Risk Management Handbook (FAA-H-8083-2A)
Certificate level
(e.g., private, commercial, ATP)
Ratings
(e.g., instrument, multiengine)
Endorsements
(e.g., complex, high performance, high altitude)
Total flying time
Years of flying experience
Flight review
(e.g., certificate, rating, wings)
Instrument Proficiency Check
Time since checkout in aircraft 1
Time since checkout in aircraft 2
Time since checkout in aircraft 3
Variation in equipment
(e.g., GPS navigators, autopilot)
Hours
Hours in this aircraft (or identical model)
Landings
Night hours
Night landings
Hours flown in high density altitude
Hours flown in mountainous terrain
Crosswind landings
IFR hours
IMC hours (actual conditions)
Approaches (actual or simulated)
Experience
Recent Experience (last 12 months)
Training Summary
Certification Level
Certification, Training, and Experience Summary
Figure 2-2. Certification, training, and experience summary.
The tables in Figure 2-3, Figure 2-4, and Figure 2-5 layout a sample assessment. Figure 2-3 shows how entries might look in
the Experience & Comfort Level Assessment VFR & MVFR table. Suppose a pilot’s flying takes place in a part of the country
where clear skies and visibilities of 30 miles or more are normal. The entry might specify the lowest VFR ceiling as 7,000
feet, and the lowest visibility as 15 miles. A pilot may never experience MVFR conditions and would leave the dash in place.
However, in this example and as shown in Figure 2-3, the pilot regularly flies in an area where normal summer flying involves
hazy conditions over relatively flat terrain and is more experienced and comfortable in MVFR. The pilot used the MVFR
column to record personal minimums of a 2,500-foot ceiling and 4 miles visibility for daytime operations.
For night flight, a ceiling under 3,000 feet or visibility less than 5 miles may create an unnecessary risk, so the pilot decided to
record a 5,000-foot ceiling and 8 miles visibility in the VFR column.
Risk Management Handbook (FAA-H-8083-2A)
Experience and “Comfort Level” Assessment
VFR & MVFR
Weather Condition
Ceiling
Day
Night
Visibility
Day
Night
VFR
> 3,000
—
5,000
> 5 miles
—
8 miles
MVFR
1,000–3,000
2,500
—
3–5 miles
4 miles
—
Figure 2-3. A sample pilot experience and comfort level assessment for VFR and MVFR.
For IFR, Figure 2-4 shows how a pilot recorded the lowest IFR conditions recently and regularly experienced. Although a pilot
may have successfully flown in low IFR (LIFR) conditions, it does not mean the pilot was “comfortable” in these conditions. In
this example, the pilot did not fill in the LIFR boxes for known “comfort level” in instrument meteorological conditions (IMC)
after deciding to avoid flight in those conditions.
Experience and “Comfort Level” Assessment
IFR & LIFR
Weather Condition
Ceiling
Day
Night
Visibility
Day
Night
IFR
500–999
1–3 miles
1 mile
3 miles
LIFR
< 500
—
—
< 1 mile
—
—
Figure 2-4. A sample pilot experience and comfort level assessment for IFR and LIFR.
If combined into a single table, the summary of a pilot’s known “comfort level” for VFR, MVFR, IFR, and LIFR weather
conditions might appear as shown in Figure 2-5.
Experience and “Comfort Level” Assessment
Combined VFR & IFR
Weather Condition
Ceiling
Day
Night
Visibility
Day
Night
VFR
MVFR
IFR
LIFR
2,500
5,000
4 miles
8 miles
1 mile
3 miles
Figure 2-5. Experience and comfort level assessment for combined VFR and IFR.
Step 3—Consider Other Conditions
Pilots should also have personal minimums for wind and turbulence and record the most challenging wind conditions comfortably
experienced during the last six to twelve months. As shown in Figure 2-6, a pilot may record these values for category and class,
or for a specific aircraft.
Risk Management Handbook (FAA-H-8083-2A)
Experience and “Comfort Level” Assessment
Wind & Turbulence
Surface wind speed
Surface wind gusts
Crosswind component
Turbulence
15 knots
8 knots
10 knots
5 knots
SE
ME
Make/
Model
Figure 2-6. A sample pilot experience and comfort level assessment for wind and turbulence.
