1WORLD AERO PERSONAL MINIMUMS PAVE & ADM CHECKLIST

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Please save the completed self-assessment form to your EFB and cross reference as needed to facilitate your Aeronautical Decision Making (ADM). This form adapts a generic FAA template to company purposes. and both helps you better understand the 1WA Dispatch Authorization Guide, as well as aid with use of a Flight Risk Assessment Tool before take-off. The form reinforces principles from the industry's Aviator Code of Conduct. This form should be periodically updated (prior to Cross Country Solo, and prior to sign off for Instrument and Commercial Check Rides, as well as prior to completion of a Check Out, Flight Review, or IPC. In the interest of time, the Pilot should prefill ahead of meeting with their instructor, and then both can discuss the key insights as appropriate during a ground session. A completed copy should be forwarded to t.russell@1worldaero.com. If a set of answers does is not well adapted, please use the "Other" line to answer with adequate elaboration. Thank you for your participation! Don't forget to download a FRAT app to your device to help put these ADM principles into practice.

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P - PILOT

My Total Time in Airplanes:

My Total PIC Time in Airplanes:

My Approx. Complex/High Performance/Technically Advanced Airplane Time:

My Approx. Multi-Engine Time:

My Total Simulated and Actual Instrument Time:

My Total Cross Country (Landing +50 NM away) Time:

My Total Time Last 12 Months:

Pressurized Aircraft Time if any and time since logged:

PILOT EXPERIENCE - Below are the currency minimums needed for me to feel proficient in Make and Model:

Take Offs and Landings, Last 30 Days -(Recommended one landing per

One (Reasonable with >100 hours total time in last 12 months, assuming half of those hours in type.)

Three (Reasonable with >50 hours total time in last 12 months, assuming half of those hours in type.)

Six (Reasonable with >25 hours total time in last 12 months, assuming most of those hours in type.)

Nine (Reasonable with >12 hours total time in last 12 months, assuming all of those hours in type.)

Other:

Clear selection

Instrument Approaches In Last 90 Days

One (Reasonable with >100 hours total time in last 12 months, assuming half of those hours are in type.)

Three (Reasonable with >50 hours total time in last 12 months, assuming half of those hours are in type.)

Six (Reasonable with >25 hours total time in last 12 months, assuming most of those in type.)

Another number of my choosing based on my circumstances to be elaborated at the end of the document and to be approved by the Chief Pilot

Clear selection

Simulated (or Actual) Instrument in an airplane in Last 90 Days to Fly in Actual IMC

One Half Hour (Reasonable with >100 hours total time in last 12 months, assuming half of those hours are in type.)

One Hour (Reasonable with >50 hours total time in last 12 months, assuming half of those hours are in type..)

Two Hours (Reasonable with >25 hours total time in last 12 months, assuming most of those hours are in type.).)

Other:

Clear selection

PILOT - TAC, Sectional, IFR Enroute Charts, TERPS, and Chart Supplements

I have a subscription to ensure that I have paper resources for what I need. Otherwise, I am not going. Given the limited support for paper, I am having to restrict the scope and spontaneity of some of my operations.

I carry the needed resources inside one Electronic Flight Bag on one device. For redundancy I either only fly with a co-pilot who also is confirmed to have at least one electronic flight bag device with current charts, or otherwise I have a paper copy of at least a current Sectional and Chart Supplement for VFR operations and limit my flying to VFR.

I carry a redundant combination of two Electronic Flight Bags to supply needed resources. I also carry a charging cord or an extra external battery pack.

Other:

Clear selection

PILOT - Terrain and Airspace - If Unfamiliar, how much ceiling and visibility margin would I add to fly VFR?

PILOT - PHYSICAL CONDITION / I'M SAFE

PILOT - Illness - Psychological, emotional, heart, headaches, fatigue and sleep apnea, kidney stones, cancer treatment, etc.

I am not barred from flying by a medical condition that the FAA deems to be disqualifying. After common head colds I will wait until I my strength has returned, I have no more congestion and can easily breath through my nose to attempt to go fly. This generally means several days after the peak of my congestion.

I may need to self ground myself for a condition that FAA deems to be disqualifying under certain conditions.

Other:

Clear selection

PILOT - Medication - I don't use any illicit substances but am I under any medication?

