IntroductionStrategiesScenariosSummary Welcome to Structured
Decision-Making for General Aviation Pilots Copyright 2012 David R.
Hunter
Slide 3
IntroductionStrategiesScenariosSummary This program will give
you step-by-step methods to use when confronted with ill- defined
in-flight problems. Sometimes these decisions must be made very
quickly, but in most cases there is time to analyze the situation,
work through the problem, and make a safe decision. You will learn
to: Think through the situation Form accurate judgments Solve the
problems Make safer decisions Copyright 2012 David R. Hunter
Slide 4
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter Highly experienced pilots make many of their decisions using
a process called "Recognition-Primed Decision Making." This process
allows the pilots to call upon their extensive experience base to
rapidly match new situations to ones that occurred previously. They
can then use the solution that worked in the past to deal with this
new problem. This is a very fast and effective decision-making
process. However, inexperienced pilots do not have that extensive
set of experiences to draw upon. Therefore, they must use a more
structured approach to problem solving and decision-making. Using
the structured decision-making process described in this training
will help you make good, safe decisions while you gain the
experiences necessary to use the faster Recognition-Primed Decision
Making process.
Slide 5
IntroductionStrategiesScenariosSummary How does judgment affect
safety? Click on the number of fatal general aviation accidents you
think have occurred each year on average. Copyright 2012 David R.
Hunter 100200300400500600
Slide 6
IntroductionStrategiesScenariosSummary What percentage of fatal
accidents were caused by pilot error? Click on the percentage of
fatal general aviation accidents you think were caused by pilot
error. Copyright 2012 David R. Hunter 10%20%40%60%80%90%
Slide 7
IntroductionStrategiesScenariosSummary Approximately 80% were
caused at least in part by pilot error Copyright 2012 David R.
Hunter
Slide 8
IntroductionStrategiesScenariosSummary Click on the percentage
of fatal pilot error accidents you think were caused by faulty
procedures. Copyright 2012 David R. Hunter 10%20%40%60%80%90%
Slide 9
IntroductionStrategiesScenariosSummary Only 5% of pilot error
accidents were caused by faulty procedures. Copyright 2012 David R.
Hunter
Slide 10
IntroductionStrategiesScenariosSummary What percentage of fatal
pilot error accidents were caused by faulty aircraft control? Click
on the percentage of fatal pilot error accidents you think were
caused by faulty aircraft control. Copyright 2012 David R. Hunter
10%20%40%60%80%90%
Slide 11
IntroductionStrategiesScenariosSummary About 45% of fatal pilot
error accidents were caused by faulty aircraft control. Copyright
2012 David R. Hunter
Slide 12
IntroductionStrategiesScenariosSummary What percentage of fatal
pilot error accidents were caused by poor judgment? Click on the
percentage of fatal pilot error accidents you think were caused by
poor pilot judgment. Copyright 2012 David R. Hunter
10%20%40%60%80%90%
Slide 13
IntroductionStrategiesScenariosSummary 50% of fatal pilot error
accidents were caused by poor judgment. Copyright 2012 David R.
Hunter
Slide 14
IntroductionStrategiesScenariosSummary Developing the skills
needed to use good judgment will increase safety among pilots Click
on one of these three statements. Copyright 2012 David R. Hunter I
know that I used good judgment when everything came out okay. I
know that I used good judgment when I used a systematic thought
process to make a decision. I know that I used good judgment when I
did the right thing.
Slide 15
You Chose: Copyright 2012 David R. Hunter I know that I used
good judgment when everything came out okay. I know that I used
good judgment when I used a systematic thought process to make a
decision. I know that I used good judgment when I did the right
thing. You might as well be flying blind. Making decisions based on
instinct alone will only carry you so far. There are several
factors that influence successful flights. Your goal is to make
good judgments all the time and understand why your choices are
sound judgments. Continue
Slide 16
You Chose: Copyright 2012 David R. Hunter A systematic thought
process sounds good on the surface, but some decisions require
ingenuity and flexibility. Having a mental checklist of steps to
consider when assessing a situation is a very good idea, but you
must be aware of the big picture and be able to incorporate the
routine of a checklist into the fluid aspects of the big picture.
