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PERSONALITY is the embodiment of personal traits and characteristics of an individual that are set at a very early age and
extremely resistant to change.
POOR JUDGMENT CHAIN is a series of mistakes that may lead to an accident or incident. Two basic principles generally
associated with the creation of a poor judgment chain are: (1) One bad decision often leads to another; and (2) as a string of bad
decisions grows, it reduces the number of subsequent alternatives for continued safe flight. ADM is intended to break the poor
judgment chain before it can cause an accident or incident.
RISK ELEMENTS IN ADM take into consideration the four fundamental risk elements: the pilot, the aircraft, the environment, and
the type of operation that comprise any given aviation situation.
RISK MANAGEMENT is the part of the decision making process which relies on situational awareness, problem recognition, and
good judgment to reduce risks associated with each flight.
SITUATIONAL AWARENESS is the accurate perception and understanding of all the factors and conditions within the four
fundamental risk elements that affect safety before, during, and after the flight.
SKILLS and PROCEDURES are the procedural, psychomotor, and perceptual skills used to control a specific aircraft or its
systems. They are the airmanship abilities that are gained through conventional training, are perfected, and become almost
automatic through experience.
STRESS MANAGEMENT is the personal analysis of the kinds of stress experienced while flying, the application of appropriate
stress assessment tools, and other coping mechanisms.
CREW RESOURCE MANAGEMENT (CRM) is the application of team management concepts in the flight deck environment. It
was initially known as cockpit resource management, but as CRM programs evolved to include cabin crews, maintenance
personnel, and others, the phrase crew resource management was adopted. This includes single pilots, as in most general
aviation aircraft. Pilots of small aircraft, as well as crews of larger aircraft, must make effective use of all available resources;
human resources, hardware, and information. A current definition includes all groups routinely working with the cockpit crew who
are involved in decisions required to operate a flight safely. These groups include, but are not limited to: pilots, dispatchers, cabin
crewmembers, maintenance personnel, and air traffic controllers. CRM is one way of addressing the challenge of optimizing the
human/machine interface and accompanying interpersonal activities.
Figure 14-1. These terms are used in AC 60-22 to explain concepts used in ADM training.
14-3
need to be taken to resolve the situation in the time
available. The expected outcome of each possible
action should be considered and the risks assessed
before you decide on a response to the situation.
Your first thought was to pull up on the collective and
yank back on the cyclic, but after weighing the consequences
of possibly losing rotor r.p.m. and not being
able to maintain the climb rate sufficiently enough to
clear the canyon wall, which is now only a hundred
yards away, you realize that your only course is to try
to turn back to the landing zone on the canyon floor.
IMPLEMENTING THE DECISION AND
EVALUATING THE OUTCOME
Although a decision may be reached and a course of
action implemented, the decision-making process is not
complete. It is important to think ahead and determine
how the decision could affect other phases of the flight.
As the flight progresses, you must continue to evaluate
the outcome of the decision to ensure that it is producing
the desired result.
As you make your turn to the downwind, the airspeed
drops nearly to zero, and the helicopter becomes very
difficult to control. At this point, you must increase airspeed
in order to maintain translational lift, but since
the CG is aft of limits, you need to apply more forward
cyclic than usual. As you approach the landing zone
with a high rate of descent, you realize that you are in a
potential settling-with-power situation if you try to
trade airspeed for altitude and lose ETL. Therefore, you
will probably not be able to terminate the approach in a
hover. You decide to make as shallow of an approach as
possible and perform a run-on landing.
The decision making process normally consists of several
steps before you choose a course of action. To help
you remember the elements of the decision-making
process, a six-step model has been developed using the
acronym “DECIDE.” [Figure 14-2]
THE DECISION-MAKING PROCESS
An understanding of the decision-making process provides
you with a foundation for developing ADM
　
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