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Obtain a thorough weather briefing for all phases of flight. Including current, enroute and destination weather. Utilize METARs, TAFs, prognostic and winds aloft charts. There are a very of other charts and textual reports that may or may not affect your route of flight. 

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Obtain a thorough weather briefing for all phases of flight. Including current, enroute and destination weather. Utilize METARs, TAFs, prognostic and winds aloft charts. There are a very of other charts and textual reports that may or may not affect your route of flight. 

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Aviation Weather Overview

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Aviation Weather Center Mission Statement:

The Aviation Weather Center delivers consistent, timely and accurate weather information for the world airspace system. We are a team of highly skilled people dedicated to working with customers and partners to enhance safe and efficient flight.

To be the trusted authority and leading innovator for aviation weather information.

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Aviation Weather Overview Turns off interactive maps on main pages and adds a link to the interactive maps on a secondary page. Turning off maps is recommended for slow browsers and network connections. Aviation Weather Center Mission Statement: The Aviation Weather Center delivers consistent, timely and accurate weather information for the world airspace system.

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Am I safe? It is crucial that you not only perform the "IMSAFE" checklist but to answer it as truthfully and honestly as you can. 

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Am I safe? It is crucial that you not only perform the "IMSAFE" checklist but to answer it as truthfully and honestly as you can. 

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There are at least three kinds of stress that pilots should be aware of: Physiological, environmental and psychological stress.

Physiological stress is stress in the physical sense. It comes from fatigue, strenuous exercise, being out of shape or changing time zones, to name a few. Unhealthy eating habits, illness, and other physical ailments are included in this category, too.

Environmental stress comes from the immediate surroundings and includes things such as being too hot or too cold, inadequate oxygen levels or loud noises.

Psychological stress can be more difficult to identify. This category of stress includes anxiety, social and emotional factors and mental fatigue. Psychological stress can occur for many reasons such as divorce, family problems, financial troubles or just a change in schedule.

A small level of stress can be a good thing, as it keeps pilots aware and on their toes. But stress can accumulate and affect performance. Also, everyone handles stress differently. A source of anxiety for one person might be a fun challenge for another person. It's important for pilots to be able to recognize and evaluate their stressors so they can mitigate risk.

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Pilot Risk Management: The I'M SAFE Checklist

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There are at least three kinds of stress that pilots should be aware of: Physiological, environmental and psychological stress. Physiological stress is stress in the physical sense. It comes from fatigue, strenuous exercise, being out of shape or changing time zones, to name a few.

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Even if you might be familiar complacency can occur resulting in missed items. Always confirm inspections are complete, required documents are on board along with required equipment. Also the aircraft is equipped for the type of flight you will be conducting.

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The visual preflight assessment is an important step in mitigating airplane flight hazards. The purpose of the preflight assessment is to ensure that the airplane meets regulatory airworthiness standards and is in a safe mechanical condition prior to flight. The term "airworthy" means that the aircraft and its component parts meet the airplane's type design or is in a properly altered configuration and is in a condition for safe operation. The inspection has two parts and involves the pilot inspecting the airplane's airworthiness status and a visual preflight inspection of the airplane following the AFM/POH to determine the required items for inspection. [Figures 2-1 through 2-3] The owner/operator is primarily responsible for maintenance, but the pilot is (solely) responsible for determining the airworthiness (and/or safety) of the airplane for flight.

Flight Literacy Recommends

Each airplane has a set of logbooks that include airframe and engine and, in some cases, propeller and appliance logbooks, which are used to record maintenance, alteration, and inspections performed on a specific airframe, engine, propeller, or appliance. It is important that the logbooks be kept accurate and secure but available for inspection. Airplane logbooks are not required, nor is it advisable, to be kept in the airplane. It should be a matter of procedure by the pilot to inspect the airplane logbooks or a summary of the airworthy status prior to flight to ensure that the airplane records of maintenance, alteration, and inspections are current and correct. [Figure 2-4] The following is required:

Annual inspection within the preceding 12-calendar months (Title 14 of the Code of Federal Regulations (14 CFR) part 91, section 91.409(a))

100-hour inspection, if the aircraft is operated for hire (14 CFR part 91, section 91.409(b))

Transponder certification within the preceding 24-calendar months (14 CFR part 91, section 91.413)

Static system and encoder certification, within the preceding 24-calendar months, required for instrument flight rules (IFR) flight in controlled airspace (14 CFR part 91, section 91.411)