This will help you make the right decisions in the air. I know that
I used good judgment when everything came out okay. I know that I
used good judgment when I used a systematic thought process to make
a decision. I know that I used good judgment when I did the right
thing. Continue
Slide 17
You Chose: Copyright 2012 David R. Hunter Doing the right thing
may not always involve good judgment. Situational Awareness,
attention to details, a correct analysis of the problem, and
selecting and executing the right combination of fixes will help to
keep you flying safely. I know that I used good judgment when
everything came out okay. I know that I used good judgment when I
used a systematic thought process to make a decision. I know that I
used good judgment when I did the right thing. Continue
Slide 18
IntroductionStrategiesScenariosSummary Good pilot judgment
requires Copyright 2012 David R. Hunter Problem solving Flight
experience Risk management Mental attitude Resource management
Slide 19
IntroductionStrategiesScenariosSummary Can you think back to a
situation you faced in flight where you had a problem, but you were
unable to identify the cause? Copyright 2012 David R. Hunter
Slide 20
IntroductionStrategiesScenariosSummary Click on the statement
best describes how you handled an in-flight problem. Copyright 2012
David R. Hunter A. Used a process of elimination B. Used a similar
past experience C. Used a step-by-step process D. Made an immediate
decision, without thinking
Slide 21
You chose: A. Used a process of elimination The process of
elimination was just the beginning when it came to solving your
problem. You thought through the situation and eliminated the
extraneous factors. You then formed an opinion, made some
decisions, and vowed to prevent more problems from arising. The
proper strategy for handling an in-flight problem is: Copyright
2012 David R. Hunter CONTINUE Think through the situation Form
accurate judgments. Execute the right decisions. Anticipate future
events.
Slide 22
You chose: B. Used a similar past experience Past experiences
are quite valuable in bringing our minds up to speed on a problem.
You must, however, keep your mind open to differences between the
problem you are currently facing and the one you overcame at an
earlier time. A formula or verbatim response to an in-flight
problem could be deadly if you fail to recognize a new wrinkle to
the situation. The proper strategy for handling an in-flight
problem is: Copyright 2012 David R. Hunter Think through the
situation Form accurate judgments. Execute the right decisions.
Anticipate future events. CONTINUE
Slide 23
You chose: C. Used a step-by-step process Established rules and
checklists are important strategies for handling any in-flight
emergency. However, sometimes situations veer from the usual
process and you have to improvise. You must thoroughly evaluate the
problem before you can fix it. The proper strategy for handling an
in-flight problem is: Copyright 2012 David R. Hunter Think through
the situation Form accurate judgments. Execute the right decisions.
Anticipate future events. CONTINUE
Slide 24
You chose: D. Made an immediate decision, without thinking You
are lucky to be alive. The proper strategy for handling an
in-flight problem is: Copyright 2012 David R. Hunter Think through
the situation Form accurate judgments. Execute the right decisions.
Anticipate future events. CONTINUE
Slide 25
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter You have completed the Introduction Next, let's look at
strategies for improving your decision- making.
Slide 26
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter Strategies Different types of problems may require you to
use different strategies.
Slide 27
IntroductionStrategiesScenariosSummary Some situations require:
Instinctive reactions Quick solutions Copyright 2012 David R.
Hunter
Slide 28
IntroductionStrategiesScenariosSummary Familiar Problems --
Solve Using: Technical knowledge Past experience Copyright 2012
David R. Hunter
Slide 29
IntroductionStrategiesScenariosSummary When you encounter a new
problem: Deliberate Work through the problem Copyright 2012 David
R. Hunter
Slide 30
IntroductionStrategiesScenariosSummary Problem Solving Strategy
Copyright 2012 David R. Hunter
Slide 31
IntroductionStrategiesScenariosSummary Before you can start
diagnosing, you must be aware that a problem exists. Copyright 2012
David R. Hunter
Slide 32
IntroductionStrategiesScenariosSummary You must be continuously
aware of everything that is going on, in and out of the cockpit.
Copyright 2012 David R. Hunter
Slide 33
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter Situational Awareness Plane - condition, performance,
systems Path - route, position, weather, airspace People - pilot,
passengers, ATC
Slide 34
IntroductionStrategiesScenariosSummary Situational Awareness
Monitor and Evaluate Comprehend and Assess Copyright 2012 David R.
Hunter
Slide 35
IntroductionStrategiesScenariosSummary Situational Awareness
Monitor and Evaluate Comprehend and Assess Anticipate Future Events
Copyright 2012 David R. Hunter
Slide 36
IntroductionStrategiesScenariosSummary Situational Awareness
Copyright 2012 David R. Hunter
Slide 37
IntroductionStrategiesScenariosSummary Situational Awareness
Copyright 2012 David R. Hunter
Slide 38
IntroductionStrategiesScenariosSummary Situational Awareness
Copyright 2012 David R. Hunter
Slide 39
IntroductionStrategiesScenariosSummary Which method do you
think is best for maintaining situational awareness? Click on your
choice. Copyright 2012 David R. Hunter A. Scan the entire
environment B. Focus on specific details. C. A combination of A and
B.
