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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. 

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. 

## Using the 3P Model to Form Good Safety Habits 

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] 

To use this model, the pilot will: 

• Perceive hazards 

• Process level of risk 

• Perform risk management 

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. 

<img src='content_image/551242.jpg'>

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: 

• 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. 