30-day VHF omnidirectional range (VOR) equipment check required for IFR flight (14 CFR part 91, section 91.171)

Emergency locator transmitter (ELT) inspection within the last 12 months (14 CFR part 91, section 91.207(d))

ELT battery due (14 CFR part 91, section 91.207(c))

Current status of life limited parts per Type Certificate Data Sheets (TCDS) (14 CFR part 91, section 91.417)

Status, compliance, logbook entries for airworthiness directives (ADs) (14 CFR part 91, section 91.417(a)(2)(v))

Federal Aviation Administration (FAA) Form 337, Major Repair or Alteration (14 CFR part 91, section 91.417)

Inoperative equipment (14 CFR part 91, section 91.213)

A review determines if the required maintenance and inspections have been performed on the airplane. Any discrepancies must be addressed prior to flight. Once the pilot has determined that the airplane's logbooks provide factual assurance that the aircraft meets its airworthy requirements, it is appropriate to visually inspect the airplane. The visual preflight inspection of the airplane should begin while approaching the airplane on the ramp. The pilot should make note of the general appearance of the airplane, looking for discrepancies such as misalignment of the landing gear and airplane structure. The pilot should also take note of any distortions of the wings, fuselage, and tail, as well as skin damage and any staining, dripping, or puddles of fuel or oils.

It must be determined by the pilot that the following documents are, as appropriate, on board, attached, or affixed to the airplane:

Original Airworthiness Certificate (14 CFR part 91, section 91.203)

Original Registration Certificate (14 CFR part 91, section 91.203)

Radio station license for flights outside the United States or airplanes greater than 12,500 pounds (Federal Communications Commission (FCC) rule)

Operating limitations, which may be in the form of an FAA-approved AFM/POH, placards, instrument markings, or any combination thereof (14 CFR part 91, section 91.9)

Official weight and balance

Compass deviation card (14 CFR part 23, section 23.1547)

External data plate (14 CFR part 45, section 45.11)

Visual Preflight Assessment

The inspection should start with the cabin door. If the door is hard to open or close, does not fit snugly, or the door latches do not engage or disengage smoothly, the surrounding structure, such as the door post, should be inspected for misalignment which could indicate structural damage. The visual preflight inspection should continue to the interior of the cabin or cockpit where carpeting should be inspected to ensure that it is serviceable, dry, and properly affixed; seats belts and shoulder harnesses should be inspected to ensure that they are free from fraying, latch properly, and are securely attached to their mounting fittings; seats should be inspected to ensure that the seats properly latch into the seat rails through the seat lock pins and that seat rail holes are not abnormally worn to an oval shape; [Figure 2-5] the windshield and windows should be inspected to ensure that they are clean and free from cracks, and crazing. A dirty, scratched, and/or a severely crazed window can result in near zero visibility due to light refraction at certain angles from the sun.

AFM/POH must be the reference for conducting the visual preflight inspection, and each manufacturer has a specified sequence for conducting the actions. In general, the following items are likely to be included in the AFM/POH preflight inspection:

Master, alternator, and magneto switches are OFF

Control column locks are REMOVED

Landing gear control is DOWN

Fuel selectors should be checked for proper operation in all positions, including the OFF position. Stiff fuel selectors or where the tank position is not legible or lacking detents are unacceptable.

Trim wheels, which include elevator and may include rudder and aileron, are set for takeoff position.

Avionics master OFF

Circuit breakers checked IN

Flight instruments must read correctly. Airspeed zero; altimeter when properly set to the current barometric setting should indicate the field elevation within 75 feet for IFR flight; the magnetic compass should indicate the airplane's direction accurately; and the compass correction card should be legible and complete. For conventional wet magnetic compasses, the instrument face must be clear and the instrument case full of fluid. A cloudy instrument face, bubbles in the fluid, or a partially filled case renders the compass unusable. The vertical speed indictor (VSI) should read zero. If the VSI does not show a zero reading, a small screwdriver can be used to zero the instrument. The VSI is the only flight instrument that a pilot has the prerogative to adjust. All others must be adjusted by an FAA-certificated repairman or mechanic.

Mechanical air-driven gyro instruments must be inspected for signs of hazing on the instrument face, which may indicate leaks.

If the airplane has retractable gear, landing gear down and locked lights are checked green.

Check the landing gear switch is DOWN, then turn the master switch to the ON position and fuel qualities must be noted on the fuel quantity gauges and compared to a visual inspection of the tank level. If so equipped, fuel pumps may be placed in the ON position to verify fuel pressure in the proper operating range.