Slide 40
You chose: A. Scan the entire environment Copyright 2012 David
R. Hunter CONTINUE You are partly correct. You need to continuously
pay attention to the entire environment, both inside and outside
the cockpit. But you also need to periodically check the details,
such as the instrumentation The correct answer is C - Scan and
Focus.
Slide 41
You chose: B. Focus on specific details. Copyright 2012 David
R. Hunter CONTINUE You are partly correct. You need to continuously
pay attention to the entire environment, both inside and outside
the cockpit. But you also need to periodically check the details,
such as the instrumentation. The correct answer is C - Scan and
Focus.
Slide 42
You chose: C. A combination of A and B. Copyright 2012 David R.
Hunter CONTINUE Congratulations. You are correct. The best way to
maintain Situational Awareness is to continuously scan and monitor
the entire in-flight environment and to periodically check details
such as instrumentation.
Slide 43
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter Situational Awareness During different phases of flight, the
priority of items demanding your attention will change.
Slide 44
IntroductionStrategiesScenariosSummary Situational Awareness
Scan, monitor, and keep the big picture in mind. Periodically focus
on the details. Copyright 2012 David R. Hunter
Slide 45
IntroductionStrategiesScenariosSummary Situational Awareness
Focusing only on details and losing the big picture can have severe
consequences. Look at this video reenactment of an actual crash in
which loss of situational awareness played a major factor.
Copyright 2012 David R. Hunter [You must be connected to the
internet for this video to play.]
Slide 46
IntroductionStrategiesScenariosSummary Situational Awareness
Scan, monitor, and keep the big picture. Periodically focus on the
details. Don't get sidetracked. Anticipate and prepare for future
events Copyright 2012 David R. Hunter
Slide 47
IntroductionStrategiesScenariosSummary Situational Awareness
Remember, situational awareness is a process of continuous
evaluation. Click on the video, and we'll see how two pilots take
very different approaches to dealing with an ill-defined, in-
flight problem. Copyright 2012 David R. Hunter [You must be
connected to the internet for this video to play.]
Slide 48
IntroductionStrategiesScenariosSummary Diagnosis Copyright 2012
David R. Hunter
Slide 49
IntroductionStrategiesScenariosSummary Diagnosis Diagnosis
allows you to: Know that is happening Investigate the effects of
various actions. Fall back on previous flight experience. Think of
a novel solution. Copyright 2012 David R. Hunter
Slide 50
IntroductionStrategiesScenariosSummary Diagnosis Click on the
video, and we'll see how Ben and Cathy go about diagnosing their
in- flight problem. Copyright 2012 David R. Hunter [You must be
connected to the internet for this video to play.]
Slide 51
IntroductionStrategiesScenariosSummary During the diagnosis,
Cathy did ALL of the following: A. Gathered new information B.
Maintained control C. Attempted to solve the problem D. Sought
outside assistance E. Kept safe options open F. Summarized the
situation Copyright 2012 David R. Hunter
Slide 52
IntroductionStrategiesScenariosSummary Diagnosis During
diagnosis of a problem Gather new information Maintain control
Attempt to solve the problem Seek outside assistance Keep safe
options open Summarize the situation Copyright 2012 David R.
Hunter
Slide 53
IntroductionStrategiesScenariosSummary Diagnosis During
diagnosis of a problem Gather new information Maintain control
Attempt to solve the problem Seek outside assistance Keep safe
options open Summarize the situation Copyright 2012 David R.
Hunter
Slide 54
IntroductionStrategiesScenariosSummary Diagnosis During
diagnosis of a problem Gather new information Maintain control
Attempt to solve the problem Seek outside assistance Keep safe
options open Summarize the situation Copyright 2012 David R.
Hunter
Slide 55
IntroductionStrategiesScenariosSummary Diagnosis During
diagnosis of a problem Gather new information Maintain control
Attempt to solve the problem Seek outside assistance Keep safe
options open Summarize the situation Copyright 2012 David R.
Hunter
Slide 56
IntroductionStrategiesScenariosSummary Diagnosis During
diagnosis of a problem Gather new information Maintain control
Attempt to solve the problem Seek outside assistance Keep safe
options open Summarize the situation Copyright 2012 David R.
Hunter
Slide 57
IntroductionStrategiesScenariosSummary Diagnosis During
diagnosis of a problem Gather new information Maintain control
Attempt to solve the problem Seek outside assistance Keep safe
options open Summarize the situation Copyright 2012 David R.
Hunter
Slide 58
IntroductionStrategiesScenariosSummary Resolution Continue to
gather new information Summarize Look for alternatives Manage the
risks Copyright 2012 David R. Hunter
Slide 59
IntroductionStrategiesScenariosSummary Resolution Continue to
gather new information Summarize Look for alternatives Manage the
risks Copyright 2012 David R. Hunter
Slide 60
IntroductionStrategiesScenariosSummary Resolution Continue to
gather new information Summarize Look for alternatives Manage the
risks Copyright 2012 David R. Hunter
Slide 61
IntroductionStrategiesScenariosSummary Resolution Continue to
gather new information Summarize Look for alternatives Manage the
risks Copyright 2012 David R. Hunter
Slide 62
IntroductionStrategiesScenariosSummary Resolution Continue to
gather new information Summarize Look for alternatives Manage the
risks Copyright 2012 David R. Hunter
Slide 63
IntroductionStrategiesScenariosSummary Resolution Click on the
video to see how Ben and Cathy resolved their problems. Copyright
2012 David R. Hunter [You must be connected to the internet for
this video to play.]
Slide 64
IntroductionStrategiesScenariosSummary Resolution Did you see
what Cathy did as she resolved her problem? She used each of the
steps listed here. Go back and look at the video again, if you
don't recognize some of the steps. Copyright 2012 David R. Hunter
A. Gathered new information B. Summarized the situation C. Looked
for alternatives D. Assessed the risks
Slide 65
IntroductionStrategiesScenariosSummary Maintain Vigilance
Copyright 2012 David R. Hunter
Slide 66
IntroductionStrategiesScenariosSummary Maintain Vigilance You
must continue to be aware of everything that is going on, in and
out of the cockpit. Copyright 2012 David R. Hunter
Slide 67
IntroductionStrategiesScenariosSummary You have completed the
problem solving strategies. Please click on the Scenarios tab or
the Next button to continue. Copyright 2012 David R. Hunter
Slide 68
IntroductionStrategiesScenariosSummary Scenarios You have seen
how Ben and Kathy reacted to their in-flight problems. Ben made a
knee-jerk, instinctive decision, and then failed to make any
further efforts to diagnose the problem, minimize the risks, or
further evaluate his decision. However, Kathy used a much better
decision process in which she kept working to obtain additional
information, confirming her diagnosis and refining her plan
throughout the flight. Now let's look at two more scenarios and see
how the SDRV process could be applied. In each of these scenarios
think of how you would apply the SDRV process. What would you do in
these situations? Obviously this would be more effective if we
could put you in a simulator and present the scenarios there. But,
just reading and thinking through these situations and how you
would apply the Situation Awareness - Diagnosis - Resolution-
Vigilance process may be very beneficial. Here are two scenarios
requiring some in-flight decision-making. Copyright 2012 David R.
Hunter VFR Scenario IFR Scenario
Slide 69
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter VFR Scenario Condition - You have just completed your before
landing checklist for arrival at your destination. After selecting
gear down, you notice that the in-transit light remains illuminated
and you only get one green light on your gear position indicator.
You have 45 minutes of fuel remaining in your aircraft. SITUATIONAL
AWARENESS (plane, path, people) Plane - Cessna 182RG Path - Your
destination airport is uncontrolled and has a runway which is 2400
ft long, with a 50 ft obstacle on either end. Winds are currently
in line with the runway in-use at 15, gusting to 25 knots. People -
You are well rested and in good health. You have no passengers
onboard. An observer on the ground at your destination has visually
verified that your main gear is not coming down. Commentary: The
main objective here is to keep an emergency from becoming a
disaster. If you were maintaining good situational awareness during
your flight, you should be aware of other airports in the vicinity
that might offer better facilities for a potential gear-up landing.
You might also be aware of any other resources, such as the phone
number of the FBO that maintains your aircraft. It is always
possible that this has happened before (assuming this is a rental
aircraft), and that the FBO could suggest a solution.
