corrective action. An excellent process to use in this scenario  is called the 3 Ps: Perceive, Process, and Perform. The Perceive, Process, Perform (3P) model for ADM offers  a simple, practical, and systematic approach that can be  used during all phases of flight.  [Figure 5-3]  To use it, the  pilot will: Examine a pilot flying into a canyon. Many pilots fail to see  the difference between a valley and a canyon. Most valleys  can be characterized as depressions with a predominant  direction. A canyon is also a valley, but it is a very deep valley  bordered by cliffs. One can infer that making a turn across a  valley will be over rising terrain whose slope is shallow. A  canyon, however, is bordered by vertical walls. Additionally,  valleys are typically wider than canyons. However, before  proceeding it is important to understand the relationship  between rate of turn and turn radius. Airspeed significantly affects an aircraft’s ROT. If airspeed  is increased, the ROT is reduced if using the same angle  of bank used at the lower speed. Therefore, if airspeed is  increased as illustrated in  Figure 5-5,  it can be inferred that  the angle of bank must be increased in order to achieve the  same ROT achieved in  Figure 5-6. NOTE: All airspeeds discussed in this section are true  airspeed (TAS). The rate of turn (ROT) is the number of degrees (expressed  in degrees per second) of heading change that an aircraft  makes. The ROT can be determined by taking the constant  of 1,091, multiplying it by the tangent of any bank angle  and dividing that product by a given airspeed in knots as  illustrated in  Figure 5-4 . If the airspeed is increased and the  ROT desired is to be constant, the angle of bank must be  increased; otherwise, the ROT decreases. Likewise, if the  airspeed is held constant, an aircraft’s ROT increases if the  bank angle is increased. The formula in  Figures 5-4  through  5-6  depicts the relationship between bank angle and airspeed  as they affect the ROT.  What does this mean on a practicable side? If a given  airspeed and bank angle produces a specific ROT, additional  conclusions can be made. Knowing the ROT is a given  number of degrees of change per second, the number of  seconds it takes to travel 360° (a circle) can be determined  by simple division. For example, if moving at 120 knots with  a 30° bank angle, the ROT is 5.25° per second and it takes  68.6 seconds (360° divided by 5.25 = 68.6 seconds) to make  a complete circle. Likewise, if flying at 240 knots TAS and  using a 30° angle of bank, the ROT is only about 2.63° per  second and it takes about 137 seconds to complete a 360°  circle. Looking at the formula, any increase in airspeed is  directly proportional to the time the aircraft takes to travel  an arc.   1,091 x tangent of 30° 240 knots ROT = ROT = 2.62 degrees per second An increase in speed causes a decrease in  the rate of turn when using the same bank angle. Example Suppose we were to increase the speed to 240  knots, what is the rate of turn? Using the same  formula from above we see that: Perceive Process Perform  1,091 x tangent of the bank angle airspeed (in knots) ROT =  1,091 x tangent of 30° 120 knots ROT =  1,091 x 0.5773 (tangent of 30°) 120 knots ROT = ROT = 5.25 degrees per second Example The rate of turn for an aircraft in a  coordinated turn of 30° and traveling at  120 knots would have a ROT as follows. Figure 5-4.  Rate of turn for a given airspeed (knots, TAS) and  bank angle. Figure 5-5.  Rate of turn when increasing speed. Figure 5-3.  The 3P model: Perceive, Process, and Perform. Rate of Turn • Perceive the given set of circumstances for a flight. • Process by evaluating their impact on flight safety. • Perform by implementing the best course of action. 5-10