The applicant will apply the PAVE checklist to the scenario. <\/p>\n\n\n\n
The applicant will apply\nthe PAVE checklist to the scenario. <\/p>\n\n\n\n
Another way to mitigate risk is to perceive hazards. By incorporating the PAVE<\/strong> checklist into preflight planning, the pilot divides the risks of flight into four categories: P<\/strong>ilot-in-command (PIC), A<\/strong>ircraft, enV<\/strong>ironment, and E<\/strong>xternal pressures (PAVE) which form part of a pilot\u2019s decision-making process.<\/p>\n\n\n\n P = Pilot in Command (PIC) <\/em><\/strong><\/p>\n\n\n\n The pilot is one of the\nrisk factors in a flight. The pilot must ask, \u201cAm I ready for this trip?\u201d in\nterms of experience, recency, currency, physical, and emotional condition. The\nIMSAFE checklist provides the answers.<\/p>\n\n\n\n A = Aircraft <\/em><\/strong><\/p>\n\n\n\n What limitations will the aircraft impose upon the trip? Ask the\nfollowing questions:<\/p>\n\n\n\n V = EnVironment<\/em><\/strong><\/p>\n\n\n\n Weather<\/em><\/p>\n\n\n\n Weather is a major environmental consideration. Earlier it was\nsuggested pilots set their own personal minimums, especially when it comes to\nweather. As pilots evaluate the weather for a particular flight, they should\nconsider the following:<\/p>\n\n\n\n \u2022 What is the current\nceiling and visibility? In mountainous terrain, consider having higher minimums\nfor ceiling and visibility, particularly if the terrain is unfamiliar.<\/p>\n\n\n\n \u2022 Consider the possibility\nthat the weather may be different than forecast. Have alternative plans and be\nready and willing to divert, should an unexpected change occur.<\/p>\n\n\n\n \u2022 Consider the winds at\nthe airports being used and the strength of the crosswind component.<\/p>\n\n\n\n \u2022 If flying in mountainous\nterrain, consider whether there are strong winds aloft. Strong winds in\nmountainous terrain can cause severe turbulence and downdrafts and be very\nhazardous for aircraft even when there is no other significant weather.<\/p>\n\n\n\n \u2022 Are there any\nthunderstorms present or forecast?<\/p>\n\n\n\n \u2022 If there are clouds, is\nthere any icing, current or forecast? What is the temperature\/dew point spread\nand the current temperature at altitude? Can descent be made safely all along\nthe route? <\/p>\n\n\n\n \u2022 If icing conditions are\nencountered, is the pilot experienced at operating the aircraft\u2019s deicing or\nanti-icing equipment? Is this equipment in good condition and functional? For\nwhat icing conditions is the aircraft rated, if any?<\/p>\n\n\n\n Terrain<\/em><\/p>\n\n\n\n Evaluation of terrain is another important component of analyzing\nthe flight environment.<\/p>\n\n\n\n \u2022 To avoid terrain and\nobstacles, especially at night or in low visibility, determine safe altitudes\nin advance by using the altitudes shown on VFR and IFR charts during preflight\nplanning.<\/p>\n\n\n\n \u2022 Use maximum elevation\nfigures (MEFs) and other easily obtainable data to minimize chances of an\ninflight collision with terrain or obstacles. <\/p>\n\n\n\n Airport<\/em><\/p>\n\n\n\n \u2022 What lights are\navailable at the destination and alternate airports? VASI\/PAPI or ILS\nglideslope guidance? Is the terminal airport equipped with them? Are they\nworking? Will the pilot need to use the radio to activate the airport lights?<\/p>\n\n\n\n \u2022 Check the Notices to\nAirmen (NOTAM) for closed runways or airports. Look for runway or beacon lights\nout, nearby towers, etc.<\/p>\n\n\n\n \u2022 Choose the flight route\nwisely. An engine failure gives the nearby airports supreme importance. <\/p>\n\n\n\n \u2022 Are there shorter or\nobstructed fields at the destination and\/or alternate airports?<\/p>\n\n\n\n Airspace<\/em><\/p>\n\n\n\n \u2022 If the trip is over\nremote areas, is there appropriate clothing, water, and survival gear onboard\nin the event of a forced landing?<\/p>\n\n\n\n \u2022 If the trip includes\nflying over water or unpopulated areas with the chance of losing visual\nreference to the horizon, the pilot must be prepared to fly IFR.<\/p>\n\n\n\n \u2022 Check the airspace and\nany temporary flight restriction (TFRs) along the route of flight.<\/p>\n\n\n\n Nighttime<\/em><\/p>\n\n\n\n Night flying requires special consideration.<\/p>\n\n\n\n \u2022 If the trip includes\nflying at night over water or unpopulated areas with the chance of losing\nvisual reference to the horizon, the pilot must be prepared to fly IFR.<\/p>\n\n\n\n \u2022 Will the flight\nconditions allow a safe emergency landing at night?<\/p>\n\n\n\n \u2022 Perform preflight check\nof all aircraft lights, interior and exterior, for a night flight. Carry at\nleast two flashlights\u2014one for exterior preflight and a smaller one that can be\ndimmed and kept nearby.<\/p>\n\n\n\n E = External Pressures<\/em><\/strong><\/p>\n\n\n\n External pressures are influences external to the flight that\ncreate a sense of pressure to complete a flight\u2014often at the expense of safety.\nFactors that can be external pressures include the following:<\/p>\n\n\n\n \u2022 Someone waiting at the\nairport for the flight\u2019s arrival<\/p>\n\n\n\n \u2022 A passenger the pilot\ndoes not want to disappoint<\/p>\n\n\n\n \u2022 The desire to demonstrate\npilot qualifications<\/p>\n\n\n\n \u2022 The desire to impress\nsomeone (Probably the two most dangerous words in aviation are \u201cWatch this!