No - I am not using any medication whose use is prohibited or discouraged by the FAA.

Yes - I will wait 5 times the prescribed hourly dosage to allow the medication to clear my system.

Other:

Clear selection

Sleep - How sensitive am I?

I am resilient to getting an hour or two less than approximately 8 hours of sleep one or two nights in a row.

I do not function well without approximately 8 hours of sleep, unless I can take a nap.

I do not function well without approximately 8 hours of sleep.

Other:

Clear selection

Alcohol - How long do I need to wait after consumption?

The FAA 8 hour bottle to throttle (12 hours for Commercial ops) is always enough for me since I am a light drinker, or never suffer hang overs for moderate drinking..

I sometimes may need double the FAA minimum wait time due to my reaction to alcohol or due to the fact that when I drink, I do tend to indulge.

Other:

Clear selection

Food - How sensitive am I?

I am resilient to getting by with snacks or a light meal to stretch my endurance a few hours when under stress.

I need to have a structured meal on a regular basis when under stress.

I am resilient to getting by with snacks or a light meal to stretch my endurance ONLY when I am not under stress.

Other:

Clear selection

Water - In addition to having a reasonable water reserve in case of a forced landing or in case I get stranded, how much do I need to avoid dehydration, avoid shortness of breath, rapid heartbeat, or feeling faint?

I need a water bottle per typical flight leg on a warm day. I fly mostly during the day and over topography that has lots of emergency fields.

I always need a larger than average water supply for typical legs. OR I tend to fly over remote terrain and therefore carry extra supply in case of an emergency.

I can get by on just Soda and Caffeine even when I am at altitude or if it is hot.

Other:

Clear selection

Clothing and Support Equipment - A survival kit is what I am wearing.

I always carry clothing that is suitable for preflight and postflight, to include a hat, suitable coat or rain-jacket, and gloves for cold or rainy weather. I maintain the ability to layer up and down as needed. I wear comfortable shoes with good grip. I also carry a reliable personal flashlight additional to my Mobile phone. I carry a multi-tool with a Flat Head and Phillips head screw driver as well as a small knife or scissors.

I tend to either disregard these things out of pride, or because I don't want to spend the money, and sooner or later this is going to cause me to rush through or fail to successfully address some safety sensitive procedure.

Other:

Clear selection

PILOT - Curve Ball Planning - So as to avoid external pressures, I always carry a couple methods of payment and...

At least one is a credit/debit card with enough to refuel the plane, and rent a hotel and or rental car.

Additional to the above, I carry required eyewear and any required and approved medication in case I get stranded.

Additional to the above, I shy away from locations where I would not have easy access to booking a hotel or getting a rental car should I get stranded for weather or mechanical reasons. I avoid arriving after hours to airports that do not have full time FBOs. If I know that I will arrive after normal hours, I call ahead to make arrangements and have enough fuel to get to a busy airport with a full time FBO.

Other:

Clear selection

PILOT - Psychological Readiness

Stress - How much does my work or personal life distract me from the safety tasks at hand?

I have a lot of distractions in my life that interrupt my concentration and focus, therefore during times of stress I will enlist the help of a peer-co-pilot to accompany me. Otherwise, I am likely to cancel my flights when I am on my own and my focus is getting interrupted.

The above applies to be however on simple and short flights, I tune out the distractions enough to fly alone by turning off my mobile devices as soon as I get to the airport. I may need some consultation with a mentor pilot or instructor from time to time, particularly when I know I am stressed.

I do have a lot of stressful distractions that can be hard to cut out. As a co-owner or sole aircraft owner I can hire a more experienced mentor Commercial Pilot to serve as my co-pilot for any mission I think could pose a challenge. An unpaid peer-co-pilot would not typically have the availability or experience to support my time sensitive needs.

Other:

Clear selection

Attitudes - When I began training, I arrived with certain hazardous attitudes, which I have learned to compensate for and overcome. When fatigued or stressed, I am likely to revert to some of inherent attitudes.

I am likely to get complacent, overconfident and feel invulnerable because I have a lot of experience and need to consider the statistical likelihood and severity of my decisions. I need to remember that common sense is more valuable than a glimmer of hope.

I am likely to act impulsively rather than to investigate the situation, and could benefit from consultation with a mentor pilot or Flight Instructor.