Slide 70
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter VFR Scenario DIAGNOSIS Info - You have followed the
prescribed emergency procedure and there is no change in the
position of your landing gear. Your map indicates that you are
approximately 60 miles from the next suitable airfield. It is
controlled, and has a paved runway 5000 ft in length. ATC is
willing to provide radar vectors to the alternate airport if
necessary. Contacting them confirms the 60 NM distance. FSS
indicates that your potential alternate airport is open, no NOTAMS
are on file, and the field is VFR. Commentary: While the diagnosis
seems clear in this case (the gear won't come down), the reason for
that failure has yet to be determined. You may wish to investigate
further later, but for now the main question is whether to land
here, or to fly to the controlled airfield. What are your
considerations? First, do you have the fuel required to make it to
the other airfield? Second, what are the advantages and
disadvantages of landing there, as opposed to landing here? The
wind is in your favor here, blowing down the runway, so that your
touchdown speed will be decreased. However, most uncontrolled
airports have little in the way of emergency equipment. Can you
think of some other factors to be considered?
Slide 71
IntroductionStrategiesScenariosSummary Resolution Please choose
a course of action Copyright 2012 David R. Hunter 1. Land at the
nearest airport 2. Fly to the airport 60 NM away
Slide 72
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter Vigilance Once you have made your decision, carry it out,
but continue to monitor the situation closely. Maintain a
heightened situational awareness for any changes in the weather or
in your aircraft -- perhaps the gear failure was just part of some
other problem. Reassess conditions regularly, referring to
instrumentation, weather data, etc. Maintain contact with ATC. Keep
your options open, manage remaining risks and eliminate as
necessary. Commentary: If you elect to fly to the further airport,
you might use that time to further diagnose the gear problem. Check
the circuit breakers one more time. Did the observer on the ground
indicate that the gear was partially extended -- perhaps just
hanging loose? Maybe putting the aircraft into a shallow dive and
pulling a couple of Gs will make the gear drop into place and lock.
Have you alerted the tower at the further airport that you would
like the emergency equipment standing by? If you decided to land at
the nearer airport, did you ask the CTAF ground operator to call
the fire department? What else could you do to further minimize the
risks of a gear-up landing at either airport or to possibly solve
the gear problem? Finally, are you keeping control of the aircraft?
A gear-up landing need not be a tragedy -- except for the insurance
company. Landing short because you killed the engine to try and
save the prop could be a fatal mistake. Go to the IFR Scenario
Slide 73
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter IFR Scenario Conditions: You have just noticed a light
smoke/strong odor of melting plastic originating from behind the
instrument panel SITUATIONAL AWARENESS (plane, path, people) Plane
- Cessna 172 equipped with dual Nav/Coms, IFR panel Path - You are
currently at 7,000 Ft (MEA), 105 KIAS, tracking a course of 015.
The time is 2300, Fall Season. You are on a IFR flight plan.
Instrument Meteorological Conditions are prevailing. The freezing
level is 9,000 Ft. Your destination is approximately 30 minutes
away. Your routing takes you over mountainous terrain. People - You
are well rested and in good health. Your passengers are your
immediate family. They are becoming agitated by the presence of the
smoke and odor. ATC (Washington Center) is currently unaware of
your problem. There is light traffic on the frequency. When
available, you notify them of your condition. Commentary: Well,
this is certainly a nasty situation. You are in the clouds at night
over mountainous terrain, and something is burning behind the
instrument panel. Before you go on to the next screen, stop and
think about how you would react to this situation. The key here is
not to let an emergency turn into a disaster. This could just be a
minor melt-down of some component, but if you lose control of the
aircraft in the clouds or try to make a night landing on some unlit
mountain road, things could go from bad to fatal very quickly.
Slide 74
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter Diagnosis Gather Info - Engine and other instruments appear
normal. You have followed the prescribed emergency procedure and
there is no change in the presence of light smoke and burning odor.
After performing the emergency procedure, you turn your
Master/Avionics Master switches On intermittently so that you can
keep at least one NAV/COM radio operation. You have tried switching
between both radios. All other non-essential electrical items are
OFF. Communicate --ATC indicates that your nearest airport is 18
NM, heading 180. Current weather there is 1 mile visibility ceiling
100 Ft, Variable 300 Ft. Your lowest approach minimum at this
airport is 1/2 mile and 200 Ft AGL. Your destination airport is 60
NM, heading 020. Weather there is VFR. There are no forecasted
changes in weather at either airport for the immediate future. ATC
is standing by for your decision. FSS - Flight Service can only
confirm weather information already provided by ATC. Commentary:
You've followed the book, and hopefully you have cut off the power
to whatever it is that is melting. Since you are in the clouds at
night, you will certainly have to keep power occasionally to one of
the radios so that you will know where you are. Is there anything
else you can think of to do? Have you added any new equipment
recently? Maybe something has come loose there.
