Workload or Task Management The pilot reviews the 3P process for each hazard. The pilot  has perceived the risk associated for each of the bullets listed  above. Now, the pilot assesses the risk level of each and what  to do to manage or mitigate the risk.  The 3P model offers three good reasons for its use. First, it  is fairly simple to remember. Second, it offers a structured,  efficient, and systematic way to identify hazards, assess risk,  and implement effective risk controls. Third, practicing risk  management needs to be as automatic as basic aircraft control.  As is true for other flying skills, risk management thinking  habits are best developed through repetition and consistent  adherence to specific procedures.  Once the pilot completes the 3P decision process and selects  a course of action, the process begins anew as the set of  circumstances brought about by the selected course of action  requires new analysis. Thus, the decision-making process is  a continuous loop of perceiving, processing, and performing. The aircraft weight/power risk is assessed as low. While  performing power checks, the pilot verified adequate out of  ground effect (OGE) power exists. The pilot is also aware  that, in this scenario, the departure DA (6,500 feet) is greater  than the arrival location DA (6,000 feet) and that several  hundred pounds of fuel have been burned off en route.  Furthermore, once the passengers have disembarked, more  power will be available for departure. The pilot estimates that the highest obstacles along the  approach path are 70–80 feet in height. With the size of the  confined area, a normal approach angle can be maintained  to clear these obstacles, giving this a low risk level. To further  mitigate this risk the pilot has selected mental checkpoints  along the approach path that will serve as go/no-go points  should the pilot feel any assessed parameter is being exceeded.  One component of SRM is workload or task management.  Research shows that humans have a limited capacity for  information. Once information flow exceeds the person’s  ability to mentally process the information, any additional  information becomes unattended or displaces other tasks  and information already being processed. Once this situation  occurs, only two alternatives exist: shed the unimportant  tasks or perform all tasks at a less than optimal level. Like  an overloaded electrical circuit, either the consumption must  be reduced or a circuit failure is experienced. Wind direction and velocity are assessed as a medium risk  because (for this scenario) the direction of the wind is slightly  offset from the chosen approach path, creating a 15–20°  crosswind with a steady 10-knot wind. The pilot also takes  into consideration that, due to the terrain, the wind direction  and velocity may change during the approach. The pilot’s  experience and awareness of the complexity of mountain flow  wind provide a management tool for risk reduction. Effective workload management ensures essential operations  are accomplished by planning and then placing them in  a sequence that avoids work overload. As a pilot gains  experience, he or she learns to recognize future workload  requirements and can prepare for high workload periods  during times of low workload.  From an approach and departure standpoint, the risk is  assessed to be medium. There is only one viable approach  and departure path. Given the size of the confined area  and the wind direction, the approach and departure path is  deemed acceptable. Reviewing the appropriate chart and setting radio frequencies  well in advance of need help reduce workload as a flight  nears the airport. In addition, a pilot should listen to  Automatic Terminal Information Service (ATIS), Automated  Surface Observing System (ASOS), or Automated Weather  Observing System (AWOS), if available, and then monitor  the tower frequency or Common Traffic Advisory Frequency  (CTAF) to get a good idea of what traffic conditions to  expect. Checklists should be performed well in advance so  there is time to focus on traffic and ATC instructions. These  procedures are especially important prior to entering a high- density traffic area, such as Class B airspace. The pilot assigns a medium risk level to the selection of an  escape route. The pilot is aware of the constricting terrain on  either side. Although adequate area exists for maneuvering,  the pilot realizes there are physical boundaries and that  they can affect the options available should the pilot need to  conduct a go-around or abort the approach. Again, the pilot  uses mental checkpoints to ensure an early decision is made  to conduct a go-around, if needed. The selected go-around  or escape route will be in line with the selected approach/ departure path and generally into the wind. To manage workload, items should be prioritized. For  example, during any situation, and especially in an  emergency, a pilot should remember the phrase “aviate,  navigate, and communicate.” This means that the first  As you may have noticed, one identified hazard and its  correlating risk management action may have subsequent  impact on other factors. This demonstrates the need for  continuous assessment and evaluation of the impact of chosen  courses of action. 13-12