Crew Resource Management (CRM) and Single-Pilot Resource Management  Hazard and Risk  Figure 2-3.  Risk management decision-making process.  1. Accept no unnecessary risk. Flying is not possible  without risk, but unnecessary risk comes without a  corresponding return. If you are flying a new airplane  for the first time, you might determine that the risk  of making that flight in low visibility conditions is  unnecessary.  2. Make risk decisions at the appropriate level. Risk  decisions should be made by the person who can  develop and implement risk controls. Remember  that you are pilot-in-command, so never let anyone  else—not ATC and not your passengers—make risk  decisions for you.  3.  Accept risk when benefits outweigh dangers (costs).  In any flying activity, it is necessary to accept some  degree of risk. A day with good weather, for example,  is a much better time to fly an unfamiliar airplane for  the first time than a day with low IFR conditions.  4.  Integrate risk management into planning at all levels.  Because risk is an unavoidable part of every flight,  safety requires the use of appropriate and effective risk  management not just in the preflight planning stage,  but in all stages of the flight.  While poor decision-making in everyday life does not always  lead to tragedy, the margin for error in aviation is thin. Since  ADM enhances management of an aeronautical environment,  all pilots should become familiar with and employ ADM.  The seasoned pilot may see the nick as a low risk. He  realizes this type of nick diffuses stress over a large area, is  located in the strongest portion of the propeller, and based  on experience; he does not expect it to propagate a crack that  can lead to high risk problems. He does not cancel his flight.  Therefore, risk is an assessment of the single or cumulative  hazard facing a pilot; however, different pilots see hazards  differently. For example, the pilot arrives to preflight and  discovers a small, blunt type nick in the leading edge at the  middle of the aircraft’s prop. Since the aircraft is parked on  the tarmac, the nick was probably caused by another aircraft’s  prop wash blowing some type of debris into the propeller.  The nick is the hazard (a present condition). The risk is prop  fracture if the engine is operated with damage to a prop blade.  Two defining elements of ADM are hazard and risk. Hazard  is a real or perceived condition, event, or circumstance that a  pilot encounters. When faced with a hazard, the pilot makes  an assessment of that hazard based upon various factors. The  pilot assigns a value to the potential impact of the hazard,  which qualifies the pilot’s assessment of the hazard—risk.  SRM is all about helping pilots learn how to gather  information, analyze it, and make decisions. Although the  flight is coordinated by a single person and not an onboard  flight crew, the use of available resources such as auto-pilot  and air traffic control (ATC) replicates the principles of CRM.  While CRM focuses on pilots operating in crew environments,  many of the concepts apply to single-pilot operations. Many  CRM principles have been successfully applied to single-pilot  aircraft and led to the development of Single-Pilot Resource  Management (SRM). SRM is defined as the art and science  of managing all the resources (both on-board the aircraft  and from outside sources) available to a single pilot (prior  to and during flight) to ensure the successful outcome of the  flight. SRM includes the concepts of ADM, risk management  (RM), task management (TM), automation management  (AM), controlled flight into terrain (CFIT) awareness, and  situational awareness (SA). SRM training helps the pilot  maintain situational awareness by managing the automation  and associated aircraft control and navigation tasks. This  enables the pilot to accurately assess and manage risk and  make accurate and timely decisions.  Identify  Hazards  Assess  Risks  Analyze  Controls  Make Control  Decisions  Monitor  Results  Use  Controls  START  RISK  MANAGEMENT  PROCESS  2-4 