Risk Management and Accident Prevention practice questions

Answer: A) Emotion

• ACorrect. Illness, Medication, Stress, Alcohol, Fatigue, Emotion (or Eating).
• BIncorrect. IMSAFE is about the pilot.
• CIncorrect. This is not part of IMSAFE.
• DIncorrect. IMSAFE is about the pilot.

Answer: D) Aviate, navigate, talk

• AIncorrect. Priorities matter.
• BIncorrect. Flying comes first.
• CIncorrect. Flying comes first.
• DCorrect. Fly the airplane first, then navigate, then communicate.

Answer: B) Eliminate

TEAM (Transfer, Eliminate, Accept, Mitigate) lists the ways a pilot can deal with a risk once it has been assessed. The 'E' means eliminating the hazard.

• AIncorrect. Risk is evaluated earlier, for example with the CARE checklist. Evaluating is not one of the TEAM mitigation options.
• BCorrect. TEAM stands for Transfer, Eliminate, Accept, Mitigate. 'Eliminate' asks whether the hazard can be removed altogether.
• CIncorrect. Carrying out a decision is not one of the TEAM options for dealing with risk.
• DIncorrect. External pressures is the 'E' in the PAVE checklist, which is used to identify hazards. It is not part of TEAM.

Answer: D) Impulsivity

• AIncorrect. This is 'Don't tell me.'
• BIncorrect. Macho is 'I can do it.'
• CIncorrect. Resignation is 'What's the use?'
• DCorrect. The antidote is 'Not so fast. Think first.'

Answer: A) The actions to take if the engine fails or the takeoff must be rejected

A pretakeoff briefing sets out what to do if something goes wrong during departure, such as an engine failure or a rejected takeoff, so the pilot can act without hesitating.

• ACorrect. FAA guidance lists loss of engine and rejected takeoff as items to brief before takeoff. Deciding on these actions ahead of time reduces reaction time if an emergency happens.
• BIncorrect. Logbook totals matter when assessing the pilot's experience during planning. They are not a takeoff contingency, so they don't belong in the departure briefing.
• CIncorrect. Assessment criteria are a lesson-planning topic. The pretakeoff briefing covers how the crew will handle the departure and any abnormal events.
• DIncorrect. This belongs in preflight navigation planning. It does not prepare the pilot for an emergency during the takeoff phase.

Answer: A) Short, regular eye movements over small sectors

• ACorrect. Each sector should be viewed briefly.
• BIncorrect. That misses traffic.
• CIncorrect. Traffic is outside.
• DIncorrect. The eyes need time to focus.

Answer: A) Programming

The FAA's 5P check is Plan, Plane, Pilot, Passengers and Programming. Programming deals with managing automation and avionics.

• ACorrect. The FAA's 5P check is Plan, Plane, Pilot, Passengers and Programming. Programming covers the automation and avionics (GPS, autopilot, displays) and how the pilot manages them during the flight.
• BIncorrect. Payload and weight are part of preflight planning, but Payload is not one of the 5Ps. The fifth P is Programming.
• CIncorrect. Aircraft performance falls under evaluating the plan and the plane, but Performance is not one of the 5Ps.
• DIncorrect. Documents and currency are covered within the plan and the plane, but Paperwork is not one of the 5Ps.

Answer: B) Consequences, Alternatives, Reality, External factors

CARE stands for Consequences, Alternatives, Reality, External factors. Pilots use it to assess hazards. TEAM is then used to decide how to deal with the resulting risk.

• AIncorrect. This mixes in hazard categories similar to those in PAVE (Pilot, Aircraft, enVironment, External pressures). These are not the CARE elements.
• BCorrect. CARE prompts the pilot to weigh the consequences of hazards, look at alternatives, face reality without wishful thinking, and consider external factors and pressures.
• CIncorrect. Only 'Consequences' is right. The other letters stand for Alternatives, Reality, and External factors.
• DIncorrect. These sound like crew resource management topics, not the CARE risk-assessment checklist.

Answer: B) Use scenarios in which learners plan fuel by time and check actual burn at en-route checkpoints

Fuel exhaustion usually comes from planning errors and poor in-flight monitoring. Instructors prevent it best by having learners practice planning fuel by time and checking actual burn in realistic scenarios.

• AIncorrect. Gauges can be inaccurate, and relying on them is a known factor in fuel-related accidents. Fuel state should be checked against planned burn and time.
• BCorrect. Scenario-based practice builds the habits of careful preflight planning and in-flight monitoring. This targets planning and fuel-burn errors, which are leading causes of fuel exhaustion.
• CIncorrect. Fuel burn depends on time and conditions such as headwinds. Without in-flight monitoring, a learner cannot catch deviations from the plan.
• DIncorrect. Leaving fuel planning until late means the learner never builds the habit, and it treats fuel management as a test item instead of a safety skill.

Answer: C) I'm not helpless. I can make a difference.

The learner's belief that the outcome was out of their control shows the resignation hazardous attitude. Its antidote is 'I'm not helpless. I can make a difference.'

• AIncorrect. This is the antidote for antiauthority, the attitude of resenting being told what to do.
• BIncorrect. This is the antidote for impulsivity, the urge to act right away without thinking.
• CCorrect. Feeling that nothing you do will matter is the resignation attitude, and this is its antidote.
• DIncorrect. This is the antidote for invulnerability, the belief that accidents only happen to other people.