Slide 75
IntroductionStrategiesScenariosSummary Resolution Please choose
a course of action Commentary: Have you carefully considered the
pros and cons of each action? Have you taken into consideration not
just the condition of the aircraft, but your own personal
condition? That is, are you sufficiently cool, calm, and collected
to execute a landing to minimums at night under these conditions?
Be honest! If you have never done this before, do you want to try
it now under these conditions? On the other hand, if you go toward
VFR weather and the alternate airport, you are gambling that the
electrical problem does not get worse. If that happens, are you
prepared to do an emergency landing at night in this terrain? Think
about how you could minimize the risks for both of these
alternatives. Copyright 2012 David R. Hunter 1. Go to the nearest
airport 2. Continue towards the original destination 3. Continue
towards VFR weather, execute a forced landing if necessary
Slide 76
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter IFR Scenario -- Vigilance Regardless of which alternative
you chose, your task now is to Assess and Manage remaining risks,
while maintaining good situational awareness. Commentary: What are
the risks at this point? Obviously, the one foremost in your mind
is the possibility of a fire in the cockpit, and you are doing
everything you can to minimize that risk. But, there are also the
risks of simply being in the clouds at night in a very stressful
situation. Are you maintaining control of the aircraft? Are you
holding your course toward the airport you selected? What about
your altitude over those mountains? It would be really tragic if
you flew into terrain and the accident investigation board later
determined that the cockpit smoke was caused by some minor problem
that you fixed when you cut off the non-essential power. Have you
located the fire extinguisher and do you have one of the passengers
holding it, ready for use if necessary? Finally, do you have a
flashlight? If all electrical power is lost (which is a distinct
possibility), then you will need the flashlight to see the
instruments. (You DO carry a flashlight in an accessible location
on all night flights, don't you?) One of the main ideas behind the
SDRV process is that you keep looping through the steps, even after
you have made an initial diagnosis and chosen a course of
action.
Slide 77
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter IFR Scenario Vigilance Some examples of things your should
be considering: Are you maintaining situational awareness? Have you
considered how you will make a forced landing at night if you are
forced to do so? Are there any major highways that you might use?
Are you continuing to attempt to diagnose the problem? Are the kids
in the back seat playing with some electronic toys that run off the
12VDC power outlets? Maybe something has shorted there. Can ATC
paint you with their radar as a primary target? If so, perhaps you
could switch off the transponder. Is your solution still viable? Is
the airport you are headed toward still open? Are you sure you have
the fuel required to make it there? Are you still trying to
minimize risks: Do you have a back-up hand-held transceiver? (I'll
bet you buy one if you survive this flight!) Now would be a good
time to see if it works, so you could keep the nav/com radios
turned off. Go to the VFR Scenario
Slide 78
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter Summary Good judgment is an important skill for a pilot to
develop. Situational Awareness should be maintained at all
times
Slide 79
IntroductionStrategiesScenariosSummary Problem solving strategy
Copyright 2012 David R. Hunter
Slide 80
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter Remember and practice these components of our overall
Problem Solving Strategy for ill-defined problems in the air:
Situation Awareness - Monitor - Evaluate - Anticipate - Consider
the Plane, Path and People Diagnosis - Gather new information -
Maintain control - Attempt to solve the problem - Seek outside
assistance - Deep safe options open - Summarize the situation
Resolution - Continue to Gather Information - Summarize and Look
for Alternatives - Manage the Risks Vigilance - Maintain Vigilance
- Maintain Situation Awareness Summary
Slide 81
IntroductionStrategiesScenariosSummary Copyright 2012 David R.
Hunter THE END I hope you found the program interesting and that it
helps you to be a better, safer pilot. Please visit our web site
for more evaluation and training exercises: www.avhf.com
www.avhf.com CREDITS This program is adapted from a program titled,
"Progressive Decision-Making for General Aviation Pilots." I
changed the title because I think that "structured" better captures
the concepts behind this training approach. The original course was
developed by Dr. Richard Jensen and a team of graduate students at
The Oho State University around 1998. Dr. David Hunter (that's me)
was the project director for the FAA. A great deal of credit goes
to Ms. Sarah Barber, who based her Masters thesis on this program.
Ms. Barber's research showed that pilots who completed this program
actually performed significantly better on simulator-based tests of
in-flight decision-making.