Other items may include checking that lights for both the interior and exterior airplane positions are operating and any annunciator panel checks.

Advanced avionics aircraft have specific requirements for testing Integrated Flight Deck (IFD) "glass-panel" avionics and supporting systems prior to flight. IFD's are complex electronic systems typically integrating flight control, navigation and communication, weather, terrain, and traffic subsystems with the purpose to enhance a pilot's situational awareness (SA), aeronautical decision-making (ADM), and single-pilot resource management (SRM) capability. Groundbased inspections may include verification that the flight deck reference guide is in the aircraft and assessable, system driven removal of "Xs" over engine indicators, pitot/static and attitude displays, testing of low level alarms, annunciator panels, setting of fuel levels, and verification that the avionics cooling fans, if equipped, are functional. [Figure 2-6] The AFM/POH specifies how these preflight inspections are to take place. Since an advanced avionics aircraft preflight checklist may be extensive, pilots should allow extra time for these aircraft to ensure that all items are properly addressed.

Flight Literacy Recommends

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Preflight Assessment of the Aircraft - Visual Preflight Assessment

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The visual preflight assessment is an important step in mitigating airplane flight hazards. The purpose of the preflight assessment is to ensure that the airplane meets regulatory airworthiness standards and is in a safe mechanical condition prior to flight.

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Continuing with the pre flight, it is always important to file a flight plan. There are advantages for doing this.

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Flight Plans Who Needs Them ?

FLIGHT PLANS
Who Needs Them?

by H. Dean Chamberlain

Recently a pilot I know was admonished for not closing his VFR flight plan. According to the pilot, he regretted the incident, but he was very unhappy about the manner and tone the Flight Service Station (FSS) people used to "counsel" him. As he said, "I made a mistake. I should have closed it. End of story. But the FSS wouldn't let it end. The tower asked me to call the FSS, and there was a message left at the fixed-based operator for me to call the FSS. I called and talked to a woman at the FSS. She told me I hadn't closed my flight plan and to not let that happen again."

Then he said he went flying again for another hour. "When I returned, there was a second message for me to call the FSS. The second time I called, a man talked at me for 30 minutes because he thought the lady had not handled it well enough. I felt fear, anxiety, and anger. I felt the system had failed me. I didn't appreciate how the second FSS person talked at me about the incident. I don't think I needed to be talked at again for another 30 minutes."

Are we talking about a new student pilot on his first cross-country flight? No, the pilot was a very experienced airline transport rated pilot. So, experienced, in fact, he might have forgotten to close his VFR flight plan because he was accostumed to flying IFR where the airport control tower or controlling facility closes the IFR flight plan when the aircraft lands.

It is important to remember pilots have to open and close VFR flight plans. End of sermon.

WAYS TO AVOID A "SENIOR" MOMENT Recently a television program discussed the concerns of aging baby boomers worrying about forgetting things. One person I work with calls such events "a senior moment." Since anyone can have a senior moment, based upon the flight plan story and the television story, this seems like a good time to discuss how other pilots have said they avoid such moments and remember to close their VFR flight plans.

For example, according to several magazine articles over the years that I have read, some pilots said they put their wrist watch on their "other" wrist so that after a flight when they are checking the time and can't "find" their watch, they will stop and hopefully remember why they put it on the "wrong" arm. (Now if they will only remember it has something to do with closing a flight plan.)

Other ideas include wearing a rubber band around a wrist as a reminder. (Pilots just have to remember to remove the rubber band before their hand falls off from lack of circulation.) Just remember to use a size of rubber band guaranteed not to cause your hand to fall off before the end of the flight. Now if someone would just make a one-, two-, or three-hour rubber band.

Other people have said they leave notes in their cars, on their clothes, in their pockets, or attached to their car keys. One article said one pilot used spring loaded wooden clothes pins to attach his notes. Another idea is to put a note on your car's rear view mirror.

(It is too bad we can't talk the FAA's Aviation Safety Program into making a safety-reminder tag somewhat like the handicapped parking permits that fit around a car's rearview mirror or an inexpensive sun shade with a reminder printed on it for pilots to close their flight plans. )

Airports also try to help pilots remember to close flight plans by installing signs near taxiways, hangars, and airport highway exits as reminders. Many fixed-based operators also have signs and posters reminding pilots to close their flight plans.