In addition to winds, “comfort level” inventory should also include factors related to aircraft performance. Completing the table
with reference to the aircraft type and terrain typical for most flying [Figure 2-7] will establish a safety buffer. If the pilot has
never operated an airplane from a runway shorter than 5,000 feet, the shortest runway box should say 5,000 feet.
Experience and “Comfort Level” Assessment
Performance Factors
Shortest runway
Highest terrain
Highest density altitude
Performance
4,500
3,000
3,000
2,500
6,000
3,000
SE
ME
Make/
Model
Figure 2-7. Sample experience and comfort level assessment for performance factors.
Step 4—Assemble and Evaluate
Combining all these numbers results in a baseline personal minimums table as shown in Figure 2-8.
Baseline Personal Minimums
Weather Condition
Ceiling
Day
Night
Visibility
Day
Night
VFR
MVFR
IFR
LIFR
2,500
5,000
4 miles
8 miles
1 mile
3 miles
Surface wind speed
Surface wind gusts
Crosswind component
Turbulence
SE
ME
Make/
Model
15 knots
8 knots
10 knots
5 knots
Shortest runway
Highest terrain
Highest density altitude
Performance
SE
ME
Make/
Model
4,500
3,000
3,000
2,500
6,000
3,000
Figure 2-8. Sample baseline personal minimums.
Risk Management Handbook (FAA-H-8083-2A)
Step 5—Adjust for Specific Conditions
Any flight a pilot makes involves an infinite combination of pilot skill, experience, conditions, and proficiency. Aircraft
equipment and performance, environmental conditions, and external influences vary considerably. Both individually and in
combination, these factors can compress or expand the safety buffer provided by baseline personal minimums. Consequently,
a pilot should develop a practical way to adjust baseline personal minimums to accommodate specific conditions or aircraft.
Note that the example situations and additional safety margins [Figure 2-9] only provide a starting point. Pilots may develop their
own adjustment factors based on experience, aircraft capabilities, and operation. If flying experience is limited or infrequent,
the adjustment magnitude could increase. If multiple special conditions apply, a pilot could make an adjustment for each factor.
For example, suppose a pilot plans a night cross-country flight to an unfamiliar airport, departing after a full workday. The table
in Figure 2-9 suggests raising baseline personal minimums by adding 1,000 feet to the ceiling value, one mile to visibility, and
1,000 feet to required runway length.
Pilot
Aircraft
enVironment
External
Pressures
Illness, use of medication, stress, or fatigue; lack of
currency (e.g., have not flown for several weeks)
An unfamiliar airplane or an aircraft with unfamiliar
avionics or other equipment
Unfamiliar airports and airspace; different terrain or
other unfamiliar characteristics
“Must meet” deadlines, pressures from
passengers, etc.
If you are facing Adjust baseline personal minimums by
Adding at least 500 feet to ceiling
Adding at least 1/2 mile to visibility
Adding at least 500 feet to runway length
Subtracting at least 5 knots from winds
Figure 2-9. Examples of additional safety margins from baseline personal minimums.
Here are several important cautions regarding personal minimums. The pilot should:
1. Not adjust personal minimums to complete a specific flight. The time to consider adjustments is not while under
pressure to fly, but rather when time and objectivity permits an honest self-analysis about skill, performance, and
comfort level during the last few flights.
2. Make adjustments to one variable at a time. For example, if the goal is to lower baseline personal minimums for
visibility; the ceiling, wind, or other values should not change at the same time.
3. Seek training and consult with a flight instructor before making a significant adjustment to personal minimums.
Step 6—Stick to the Plan
As many pilots know, adhering to personal minimums sometimes creates an ethical dilemma, especially when pressures exist
to make a flight. Professional pilots live by the numbers, and so should general aviation pilots. Established personal minimums
enable the pilot to make a no-go or divert decision rather than departing with a sense of unease regarding the outcome of a flight.
In addition, a written set of personal minimums can also make it easier to explain tough decisions to passengers who depend
on the pilot’s judgment.
Using the FAA WINGS Program for Risk Mitigation & Safety
The FAA maintains a safety program that provides courses on a variety of topics as a means to enhance safety. The WINGS
Pilot Proficiency Program is based on the premise that pilots who maintain currency and proficiency will enjoy a safer and more
stress-free flying experience. As an added bonus, completion of a phase of the WINGS Program can count for a flight review
and participants may receive a discount on certain flight insurance policies. Pilots may create an account and watch a WINGS
video using the following links: