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for all aircraft. The information is not duplicated but the
1-11
Hearing Visual Experience by Touch, Smell
Pilot analysis of
weather indicates it
might be turbulent.
High
Low
Reinforcement
Pilot is warned of turbulence and sees
other aircraft with problems, but loses
control of his own trike and almost crashes.
.
Figure 1-18. Awareness of human factors and how it affects the decision-making process.
differences and additional information specifi c to WSC is
provided in subsequent sections.
The differences in the more complex airplane requirement
scenarios presented in the Pilot’s Handbook of Aeronautical
Knowledge versus WSC aircraft characteristics can easily
be compared. Overall, the advantage of an LSA is the
simpler design requiring less pilot attention than the complex
requirements of more complicated designs that add to the
pilot’s workload, such as:
• Constant speed propellers
• Multiple engines
• Retractable landing gears
• Faster airspeeds
The unique characteristics on the WSC aircraft that increase
ADM tasks are:
• Open fl ight deck where maps or other materials cannot
be opened, shown, and discussed with passenger.
• Pusher propeller in the back, through which any
loose item on the fl ight deck can be pulled, possibly
producing severe damage, depending on the size of
the object.
• More physical strength and endurance required to fl y
in turbulent conditions, which adds an additional risk
element.
Avoiding Pilot Errors
Overall, WSC aircraft are flown for fun and not for
transportation. Generally, it is determined that the pilot
will not fl y in instrument meteorological conditions (IMC)
without the assistance and training of the attitude indicator.
Pilots must make the decision to stay out of IMC conditions
and turn back immediately if the situation occurs. This is
what most pilots should do, but the information provided
by the attitude indicator allows pilots to start the “error
chain” that can lead to catastrophic consequences. The best
immediate decision is always to turn back and not go into
IMC conditions in a WSC aircraft.
With an open fl ight deck, the problem of items getting loose
and hitting the propeller requires extra caution. Being in a
hurry, not making sure everything is secured, and forgetting
to brief the passenger can trigger one event that leads to
another. Exercising caution in the open fl ight deck is an
important step for WSC pilots.
If fl ying a WSC aircraft in turbulence, the pilot must have
both hands on the bar to maintain control of the aircraft.
Therefore, changing radio frequencies, measuring courses
on the map, or operating any of the fl ight deck controls
becomes diffi cult and secondary to maintaining control
of the aircraft. This is different from fl ying an airplane or
a powered parachute, which requires less physical effort
to maintain control of the aircraft and at least one hand is
available to tend to fl ight deck duties. It must be noted that the
1-12
Figure 1-19. Kneeboards help secure items in the flight deck.
Figure 1-20. Example of a checklist.
fi rst priority always is maintaining control of the aircraft, and
all other duties are secondary. Generally, prefl ight planning
and good pilot judgment would prevent a situation of fl ying
in moderate to extreme turbulence. However, when you do
fi nd yourself fl ying in this situation, fl y the aircraft fi rst, and
attend to fl ight deck duties second.
Scenario-Based Training
A good instructor immediately begins teaching ADM
when the student has the ability to control the WSC aircraft
confi dently during the most basic maneuvers. The instructor
incorporates “scenario-based training” in which the instructor
provides pilot, aircraft, environment, and operational risk
elements to train the student to utilize ADM in making
the best decision for a given set of circumstances. During
a profi ciency or practical test, the instructor or examiner
evaluates the applicant’s ability to use satisfactory ADM
practices as the pilot determines risks and coordinates safe
procedures.
Resource Management
Resource management is similar to that described in the
Pilot’s Handbook of Aeronautical Knowledge (FAA-H-8083-
25) except the passenger cannot help in the same ways as in
an airplane. The passenger cannot hold or help read the map
unless the pilot has provided a knee board or other means
for the passenger to assist. [Figure 1-19]
　
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