WHY IS IT IMPORTANT TO CLOSE A VFR FLIGHT PLAN

So why all of this emphasis on pilots closing their flight plans? The reason is if a pilot files a VFR flight plan, opens it (remember a VFR flight plan must be opened by the pilot with the appropriate air traffic facility), and fails to close it, air traffic control starts to look for the aircraft 30 minutes after the estimated time of arrival filed in the flight plan. At first, air traffic control (ATC) uses the telephone to try and locate the aircraft. The question is whether or not the aircraft landed safely and the pilot failed to properly close the flight plan or did the aircraft crash en route. The first step is a check at the destination airport. Did the aircraft arrive safely? Is it sitting on the ramp or in a hangar at the destination airport? If not, the pilot is contacted using the information listed on the flight plan. If the pilot is not located, the telephone check is widened to cover airports from the originating airport to those along the intended route. Finally, ATC sends out a message informing the aviation community about the "missing" aircraft. The final step is notifying search and rescue that help is needed.

SEARCH AND RESCUE

Of course if there is an emergency locator transmitter (ELT) going off along the missing aircraft's ground track, ATC has additional reason to suspect the aircraft has crashed. One hour and 30 minutes after the aircraft is overdue, a decision is made to notify search and rescue forces that there is a "missing" aircraft. At this point, other people become at risk as they initiate search efforts. Whether they are driving down the highway and are involved in an accident or they are involved in a search-related aircraft incident or accident, search and rescue personnel have been injured themselves responding to a missing aircraft search.

So what does all this have to do with FAA Aviation News and safety? Several things. First, as a safety magazine, we don't want to ever see anyone have an accident. But we all know accidents happen. We especially don't want to see rescue personnel injured while searching for a "missing" aircraft that is safely tied down on a ramp or stored in a hangar somewhere. We think all pilots feel the same way. Not only do pilots not want to be involved in a crash, we think they don't want to cause other people to become injured while searching for a "missing" pilot who simply had a senior moment and forgot to close a VFR flight plan.

No! The answer is not for every VFR pilot to never again file a VFR flight plan. This defeats the purpose and benefits a flight plan provides VFR pilots. Remember, IFR pilots must file an IFR flight plan with ATC for IFR flight in controlled airspace. Filing a VFR flight plan is a voluntary act, but one that can help save your life in the event of an en route accident.

FAA CONCERN

FAA's concern is that not every VFR pilot who should file a flight plan, does in fact file one. Are we saying every VFR pilot should file a VFR flight plan? No, we are not. Not every pilot needs to file a flight plan. Obviously a pilot staying in the pattern to do touch and goes at an airport with an operating control tower doesn't need to file a flight plan. Then, since the only purpose of a VFR flight plan is to alert search and rescue in case an aircraft fails to complete its flight, there are many routine flights where local flight procedures may in fact be better than filing a VFR flight plan. For example, a student pilot going out to a designated training area for a one hour flight is "missed" much faster by a flight school than say a pilot filing a one hour cross-country. Like we said, FAA normally waits at least 30 minutes past the estimated time of arrival for the pilot to check in just in case the pilot's flight planning was off or a headwind was stronger than expected, etc. The student is missed at the end of that first hour. Note this example only works if there is a full-time staff tracking students or another student is waiting for the aircraft for the next flight. If the student is the last flight of the day, and the flight gets "lost" in the FBO's staff's rush to get home, the student's risk goes up. The student may or may not be missed until the next day.

It is also important that the student fly the route expected to the designated training area. The two most important elements in any missing aircraft search is a fast alert and an accurate last known position. Of course, in the event of an injury accident the best place to crash would be in front of a hospital emergency room. Preferably one that allows its staff to help people outside its doors. But that is another story.

WHEN IS A FLIGHT PLAN NEEDED ?

A flight plan becomes an important safety benefit for any pilot on a flight where there is no one expecting that flight. There have been many examples of accidents where no one missed the pilot for days. In one case, the pilot took off early in the morning before day break. No one was meeting the pilot at the end of the flight. The pilot crashed within a mile or so off the end of the departure runway in a heavily wooded area. No one missed the pilot for several days. Then since no one knew the proposed route of flight and no ELT was transmitting, a broad area search had to be made which required more time and resources. Finally, days after the flight's departure, the aircraft was found. How could this delay been prevented? A properly filed VFR flight plan would have alerted ATC within minutes if not hours of the missing aircraft. A filed route of flight would have enabled searchers to concentrate their efforts along the proposed route of flight rather than having to do a time consuming broad area search. The results would have been a much faster search and rescue effort.