I am likely to become argumentative with or dismissive of authority, and need to remember that every rule was developed because of unsuccessful outcome causing an accident or incident.

I am likely to become complacent, resigned, and to give up. I need to remember my training and keep advocating for and if need be, fighting for the successful outcome I want.

Other:

Clear selection

A - AIRCRAFT

AIRPLANE - Fuel Reserves

For IFR or VFR, day or night, I will always land with at least 1 hour of fuel per 1World Aero's minimums. Though I am comfortably familiar with the fuel consumption of this airplane, I have to be attentive to the possibility of diversion, rerouting, and headwinds.

I will always plan to land with at least 90 minutes of fuel. I am attentive to the possibility of rerouting, diversion, and delays but I do not trust the fuel gages, nor am I comfortably familiar with the rate of fuel consumption of this aircraft.

For IFR or Night VFR, I will always plan to land with at least 90 minutes of fuel, otherwise one hour reserve for day VFR works for me when I am comfortably familiar with the fuel consumption of the aircraft. I am attentive to diversions, rerouting, and headwinds.

Other:

Clear selection

AIRPLANE - Equipment

I am very familiar with the avionics package in my preferred airplane including the GPS, PFD, ADSB, and Autopilot (if Installed). Therefore, I would feel comfortable operating in more stressful environments such as busy airspace or in weather that is not considered ideal. If a minor squawk occurs, I have enough familiarity to use other resources to compensate and continue to fly safely.

I have a working understanding of the avionics package in my aircraft and therefore need to operate in lower workload airspace and airport traffic patterns, as well as in more favorable weather. If I do this then I can continue to safely fly the airplane even if there is a minor squawk,

I have limited understanding of the avionics package in my aircraft and therefore need to restrict my flights to low workload airspace and traffic patterns as well as favorable weather. Additionally, if there is a minor squawk that arises, I fear that it could distract me from safely flying the plane, therefore I must either enlist a peer-co-pilot or continue to train with a Flight Instructor until I can feel more comfortable.

Other:

Clear selection

AIRPLANE - Inoperative Equipment - In addition to commons sense, to Repair or Replace or Defer Items on this Airplane I must use and be familiar with:

A Kinds of Operation Equipment List that goes beyond the 91.207 in the Limitations Chapter.

An Equipment List that goes beyond 91.207 in the POH Weight and Balance Chapter and that establishes Required vs Optional or Additional Items.

91.207 "TOMATO FLAMES."

An approved FAA Minimum Equipment List with a matrix to defer certain items.

Other:

Clear selection

AIRPLANE - Survival Equipment

I make sure that any airplane I have has a suitable Fire Extinguisher, Crash Axe, Safety Briefing Card for passengers, and a legible paper Checklist. I make sure to give all unfamiliar passengers an adequate safety briefing.

In addition to the above I make sure that Life Jackets are positioned for easy passenger access anytime I am approaching or departing an airport along a shoreline, or traversing or manuevering over a water body that makes it difficult to reach suitable emergency fields. I make sure that passengers are briefed on how to don and use the vests.

Additional to the above, I know that in the event of an emergency I would be challenged to manage the emergency while obtaining and donning the vest myself. If operating single engine, I will don a vest for shoreline operations, even if I don't make my passengers do so.

Other:

Clear selection

V - ENVIRONMENT

ENVIRONMENT - Runway, surface winds, and performance

I always add at least 1000 feet to the Take Off and Landing Distances Over a 50 Foot Obstacle when considering runway length. I always ensure the runway means Accelerate-Stop requirements.

Additionally, to determine maximum headwind and crosswind components for dispatch, I use the 1World Aero Dispatch Authorization Guide (1WA DAG) as my limits.

Additionally, when using a Flight Risk Analysis Tool (FRAT), I will factor 5 knots below my 1WA DAG limit as the value that triggers selecting "Strong head winds " or "Strong crosswinds'" in the FRAT.

Other:

Clear selection

ENVIRONMENT - Weather briefings

I always obtain a Standard Weather Briefing before departure, to have at least Surface Analysis and Nexrad, Flight Precautions, TAFs, and Metars, Winds Aloft, and NOTAMS for the duration of my flight. I also cross reference Satellite, Prog Charts, and Millibar/Winds Aloft Charts for multiple altitudes to better understand trends.

Additionally, if I cannot obtain a standard brief prior to departure due to lack of internet or telephone access, then I will depart and maintain VFR conditions until I can obtain an airborne briefing by radio with FSS via remote outlet, and file accordingly or return to land.

Additionally, I make sure that the latest TAFs I have access to are no more than 6 hours old, and that I have access to potential new Airmet/Sigmet information two hours after departure, either by querring FSS, ATC, XM service, or ADSB.

Additionally, whenever practical I use VFR Flight Following or file IFR to provide better NOTAM situational awareness. I always file at least one alternate to have better NOTAM situational awareness.

Other:

Clear selection

ENVIRONMENT - VFR Ceilings & Vis- If I don't have 1500 ceilings, then I need to divert or obtain an IFR clearance.

With at least 50 hours in the last 12 months the 1WA DAG requires that I have at least 2500 foot ceilings and vis +6SM if I fly beyond 50 NM.

With less than 50 hours in the last 12 months the 1WA DAG requires that I have at least 3500 ft ceilings with 10 sm to go on a cross country.

With at least 25 hours in the last 12 months the 1WA DAG requires that I have at least a 4500 ft ceiling to go on a cross country.

I would add a 1000 or more feet to whatever the 1WA DAG requires and use 10 SM vis as minimum to go on a cross country.

Other:

Clear selection

ENVIRONMENT - Icing and cold weather

My airplane is certified for known icing (FIKI) but I do not plan to spend any more time than transiting areas of light to moderate icing as identified by Pirep, Airmet or Forecast Icing Potential charts. I make sure that all snow and frost is polished off or treated with deice fluid before take off.

My airplane is not certified for known icing, and I do not fly in areas that are covered by Airmet Zulu, or Pirep for Icing, or that indicate more than a 25% chance of trace of ice. I avoid any situation that will put me in a cloud that is between +5 and -20C for more than a few minutes, and I proactively work to avoid and or immediately exit any cloud that is between +2 and -10C. I always make sure that the wings are free of frost and wet snow before take off.

Though my airplane is certified FIKI, I treat it as though uncertified due to a lack of experience. As a high performance aircraft owner I will need to hire a qualified Commercial Mentor Pilot to better understand how to operate in light to moderate icing. Otherwise, I operate consistent with the limitations in the answer above. ilot

I fly VFR and thus stay clear of icy clouds. I need to watch out for freezing rain associated with winter warm fronts.

Other:

Clear selection

ENVIRONMENT - Convection

My airplane is equipped with radar, which is subject to attenuation, and requires interpretation to find the right tilt angle based on pitch and altitude. If I am not experienced with radar use, I need to subscribe to a radar training course and enlist the help of a qualified Mentor Pilot.

My airplane is equipped with a Storm Scope, which sees electrical build up and discharge but not rain. If I am not familiar, with its use, I should enlist the help of a qualified mentor-pilot.

My airplane is equipped with an XM or ADSB data link, which is at least several minutes old. In IMC it should be used in conjunction with a Storm Scope or Radar, otherwise it should be used for general planning purposes while maintaining VMC.

Other:

Clear selection

ENVIRONMENT - IFR Approach Minimums - Use the 1WA DAG to find Company acceptable limits. They begin with 1400 SCT/BRK/OVC 5 SM Visibility Day, 8 SM Visibility Night, with G5 Attitude functioning. This can be lowered another 300 feet and 1SM if the two axis autopilot is full functioning, and another 200 feet each if the airplane has two engines or a Graphic Engine Monitor.

Since I fly the Warrior, my lowest minimum is a 1200 ft AGL ceiling with an instructor.

Since I fly the Arrow, my lowest minimum is 900 feet AGL and 3 and 1/2 SM vis when I operate single pilot with the autopilot full functioning.

Since I fly the Twin Comanche, my lowest minimum is 400 feet AGL and 3 SM vis when I operate single pilot with the autopilot full functioning.

I fly a non-fleet airplane with more redundancy and therefore I believe I can use lower minima then the 1WA DAG recommends.

I fly a non-fleet airplane with less redundancy and would want to use higher minima than what the 1WA DAG recommends.

This section doesn't apply since I fly VFR.

