range? Changes to the airport environment: It’s easy to only consider the problem to be with the equipment at the airport. Sometimes the signal itself can be disturbed by an outside factor, such as: Problem: A local AM/FM radio station could unknowingly create interference because of a problem with their own equipment. Possible Solution: The airport, along with NavAids, would look to isolate what’s causing the disturbance and contact the appropriate party. Problem: A large obstruction nearby might affect the radio’s efficacy. Perhaps the construction of a big factory, bridge or overpass could cause interference. Possible Solution: Since it’s likely not possible to remove the building, on an issue like this, a radio engineer gets involved to determine a corrective action. Adjustments may be made to the antenna array, or by installing a different array
altogether. In Summary: When pilot-controlled radio systems are not working properly, a pilot has fewer resources available to assist with carrying out safe operations at the airport. Realistically, there will always be outages from time to time as equipment ages. Our MnDOT Aeronautics NavAids group strives to accurately report when the systems are down, by using the NOTAM system. We want all pilots to be aware of any systems that are acting up or taken offline for repairs. What can you do to help ensure PCL systems are operating as they should, and keeping pilots and their passengers safe? We are calling on you folks who travel through the skies, to help us. Activate (test) those airfield lights. If you notice an issue, bring it to your airport manager’s attention. The next pilot who is coming in behind you might have lower visibility q and may be counting on those lights.
Flight Risk Assessment Tools and You
A
by Joe Anderson
Pilot, MnDOT Aeronautics
s aviators, we know flying can be a highly rewarding activity. The sense of accomplishment which results from a well-executed flight is hard to beat. However, flying can also be a high-risk activity. Weather, terrain, aircraft unfamiliarity, pilot experience and many other factors all contribute to the overall risk picture. Joe Anderson Do you have a tool you use to help determine your risk level prior to flying? A Flight Risk Assessment Tool (FRAT) is an essential item with which all pilots should be familiar. A FRAT is a required part of a Safety Management System. Many commercial operators are mandated to have a Safety Management System, and numerous other nonmandated operators also have a Safety Management System. For these pilots, using a FRAT is a routine part of their preflight work. A FRAT is a simple form usually integrated in an online application which lists common risk factors. The pilot utilizes the form by selecting the risks which are applicable to the flight. The result (or score) of the FRAT is returned as a numerical value. Some FRAT applications will color code the score as green, yellow, or red, for low, medium, or high risk, respectively. A FRAT is typically divided into sections based on the FAA’s PAVE acronym (Pilot, Aircraft, enVironment, External
Pressure). Each section may have several potential risk items listed. Depending on the FRAT, there may be 20 to 40 total items. Each item is assigned a predetermined point value (usually 1 to 5) based on risk severity. When the value of all selected items is scored, the result helps determine risk level. Each FRAT contains point ranges for low, medium, and high risk. For example, in the FRAT I use regularly, low risk is a total score under 25, medium risk is a score of 25-35, and high risk is a score over 35. A FRAT score in the low-risk range helps aid the pilot in making a more well-informed go decision. However, a FRAT total on the higher end of the low-risk range should cause the pilot to proceed cautiously, knowing multiple risk factors are in play. If the total FRAT score is in the medium-risk range, some type of risk mitigation needs to take place before making the go decision. For example, a planned night flight could be delayed until daylight arrives. If lack of experience in a particular aircraft is a risk factor, perhaps a friend or flight instructor with more experience in the make and model could come along on the flight. There are many good mitigation strategies to help combat the factors which produce a higher risk value. A FRAT with a score in the high-risk range is a clear indicator to the pilot that the flight should not go. As with other preflight items, such as weather, fuel planning, and weight and balance, the FRAT calculation should happen as early as possible in the planning process. The goal is to allow sufficient time to understand the risk level of the flight and to plan mitigation strategies if necessary. The FRAT serves as a type of risk checklist as it aids in DECEMBER 2021/JANUARY 2022 MIDWEST FLYER MAGAZINE 27
