaining Ps. If for no other reason, the 5 P way passengers interact with the pilot. The pilot of a highly check reminds the pilot that the day’s flight plan is real life capable single-engine aircraft maintains a much more personal and subject to change at any time. relationship with the passengers as he/she is positioned within an arm’s reach of them throughout the flight. Obviously, weather is a huge part of any plan. The addition of datalink weather information gives the advanced avionics The necessity of the passengers to make airline connections pilot a real advantage in inclement weather, but only if the or important business meetings in a timely manner enters pilot is trained to retrieve and evaluate the weather in real into this pilot’s decision-making loop. Consider a flight time without sacrificing situational awareness. And of course, to Dulles Airport in which and the passengers, both close weather information should drive a decision, even if that friends and business partners, need to get to Washington, decision is to continue on the current plan. Pilots of aircraft D.C. for an important meeting. The weather is VFR all the without datalink weather should get updated weather in flight way to southern Virginia, then turns to low IFR as the pilot through an FSS and/or Flight Watch. approaches Dulles. A pilot employing the 5 P approach might consider reserving a rental car at an airport in northern The Plane North Carolina or southern Virginia to coincide with a Both the “plan” and the “plane” are fairly familiar to most refueling stop. Thus, the passengers have a way to get to pilots. The “plane” consists of the usual array of mechanical Washington, and the pilot has an out to avoid being pressured and cosmetic issues that every aircraft pilot, owner, or into continuing the flight if the conditions do not improve. operator can identify. With the advent of advanced avionics, 2-14