WHAT CAN YOU DO TO HELP YOURSELF ?

First, file and activate a VFR flight plan whenever you are at risk of not being missed. Remember, the FAA is less likely to have a "senior" moment than a spouse going golfing or a friend working in the hangar next to yours. The second important factor is to fly the route filed in your flight plan. This helps searchers trace your path. If you change your route, you should notify the nearest FSS or air traffic control facility. If your arrival time changes, you should notify the nearest FSS or air traffic control facility. Throughout your flight, you should give accurate and timely position reports. Position reports narrow the specific area search and rescue forces have to search trying to find you. If you are going to land en route during your flight, you might want to file separate flight plans to your first destination and final destination rather than just one flight plan with a long en route time. The reason is the FAA waits until after your filed estimated time of arrival to start its preliminary search efforts. The problem is if you crash within the first 30 minutes of a four hour flight, you won't be missed until after four hours and 30 minutes. But if you had filed to your first airport of landing, you would be missed sooner and search efforts would start sooner. Finally, it is important to remember to open and close the flight plan for each leg of the flight.

WINTER AND FLIGHT PLANS

Because it is now winter, flight plans and the safety edge they give pilots become even more important. Because winter means fewer hours of daylight, more pilots will be flying at night. All of which means there are more accidents at night. Emergency night-time landings are more risky than their day counterparts. Like the old joke, when you lose your only engine at night and decide to turn on your landing light while descending through 1,000 feet AGL, if you don't like what you see, turn off your light. All joking aside, any night landing has a higher level of risk than one made during the daytime. Now, add some ice and blowing snow to the equation and you start adding to the risk of having a night-time accident. This may be especially true at the smaller general aviation airports in the country's snow-belt where they may lack all of the snow removal equipment larger airports may have.

Then, in the event of any winter accident, but, especially at night, cold becomes a survival factor. As we remind everyone each year, hypothermia is one of winter's deadliest killers. Because of the increase in survival risk factors during the winter, it becomes even more important for pilots to take advantage of the safety and survival benefits of filing a flight plan. Equally important is for all pilots to close their VFR flight plans because the increased flight risks also apply to the safety of those who might have to come rescue you from your warm, comfortable motel or home after you failed to close your VFR flight plan.

A final thought. Just remember in your desire to quickly secure your aircraft and get home to your warm house after a long cold flight, you need to take that extra moment to close your flight plan. Let's all strive to avoid having a "senior moment" while aviating. Everyone will be glad you did.

?AvStop Online Magazine Contact Us Return Home

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Flight Plans Who Needs Them ? FLIGHT PLANS Who Needs Them? by H. Dean Chamberlain Recently a pilot I know was admonished for not closing his VFR flight plan. According to the pilot, he regretted the incident, but he was very unhappy about the manner and tone the Flight Service Station (FSS) people used to "counsel" him.

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To go or not to go? That is the question. 

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To go or not to go? That is the question. 

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Once the preceding steps have been professionally and thoroughly addressed. Prior to departure will be a good time to confirm the data and information you have gathered. Whether everything remains consistent with your pre flight duties will help determine your go no go decision. Believe it or not but this will be the most continuing question you will be asking yourself for the rest of your flying career.

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By Paul Wiley

If you're like me, you are probably puzzled when reading about certain general aviation accidents. Sometimes we cannot begin to understand what the pilot was thinking when he or she decided it was OK to go fly on a day when the condition of the aircraft, the weather or the pilot should have dictated that it was clearly NOT safe to fly.

Arguably the most important decision a pilot routinely makes is the decision to either fly or not to fly (Go/No-Go). This decision is often easy to make if the pilot is fit for flying, the weather is good, the aircraft is airworthy and the "mission" is well within the pilot's comfort zone. However, a thorough understanding of risk is critical to the safe completion of every flight. Risks must be recognized and understood, thoughtfully considered and then dealt with before and continuously during every flight.

The classic definition of risk is the chance that something will go wrong and cause harm to persons or property. A common synonym for risk is danger. Here are 3 definitions (taken directly from FAA's FY 2017 4th Quarter CFI Forum Report) related to risk that must be understood:

1. Hazard - a condition or circumstance that could negatively affect the achievement of an objective, e.g. may lead to an accident.

2. Risk - The likelihood that a given hazard will affect the achievement of an objective. Also known as "probability", usually defined as low or high.

3. Risk Management - The elimination or mitigation of hazards to acceptable levels of risk. Proper management of the risks associated with any flight is a process. There are good processes and many tools (such as checklists) available to pilots to help them evaluate and manage risk.

