It’s personal

FAR 91.3(a) captures that philosophy by stipulating, “The pilot in command of an aircraft is directly responsible for, and is the final authority as to, the operation of that aircraft.”

The onus for a successful flight rests with the pilot, which is appropriate. No one other than the pilot advances the throttle for takeoff. And once aloft, only the pilot can return his or her aircraft to the ground intact. Thus, pilots must know how to make prudent decisions—decisions that are appropriate for their personal knowledge and skill.

For example, no pilot has ever been “caught” in bad weather. They fly into bad weather. Even a training aircraft with modest performance flies faster than the movement of weather systems suitable for GA operations. If the ceiling and/or visibility is unsuitable, stay on the ground until conditions are acceptable. If conditions en route deteriorate, divert to an alternate before there is a problem. Weather can only be one of three conditions—as forecast, better than forecast, or worse than forecast. Detecting the weather through observations from the cockpit and reports from flight service enables pilots to know what is likely to be experienced. Furthermore, what may be acceptable for a rated, current, and proficient IFR pilot will not be sufficient for a VFR pilot or a student preparing for a private flight test.

How pilots respond to safety challenges, such as weather, is a personal choice. Establishing personal minimums for operations is an effective means for implementing personal choice. Students note: The time to embrace the concept of personal responsibility and appropriate boundaries for successful operation is from the first lesson onward. As knowledge and skill improve, personal minimums should be reassessed and revised.

Establishing your personal minimums checklist

Successful flights are challenging, but they should neither scare nor intimidate pilot or passengers. They also are productive, providing enjoyment as well as efficient transportation. Those worthy objectives are facilitated by good risk management, and establishing personal minimums is the essence of effective risk management.

Establishing personal minimums is challenging. The FAA provides guidance in several documents, including AC 60-22 (dealing with aeronautical decision making) and FAA-Industry Training Standards and Weather Risk Assessment Guide. An effective method is an extension of the 3-P Method of Risk Management—namely, perceive, process and perform. The first P—perceive—informs personal minimums.

A useful memory jogger for perceiving flight risks is PAVE, assuming that the V represents “enVironment.”
Risks of flight typically emanate from four sources: pilot, aircraft, environment, and external factors that influence the pilot’s ability to make good decisions. A useful memory jogger for perceiving flight risks is PAVE, assuming that the V represents “enVironment.”

Pilots need to set realistic minimums for their own wellbeing. Perhaps a pilot feels competent to fly with the sniffles but draws the line when affected by a full-blown head cold. Particularly regarding fatigue, where no flight and duty times exist such as in commercial operations, GA pilots need to establish their own boundaries regarding sleep and rest. Flying is legal provided there has been no alcohol intake within the previous eight hours and the pilot’s blood alcohol concentration is below 0.04 percent. But what about being legal and flying with a hangover? Food and fluid intake also are critical and should be part of a pilot’s personal minimums checklist.

The “A” in PAVE refers to airplane. What are reasonable minimums or boundaries regarding recent experience in all aircraft and in the specific aircraft for the operation being planned? Is the aircraft’s performance appropriate considering density altitude and pilot skill? Assess familiarity with avionics when considering minimum operating conditions for the proposed flight. Depending on GPS for navigation based solely on the ability to press the “Direct To” function is a risky situation. Adequate knowledge of autopilot operations as well as basic instrument flying skills influence personal minimums for operations when ceiling and visibility are marginal or night conditions limit visual references.

The “V” in PAVE represents all aspects of the flight environment including routing, terrain, and time of day in addition to weather. Weather minimums are indeed personal, depending on a pilot’s ratings, recent experience, and realistic level of confidence.

External factors, represented by “E” in PAVE, influence decision making. A pilot’s personality plays a big role in their ability to resist outside pressure and make good decisions.

Being a certificated aviator is truly fulfilling, in large part because of the freedom aviation offers. Finding the balance between abusing that freedom and being a safe, productive, and prudent pilot is a personal choice. Express that choice by establishing personal minimums. FT

John W. Olcott is an airline transport pilot, CFII, and remote pilot, as well as former president of the National Business Aviation Association.