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nature. A change must occur and be detected to drive a risk
management decision by the pilot. For instance, many pilots
use risk management sheets that are filled out by the pilot
prior to takeoff. These form a catalog of risks that may be
encountered that day and turn them into numerical values.
If the total exceeds a certain level, the flight is altered or
cancelled. Informal research shows that while these are useful
documents for teaching risk factors, they are almost never
used outside of formal training programs. The 5P concept is
an attempt to take the information contained in those sheets
and in the other available models and use it.
The 5P concept relies on the pilot to adopt a scheduled
review of the critical variables at points in the flight where
decisions are most likely to be effective. For instance, the
easiest point to cancel a flight due to bad weather is before
the pilot and passengers walk out the door to load the aircraft.
So, the first decision point is preflight in the flight planning
room, where all the information is readily available to make
a sound decision, and where communication and Fixed
Base Operator (FBO) services are readily available to make
alternate travel plans.
The second easiest point in the flight to make a critical safety
decision is just prior to takeoff. Few pilots have ever had
to make an emergency takeoff. While the point of the 5P
check is to help the pilot fly, the correct application of the
5P before takeoff is to assist in making a reasoned go/no-go
decision based on all the information available. These two
points in the process of flying are critical go/no-go points on
each and every flight.
The third place to review the 5 Ps is at the midpoint of the
flight. Often, pilots may wait until the Automated Terminal
information Service (ATIS) is in range to check weather, yet
at this point in the flight many good options have already
passed behind the aircraft and pilot. Additionally, fatigue
and low-altitude hypoxia serve to rob the pilot of much of
his or her energy by the end of a long and tiring flight day.
This leads to a transition from a decision-making mode to an
acceptance mode on the part of the pilot. If the flight is longer
than 2 hours, the 5P check should be conducted hourly.
The last two decision points are just prior to decent into the
terminal area and just prior to the final approach fix, or if
VFR just prior to entering the traffic pattern, as preparations
for landing commence. Most pilots execute approaches with
the expectation that they will land out of the approach every
time. A healthier approach requires the pilot to assume that
changing conditions (the 5 Ps again) will cause the pilot to
divert or execute the missed approach on every approach.
9-14
This keeps the pilot alert to all conditions that may increase
risk and threaten the safe conduct of the flight. Diverting
from cruise altitude saves fuel, allows unhurried use of the
autopilot, and is less reactive in nature. Diverting from the
final approach fix, while more difficult, still allows the pilot
to plan and coordinate better, rather than executing a futile
missed approach. Let’s look at a detailed discussion of each
of the Five Ps.
The Plan
The plan can also be called the mission or the task. It contains
the basic elements of cross-country planning, weather, route,
fuel, publications currency, etc. The plan should be reviewed
and updated several times during the course of the flight. A
delayed takeoff due to maintenance, fast moving weather,
and a short notice temporary flight restriction (TFR) may all
radically alter the plan. The plan is not only about the flight
plan, but also all the events that surround the flight and allow
the pilot to accomplish the mission. The plan is always being
updated and modified and is especially responsive to changes
in the other four remaining Ps. If for no other reason, the 5P
check reminds the pilot that the day’s flight plan is real life
and subject to change at any time.
Obviously weather is a huge part of any plan. The addition
of real time data link weather information give the advanced
avionics pilot a real advantage in inclement weather, but only
if the pilot is trained to retrieve, and evaluate the weather in
real time without sacrificing situational awareness. And of
course, weather information should drive a decision, even
if that decision is to continue on the current plan. Pilots of
　
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