The SRM process is simple. At least five times before  and during the flight, the pilot should review and consider  the “Plan, the Plane, the Pilot, the Passengers, and the  Programming” and make the appropriate decision required  by the current situation. It is often said that failure to make  a decision is a decision. Under SRM and the 5 Ps, even the  decision to make no changes to the current plan is made  through a careful consideration of all the risk factors present.  Passengers can also be pilots. If no one is designated as pilot  in command (PIC) and unplanned circumstances arise, the  decision-making styles of several self-confident pilots may  come into conflict.  Pilots also need to understand that non-pilots may not  understand the level of risk involved in flight. There is an  element of risk in every flight. That is why SRM calls it risk  management, not risk elimination. While a pilot may feel  comfortable with the risk present in a night IFR flight, the  passengers may not. A pilot employing SRM should ensure  the passengers are involved in the decision-making and given  tasks and duties to keep them busy and involved. If, upon a  factual description of the risks present, the passengers decide  to buy an airline ticket or rent a car, then a good decision has  generally been made. This discussion also allows the pilot  to move past what he or she thinks the passengers want to  do and find out what they actually want to do. This removes  self-induced pressure from the pilot.  The Perceive, Process, Perform (3P) model for ADM offers  a simple, practical, and systematic approach that can be used  during all phases of flight. To use it, the pilot will:  Perceive, Process, Perform (3P) Model  The Programming  Use the Perceive, Process, Perform, and Evaluate method as  a continuous model for every aeronautical decision that you  make. Although human beings will inevitably make mistakes,  anything that you can do to recognize and minimize potential  threats to your safety will make you a better pilot.  The advanced avionics aircraft adds an entirely new  dimension to the way GA aircraft are flown. The electronic  instrument displays, GPS, and autopilot reduce pilot  workload and increase pilot situational awareness. While  programming and operation of these devices are fairly  simple and straightforward, unlike the analog instruments  they replace, they tend to capture the pilot’s attention and  hold it for long periods of time. To avoid this phenomenon,  the pilot should plan in advance when and where the  programming for approaches, route changes, and airport  information gathering should be accomplished, as well as  times it should not. Pilot familiarity with the equipment, the  route, the local ATC environment, and personal capabilities  vis-à-vis the automation should drive when, where, and how  the automation is programmed and used.  Depending upon the nature of the activity and the time  available, risk management processing can take place in  any of three timeframes.  [Figure 2-10]  Most flight training  activities take place in the “time-critical” timeframe for  risk management. The six steps of risk management can be  combined into an easy-to-remember 3P model for practical  risk management: Perceive, Process, Perform with the PAVE,  CARE and TEAM checklists. Pilots can help perceive  hazards by using the PAVE checklist of: Pilot, Aircraft,  enVironment, and External pressures. They can process  hazards by using the CARE checklist of: Consequences,  Alternatives, Reality, External factors. Finally, pilots can  perform risk management by using the TEAM choice list  of: Transfer, Eliminate, Accept, or Mitigate.  The pilot should also consider what his or her capabilities  are in response to last minute changes of the approach (and  the reprogramming required) and ability to make large-scale  changes (a reroute for instance) while hand flying the aircraft.  Since formats are not standardized, simply moving from one  manufacturer’s equipment to another should give the pilot  pause and require more conservative planning and decisions.  In the first step, the goal is to develop situational awareness  by perceiving hazards, which are present events, objects, or  circumstances that could contribute to an undesired future  event. In this step, the pilot will systematically identify and  PAVE Checklist: Identify Hazards and Personal  Minimums  Figure 2-10.  Risk management processing can take place in any of three timeframes.  2-15  Strategic  Deliberate  Time-Critical  Purpose Used in a complex operation (e.g.,  introduction of new equipment); involves  research, use of analysis tools, formal  testing, or long term tracking of risks.  Uses experience and brainstorming to identify  hazards, assess risks, and develop controls  for planning operations, review of standard  operating or training procedures, etc.  “On the fly” mental or verbal review using  the basic risk management process  during the execution phase of an activity.  •  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 