Other:

Clear selection

ENVIRONMENT - IFR Take Off - Never less than the Approach Minima nor the Obstacle Departure Procedures for the runway in use, otherwise...

I use the same 1WA DAG method to find my take off minimums

Other:

Clear selection

ENVIRONMENT - IFR Missed Approach

Since I fly the single engine Warrior or Arrow. If I determine that conditions are actually at or below published minima, then I will not return to shoot a second approach at that airport in the event of a missed approach. If I missed because I was not stabilized, l should request another approach to get stabilized. With the margins the company has prescribed I should have no problems making a successful approach to land off of an ILS or LPV.

Since I fly the Twin Comanche and can go down to ILS minima with all equipment available and two qualified pilots, I am more likely to go missed on NPA and Precision approaches alike. I will only attempt one more approach at the intended airfield before requesting diversion to a suitable alternate regardless of whether or not I was stabilized on the initial attempt or not.

Other:

Clear selection

ENVIRONMENT - Night VFR Ceilings and Visibility

The 1WA DAG requires me to be IFR at night and in a twin engine airplane if I am not meeting a training requirement for a PPL or CPL certificate, or if I am not maintaining night landing currency in the pattern..

Other:

Clear selection

E - EXTERNAL PRESSURES

EXTERNAL PRESSURES - Trip Logistics - Once I arrive at the airport I need at least 30 minutes to dispatch, preflight the plane, and get myself settled to start up the airplane. I need another 15 minutes to review the weather for the day and then another 15 minutes to file and review the Standard Briefing.

Additional to that above one hour, I need to add at least 15 minutes if I need to refuel before start up, or if I need to preheat, or if I need to defrost, or if I need to examine the weather more closely.

Additional to the above considerations, I do a fair amount of longer trips with more complex weather decisions that require monitoring the weather over the preceeding 48 hours. This may add an hour or even two to my prep time in one or both directions. I also need another 15 minutes to secure snacks, refreshments, or a meal for the trip.

Additional to the above considerations, I do a fair amount of overnights on those longer trips which requires me to secure ground transportation and lodging. This adds another 30 minutes to my prep time and often adds another 15 minutes of logistics during the trip. This can bring my prep time to two or even three hours for a leg

Other:

Clear selection

EXTERNAL PRESSURES - Physically Managing Passengers

I usually fly alone. I just need to make sure my cockpit is well organized so I can reach everything, or put things away easily.

I usually fly with a low maintenance passenger who is helpful in the cockpit and who doesn't get in my way while I am filing, briefing, dispatching, and pre-flighting. My passenger(s) usually help me maintain good ergonomics within the cockpit, and become part of my CRM, locating or reading out checklists, and looking for traffic. My passenger(s) can effectively operate the doors under my supervision, and understand the major instruments and controls in the cockpit. They can back me up as they are generally situationally aware of the progress of the flight.

I usually fly with a peer-copilot who can do everything that was expressed above, as well as fly the plane when needed, after positive exchange of the controls.

These days I fly with friends and family who are still getting to know my routine and rhythm in and around the airplane. I have to invest time to make sure that everyone is comfortable, safe and briefed, and doesn't distract me. I also have to educate them on flying in small planes and manage expectations.

Not only do I fly with friends and family, but I tend to have children on board. I have to allow extra time for everyone to get snacks and refreshments, to collect everyone's belongings, and for everyone to go to the bathroom. I have to identify one of my family members to act as the Flight Attendant/Purser/Gate Agent to maintain control of the chaos so that I can focus on what I need to do. My priority is to train my low maintenance passenger to act as my support team.

Not only do I fly with passengers who are unfamiliar with my routine and rhythm, but I often have passengers who have limited mobility. I really have to plan ahead. I make sure to pre-flight the plane and prep the cabin first. Then I take extra time to help the passenger board carefully so that they don't hurt themselves or damage the plane.

Other:

Clear selection

EXTERNAL PRESSURES - Managing Passenger Expectations - In all cases I need to be frank with passengers about what I can and cannot accomplish on a trip or a flight before we ever get to the airplane so I don't get pressured into a bad outcome.

I mostly fly alone. My biggest concern is keeping my loved ones appraised of my flight progress so they don't get worried. I give them my tail number and make sure they can follow me on Flight Aware if they want. I may try to show them how to listen in on LiveAtc.net on certain specific frequencies if I think they might be receptive or it would be practical.