For example: the PPP risk management model (process) consists of

This model and many more valuable tools are widely available on-line.

Pilots who have been trained to the Airman Certification Standards (ACS) in the past few years should be very familiar with the aspects of risk as they relate to the tasks for which the pilot is being tested. The FAA has made it a requirement for the pilot applicant to demonstrate the "ability to identify, assess and mitigate risks" associated with each and every task the examiner is evaluating. Flight Instructors now teach how to effectively manage risk with emphasis upon good Aeronautical Decision Making (ADM) and proper situational awareness - there will be more on ADM later in this article.

Analysis of accidents makes it clear that oftentimes pilots involved in an accident either 1) did not understand the risks associated with a flight, 2) underestimated the risk or 3) their plans (if any) to mitigate that risk were inadequate. Take for example the accident in January 2017 here in Arizona involving a Cessna 210 on a flight from Scottsdale to Telluride, Colorado. The non-instrument rated pilot was low time (less than 200 hours) and departed VFR without a flight plan being filed with the FAA, into what can only be described as terrible winter flying weather: widespread low clouds with mountain obscuration and icing. Had he obtained a weather briefing it would have undoubtedly included the phrase: "VFR not recommended." The end result of this flight was a tragic accident with 4 fatalities. I presume this pilot did not purposely set out to kill himself, his wife and his 2 children. Had he fully understood the risk and hazards associated with this flight, I would hope that he would have opted not to fly that day.

How is it then that a relatively inexperienced pilot launches off on such a flight, presumably with the expectation that he can complete the flight safely? My belief is that this pilot suffered from one or more "hazardous attitudes." Hazardous attitudes, as defined by the FAA, can include the following five shown here with their "antidotes" (ways to counteract them):

1. Antiauthority - the rules don't apply to me. The FARs (it is often said) are "written in blood," i.e. what we have learned from other pilots' mistakes in the past (and often their "blood,") are written into the current regulations to hopefully prevent similar accidents in the future. Learn from the mistakes of others. The rules are there first and foremost for a very good reason: Safety!

2. Impulsivity - The tendency to act on sudden urges without careful consideration of the consequences. Think it through, use proven processes (like the aforementioned PPP model) and tools like checklists to prevent an impulsive action from becoming a problem or accident.

3. Invulnerability - The idea that one is immune to anything bad happening, like an accident. Understand that you are not "bullet proof;" it can happen to you.

4. Macho - People with a macho attitude are often thought of as bold, fearless or stereotypically masculine. When I was at Luke AFB, there was a big sign in front of Base Operations that said: "There are old pilots and there are bold pilots. There are NO old bold pilots." One of the problems with a macho pilot is that he will attempt to do something because of his big ego and end up taking a risk that a more cautious pilot would not take. Warning to macho pilots: Buzzing or low level maneuvering continues to be a major cause of fatal accidents. Understand that it's not worth the risk.

5. Resignation - This involves the attitude that you're helpless, i.e. what's the use in trying? Know that you are not helpless. Use your knowledge and skills to make the aircraft do what you want it to do. Put another way: You fly the plane, don't let it fly you.

Aeronautical Decision Making (ADM):
In teaching good Aeronautical Decision Making, we stress that attitude is primary and technique is secondary. We also say that ADM involves doing the right things at the right time. Good ADM involves situational awareness and is a way of acting safely. If you are not already familiar with ADM, I encourage you to get with your CFI and discuss this subject in depth so that you fully understand the concepts and how to apply ADM to your flying.

Good ADM will also help avoid errors of judgment. Some examples of errors in judgment: deciding to keep flying into deteriorating weather, deciding to "buzz" your friends house or to push on to your destination airport when your fuel is unacceptably low and you should stop and re-fuel at an intermediate airport.

Approximately 80% of all accidents can be attributed to "human error." However, human error is a complex subject and can take many forms. Some examples: poor decision making, complacency, distraction and lack of knowledge. By understanding risk and how to use proper ADM to make good decisions (including the Go/No-Go) before and during flight, you can and will be a better and safer pilot.x

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Understanding Risk and the Go/No-Go Decision

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By Paul Wiley If you're like me, you are probably puzzled when reading about certain general aviation accidents. Sometimes we cannot begin to understand what the pilot was thinking when he or she decided it was OK to go fly on a day when the condition of the aircraft, the weather or the pilot should have dictated that it was clearly NOT safe to fly.