曝光台 注意防骗
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Figure 17-5. Example of a more comprehensive risk assessment program.
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With the PAVE checklist, pilots have a simple way to remember each category to examine for risk prior to each flight. Once a pilot identifies the risks of a flight, he or she needs to decide whether the risk or combination of risks can be managed safely and successfully. If not, make the decision to cancel the flight. If the pilot decides to continue with the flight, he or she should develop strategies to mitigate the risks. One way a pilot can control the risks is to set personal minimums for items in each risk category. These are limits unique to that individual pilot’s current level of experience and proficiency.
For example, the aircraft may have a maximum crosswind component of 15 knots listed in the aircraft flight manual (AFM), and the pilot has experience with 10 knots of direct crosswind. It could be unsafe to exceed a 10 knots crosswind component without additional training. Therefore, the 10 kts crosswind experience level is that pilot’s personal limitation until additional training with a certificated flight instructor (CFI) provides the pilot with additional experience for flying in crosswinds that exceed 10 knots.
One of the most important concepts that safe pilots understand is the difference between what is “legal” in terms of the regulations, and what is “smart” or “safe” in terms of pilot experience and proficiency.
P = Pilot in Command (PIC)
The pilot is one of the risk factors in a flight. The pilot must ask, “Am I ready for this trip?” in terms of experience, recency, currency, physical and emotional condition. The IMSAFE checklist provides the answers.
A = Aircraft
What limitations will the aircraft impose upon the trip? Ask the following questions:
• Is this the right aircraft for the flight?
• Am I familiar with and current in this aircraft? Aircraft performance figures and the AFM are based on a brand new aircraft flown by a professional test pilot. Keep that in mind while assessing personal and aircraft performance.
• Is this aircraft equipped for the flight? Instruments? Lights? Navigation and communication equipment adequate?
• Can this aircraft use the runways available for the trip with an adequate margin of safety under the conditions to be flown?
• Can this aircraft carry the planned load?
• Can this aircraft operate at the altitudes needed for the trip?
• Does this aircraft have sufficient fuel capacity, with reserves, for trip legs planned?
• Does the fuel quantity delivered match the fuel quantity ordered?
V = EnVironment
Weather
Weather is an major environmental consideration. Earlier it was suggested pilots set their own personal minimums, especially when it comes to weather. As pilots evaluate the weather for a particular flight, they should consider the following:
• What are the current ceiling and visibility? In mountainous terrain, consider having higher minimums for ceiling and visibility, particularly if the terrain is unfamiliar.
• Consider the possibility that the weather may be different than forecast. Have alternative plans and be ready and willing to divert, should an unexpected change occur.
• Consider the winds at the airports being used and the strength of the crosswind component.
• If flying in mountainous terrain, consider whether there are strong winds aloft. Strong winds in mountainous terrain can cause severe turbulence and downdrafts and be very hazardous for aircraft even when there is no other significant weather.
• Are there any thunderstorms present or forecast?
• If there are clouds, is there any icing, current or forecast? What is the temperature/dew point spread and the current temperature at altitude? Can descent be made safely all along the route?
• If icing conditions are encountered, is the pilot experienced at operating the aircraft’s deicing or anti-icing equipment? Is this equipment in good condition and functional? For what icing conditions is the aircraft rated, if any?
Terrain
Evaluation of terrain is another important component of analyzing the flight environment.
• To avoid terrain and obstacles, especially at night or in low visibility, determine safe altitudes in advance by using the altitudes shown on VFR and IFR charts during preflight planning.
• Use maximum elevation figures (MEFs) and other easily obtainable data to minimize chances of an inflight collision with terrain or obstacles.
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• The desire to impress someone. (Probably the two most dangerous words in aviation are “Watch this!”)
• The desire to satisfy a specific personal goal (“get-home-itis,” “get-there-itis,” and “let’s-go-itis”).
• The pilot’s general goal-completion orientation.
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Pilot's Handbook of Aeronautical Knowledge航空知识手册3(58)
