Aeronautical Decision- Making (Perceive) (Perform) (Process) Figure 13-6.  3P Model.  Often, the loss of control occurs when the pilot exceeds  design or established operating standards, and the resulting  situation exceeds pilot capability to handle it successfully.  The FAA generally characterizes these occurrences as  resulting from poor judgment. Likewise, most weather- related accidents are not a result of the weather per se, but  of a failure of the pilot to avoid a weather phenomenon for  which the aircraft is not equipped, or the pilot is not trained  to handle. That is, the pilot decides to fly or to continues  into conditions beyond pilot capability, an action commonly  considered to be demonstrating bad judgment.  It cannot be emphasized enough that the helicopter’s unique  capabilities come with increased risk. Since most helicopter  operations are conducted by a single pilot, the workload is  increased greatly. Low-level maneuvering flight (a catch- all category for different types of flying close to terrain or  obstacles, such as power line patrol, wildlife control, crop  dusting, air taxiing, and maneuvering for landing after an  instrument approach), is one of the largest single categories  of fatal accidents.  A utility helicopter pilot receives the task of flying four  passengers into a remote area for a hunting expedition. The  passengers have picked the location where they would like  to be dropped off based on the likelihood of wildlife being  in the area. The area has steep, rugged terrain in a series of  valleys and canyons leading up to large mountains. Upon arrival at the location, the pilot locates a somewhat  large confined area near the base of one of the mountains.  The pilot begins the 3P process by quickly noting (or  perceiving) the hazards that affect the approach, landing,  and takeoff. Through thorough assessment the pilot takes  into consideration: Fatal accidents that occur during approach often happen at  night or in instrument flight rules (IFR) conditions. Takeoff/ initial climb accidents are frequently due to the pilot’s lack  of awareness of the effects of density altitude on aircraft  performance or other improper takeoff planning that results  in loss of control during or shortly after takeoff. One of the  most lethal types of GA flying is attempting VFR flight into  instrument meteorological conditions (IMC). Accidents  involving poor weather decision-making account for about  4 percent of the total accidents but 14 percent of the fatal  mishaps. While weather forecast information has been  gradually improving, weather should remain a high priority  for every pilot assessing risk. As discussed in the Pilot’s Handbook of Aeronautical  Knowledge, the Perceive, Process, Perform (3P) model helps  a pilot assess and manage risk effectively in the real world.  [Figure 13-6]  Using the 3P Model to Form Good Safety Habits To use this model, the pilot will: Let’s put this to use through a common scenario, involving a  common task, such as a confined area approach. As is often  the case, the continuous loop consists of several elements;  each element must be addressed through the 3P process.  •  Current aircraft weight/power available, •  Required approach angle to clear the trees for landing  in the confined area,  •  Wind direction and velocity, •  Limited approach and departure paths (due to  constricting terrain), •  Escape routes should the approach need to be  terminated prior to landing, •  Possible hazards, such as wires or structures either  around the landing site or inside of the confined area,  and •  The condition of the terrain at the landing site. Mud,  dust, and snow can be extreme hazards if the pilot is not  properly trained to land in those particular conditions.  •  Perceive hazards •  Process level of risk •  Perform risk management 13-11