I tend to fly with a seasoned low maintenance passenger who understands what the plane can and cannot do safely, and who sometimes helps me make arrangements for back up plans like finding a rental car, hotel, or airfare if needed. My low maintenance passenger understands that some days the plane can be a great solution, other days driving, the airlines, or a train would be better and that the same is true for those competing modes of transportation.

I tend to fly with a peer-co-pilot, who can do everything that a low maintenance passenger can do. The biggest challenge is CRM. We clearly ID the PIC for each leg. We try to use a lot of the conventions that are described in the 1WA FTM CRM chapter and the 1WA CPT Guides to make things flow better in the cockpit. We use positive exchange of controls in flight. I may have better chemistry with one peer than others so establishing core common SOP is key.

I tend to fly with passengers who don't trust small aircraft and who want to cancel at the hint of a complication. I really have to spend extra time re-assuring them and educating them on what a small plane can do. I also have to be on my game to inspire confidence in them and within myself. This takes some extra practice to keep skills where I want them. I also need to revise some of my expectations when I bring these passengers with me.

I tend to fly with passengers who think the plane is an airliner or that I should be able to fly in more advanced weather with what I have. I need to spend extra time educating them about the limitations of the airplane ahead of time so that they can revise their expectations and give me the flexibility that I need to decide to leave earlier or later as I see fit. I also need to make sure that these passengers don't put me in a situation where I am overloaded or out of CG with their luggage. Some of these passengers are much more squeamish after we take off then they seemed on the way to the airport and this becomes a distraction.

Other:

Clear selection

EXTERNAL PRESSURES - Curve Ball Considerations - In all cases I make sure that I have all the personal supplies and pilot equipment I need, including payment methods, basic tools, chargers, protective clothing, snacks, etc.

On longer trips, unless I am flying with a low maintenance passenger, or a favorite peer-co-pilot, I try to consider access to back up airline service in case we get stranded at the destination due to weather, mechanical, or medical reasons. If there is little convenient access to return flights from far away, then my passengers need to be ready to stay with me longer. I need to be ready to cover their expenses at the destination, or they need to be ready to cover their extra expenses or alternative transportation. Otherwise, maybe these are not the best passengers to take with me so far away.

I don't fly very far away, and therefore I mostly go to airports where I can get a rental car to access the most convenient return transportation. If I need to, I could drive home by the end of the day.

Other:

Clear selection

UPCOMING TRIPS - WHERE/WHEN - Over the next 12 months I am most looking forward to flying to the following destinations:

UPCOMING TRIPS - HOW - Will the trip be flown IFR or VFR? What will be my major challenge(s) in performing that/those trip(s)?

NOTES - Any major personal minimums notes that I want to have top of mind are summarized here.

PERSONAL TRAINING PLAN - I will fly this many hours in fleet aircraft over the course of the next 12 months. (Amount of hours ties to the wind and other weather minimums sought per 1WA DAG.)

PERSONAL TRAINING PLAN - Below is the plan I choose to follow to allow me the pursue the goals set above. After obtaining my Rating / Certificate / Flight Review / IPC / Checkout...

I will launch into training for another License or Rating.

I will build some time and circle back with an instructor every few to several months to review airwork, or advanced landings, or emergency procedures.

I will pursue an IPC and perform a few to several approaches with a company CFII every 3-6 months to maintain currency.

I will build some time alone or with a peer co-pilot, and perform an annual review with a company instructor of airwork, advanced landings, and emergency procedures. (Reasonable for Professional Pilots. May be reasonable for recreational pilots after discussion of hours to be flown, objectives, simulator use, and WINGS courses.)

I will participate in FAASTeam activities for Wings Credits.

I will participate in 6 Month Recurrent Training at my Part 91 Corporate, Part 91K, 121, or 135 employer and will perform an annual review in this aircraft for best proficiency in light aircraft make and model.

I will attend a full motion simulator class at a Part 142 Training Center.

I will use a flight simulator to practice cockpit flow, instrument skills, abnormal and emergency procedures, and ATC radio communication.

I will fly with a mentor pilot to improve my ADM, my ATC radio communications, flight planning, and weather analysis.

Other:

CLARIFICATIONS / ELABORATIONS - As needed:

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