\u201d)<\/p>\n\n\n\n \u2022 The desire to satisfy a\nspecific personal goal (\u201cget-home-itis,\u201d \u201cget-there-itis,\u201d and \u201clet\u2019s-go-itis\u201d)<\/p>\n\n\n\n \u2022 The pilot\u2019s general\ngoal-completion orientation<\/p>\n\n\n\n Emotional pressure\nassociated with acknowledging that skill and experience levels may be lower\nthan a pilot would like them to be. Pride can be a powerful external factor!<\/p>\n\n\n\n <\/p>\n","protected":false},"excerpt":{"rendered":" The applicant will apply the PAVE checklist to the scenario. The applicant will apply the PAVE checklist to the scenario. Another way to mitigate risk is to perceive hazards. By incorporating the PAVE checklist into preflight planning, the pilot divides the risks of flight into four categories: Pilot-in-command (PIC), Aircraft, enVironment, and External pressures (PAVE) […]<\/p>\n","protected":false},"author":2,"featured_media":0,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"spay_email":""},"categories":[1],"tags":[],"jetpack_featured_media_url":"","jetpack_sharing_enabled":true,"jetpack_shortlink":"https:\/\/wp.me\/p95FsX-Mj","jetpack-related-posts":[{"id":3574,"url":"https:\/\/flymall.org\/blog\/2019\/10\/preflight-briefing\/","url_meta":{"origin":2995,"position":0},"title":"Preflight Briefing","date":"October 12, 2019","format":false,"excerpt":"PREFLIGHT BRIEFING Any questions so far? 1. Profile of flight test (DPE - do not ask questions during preflight). We will start off on the cross country that you planned. After a few check points, I will give you an event to deal with. We will do the takeoffs &\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":1801,"url":"https:\/\/flymall.org\/blog\/2017\/08\/private-pilot-checkride-aug-2017\/","url_meta":{"origin":2995,"position":1},"title":"Private Pilot Checkride Aug 2017","date":"August 24, 2017","format":false,"excerpt":"Ground portion: He asked the applicant to confirm that you are familiar with the following: Airman \u00a0Certification\u00a0 Standards (PTS\/ACS) document and concept? How the ACS is to be utilized by the Applicant\/Instructor\/DPE? The 6 items associated with Single-Pilot Resource Management (SRM)? \u00a0 Harry's note: Here is what the Private Pilot\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":683,"url":"https:\/\/flymall.org\/blog\/2012\/07\/new-atp-regs\/","url_meta":{"origin":2995,"position":2},"title":"New ATP Regs","date":"July 29, 2012","format":false,"excerpt":"[4910-13] \u00a0 DEPARTMENT OF TRANSPORTATION \u00a0 Federal Aviation Administration \u00a0 14 CFR Parts 61, 121, 135, 141, and 142 \u00a0 Docket No. FAA\u20132010\u20130100; Notice No. 12-01 \u00a0 RIN 2120-AJ67 \u00a0 Pilot Certification and Qualification Requirements for Air Carrier Operations \u00a0 AGENCY: Federal Aviation Administration (FAA), DOT. \u00a0 ACTION: Notice of\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":5603,"url":"https:\/\/flymall.org\/blog\/2022\/04\/commercial-pilot-questions-scenarios\/","url_meta":{"origin":2995,"position":3},"title":"Commercial Pilot Questions \/ Scenarios","date":"April 8, 2022","format":false,"excerpt":"1.On the descent, your captain drops below the glide slope. As FO. You bring it to his attention. He doesn\u2019t respond to you or take corrective action. What should you do? >>>>>>>Call for a go-around (key the mike so it's official with tower). If the CA still does not respond,\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":3329,"url":"https:\/\/flymall.org\/blog\/2019\/06\/piper-seminole-maneuvers\/","url_meta":{"origin":2995,"position":4},"title":"Piper Seminole Maneuvers","date":"June 24, 2019","format":false,"excerpt":"Piper Seminole Maneuvers Taxiing Differences 1) Heavier airplane with more momentum. Needs to be taxied slow; cannot stop short. 2) Engines are not in the center. Use caution that propellers do not hit debris, taxiway lights, snowbanks or other obstructions on the left\/right. Centerline! 3) Differential power can be used\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]},{"id":4253,"url":"https:\/\/flymall.org\/blog\/2020\/09\/piper-seminole-maneuvers-2\/","url_meta":{"origin":2995,"position":5},"title":"Piper Seminole Maneuvers","date":"September 2, 2020","format":false,"excerpt":"Taxiing Differences 1) Heavier airplane with more momentum. Needs to be taxied slow; cannot stop short. 2) Engines are not in the center. Use caution that propellers do not hit debris, taxiway lights, snowbanks or other obstructions on the left\/right. Centerline! 3) Differential power can be used for tight turns.\u2026","rel":"","context":"In "Newsletters"","img":{"alt_text":"","src":"","width":0,"height":0},"classes":[]}],"_links":{"self":[{"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/posts\/2995"}],"collection":[{"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/comments?post=2995"}],"version-history":[{"count":1,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/posts\/2995\/revisions"}],"predecessor-version":[{"id":2996,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/posts\/2995\/revisions\/2996"}],"wp:attachment":[{"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/media?parent=2995"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/categories?post=2995"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flymall.org\/blog\/wp-json\/wp\/v2\/tags?post=2995"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}