W W W. F L I G H T R I S K . C O M
How do you know what you don’t know?
Simple. Powerful. Risk Analysis.
What is FlightRisk®?
“People take risks because most of the time they don’t know the risk they are taking. It’s not because they
make a rational calculation of the risks.”
- Professor Daniel Kahneman, 2002 Nobel Prize Winner
FlightRisk® is an advanced web-based software system that automatically identifies hazards and provides the
appropriate risk mitigation procedures. It is more than a simple risk assessment system. It is a comprehensive
approach to safety. FlightRisk goes beyond generating awareness; it helps facilitate action.
Traditional risk assessment systems rely on pilots’ perceptions of risk. Since perceptions are shaped by
experience, a lack of relevant experience can result in a misperception of risk. If pilots do not have the right
experience, how can we expect them to correctly assess the risk for:
•
an airfield they have never seen?
•
a procedure they have never flown?
•
conditions they have never experienced?
Simply giving pilots access to more information is not enough. Information can be overwhelming. It is
unrealistic to expect pilots to know all of the applicable rules, procedures, regulations, handbooks, manuals,
reports, brochures, bulletins, etc.
FlightRisk® solves the problem of information overload by analyzing a variety of factors – pilot, environmental,
aircraft, and airfield – to find the information that is most relevant to a pilot’s flight. By providing context
to information, we make it meaningful. This helps transform information into knowledge. Knowledge is the
“know-how”; it is a prerequisite for effective decision-making.
Most importantly, FlightRisk® is a community. Our post-flight surveys allow pilots to share their knowledge
and experience with other pilots. It is a simple and effective way to give our fellow pilots a “heads-up”; to make
sure they don’t become just another accident statistic.
With your help, we CAN make a difference!
Kind Regards,
The FlightRisk Team
1
Data-Driven
- Lord Kelvin (19th Century British Scientist)
“If you cannot measure it, you cannot improve it.”
“If youHazards
cannot measure
it, you
it.” contributing factors are
FlightRisk® is Data-Driven:
are sorted
bycannot
phaseimprove
of flight,
- Lord Kelvin
(19th
Century
British
identified, and data is analyzed to determine correlations
among
the
various
pilot,Scientist)
environmental,
aircraft, and airfield factors.
FlightRisk® is Data-Driven: Hazards are sorted by phase of flight, contributing factors
are identified, and data is analyzed to determine correlations among the various pilot,
environmental, aircraft, and airfield factors.
HIGH
HIGH Risk
Risk Rating Graphs
Graphs by
by Phase
Phase of
ofFlight
Flightfor:
for:KTEB:
KTEB:
Teterboro,
New
Jersey,
USA
Teterboro,
New
Jersey,
USA
5
4
3
2
1
0
LOW
LOW Risk
Taxi Out
Out
Departure
Departure
Arrival
6%6%
Contributing Risk Factors
Contributing Risk Factors
Approach
Landing
Landing
Weather
Weather
28%
ATC
ATC
Design
Design
50%
Taxi In
In
11%
Aircraft
Aircraft
Pilot
Pilot
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Action-Oriented
“The most important decision a pilot will make is to learn to adhere to published rules, procedures, and
recommendations. By doing so, pilots can take most hazards out of flying.”
- FAA Advisory Circular 60-22, Aeronautical Decision Making
FlightRisk® is Action-Oriented: Awareness is only the first step in a risk assessment. Good
decision-making requires knowledge of risk mitigation actions. FlightRisk contains a library
of recommended actions based on regulatory and user-defined information. To improve
understanding, FlightRisk sorts the information by phase of flight.
PRE-FLIGHT
7
TAXI OUT
3
DEPARTURE
ENROUTE
12
ARRIVAL
APPROACH
2
LANDING
3
TAXI IN
1
Flight in freezing rain, freezing drizzle, or mixed icing conditions may exceed the capability of the ice protection system.
Build-up of ice in severe icing conditions may seriously degrade the airplane’s performance/controllability.
AFM Sec 2
While severe icing may form at temps as cold as -18C, increased vigilance is warranted at temps below freezing with
visible moisture present.
Immediately request priority handling to avoid extended exposure to severe icing conditions.
POH Sec 5.2
No Advisories
Helpful Information
CAUTION: Serious hazards exist; you MAY exceed an operational limit.
WARNING: Serious hazards exist; you WILL exceed an operational limit.
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3
Community-Based
Every art has its rules and maxims. One must study them; theory facilitates practice. The lifetime of one man
is not enough to enable him to acquire perfect knowledge and experience. Theory helps to supplement it: it
provides a youth with premature experience and makes him skillful through the mistakes of others.”
- Frederick the Great
FlightRisk® is Community-Based: Pilots are an invaluable resource. Since they are the ones on
the “front lines” they are often the best – and only – source of valuable risk-related information.
Using the FlightRisk post-flight surveys, pilots can share their knowledge and experience with
other pilots.
Below are a few examples of actual pilot comments:
CET2: Conklin Leismer Aerodrome, Canada
de Havilland Dash 8
Risk Rating: 5 (HIGH)
Pilot Comment: Fire located 10 nm NE of airfield. Lots of helicopter and fixed wing fire fighting aircraft in the area. Lots of
uncontrolled aircraft in the vicinity. Ensure TCAS is set to below and 10nm range prior to entry into uncontrolled airspace.
KSMO: Santa Monica Muni, USA
Falcon 900 EASy
Risk Rating: 4 (MEDIUM-HIGH)
Pilot Comment: The VOR-A Approach is a circling approach, however, SOCAL/SMO Tower will NOT allow you to circle to land
because of LAX arrivals and departures. Wx was 8 OVC, descended to MDA at 680’ field in sight at approx. 1nm but too high
to land. Could have easily landed if allowed to circle. CAUTION: If landing attempted from CULVE at 1120’ a 5.8 degree glide
slope AND 1300 fpm rate of descent is required AND a lineup correction is required because the VOR course is offset 3 degrees.
Recommend a VDP/MAP at 3.0 DME at 1120’ to make it in, if field not in sight at VDP go missed.
ENVA: Trondheim Airport, Norway
Cessna Citation CJ3
Risk Rating: 3 (MEDIUM)
Pilot Comment: On final to RWY 09 moderate to severe turbulence can be expected with winds 120-180 deg as a result from
currents over the mountain south of airport. Wind report at 670ft is a good indication of this since winds on ground might be
calm while winds on top of mountain might be much stronger. When winds above 20 kts and visual on final try to deviate north
of centerline but stay visual above fjord/water, since the turbulence here is less. A good indication of turbulence is the wave
patterns on water.
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4
User-Defined
“Actions speak louder than words.”
- Unknown
FlightRisk® is User-Defined: Users can create their own custom rules using drag-and-drop
functionality: simply choose your criteria and create a custom advisory message. When all of
the pre-defined criteria are met, the custom rule will be displayed to the pilot!
IF
the following conditions are TRUE:
THEN
the following message will be displayed:
STOP
Circling at night is not authorized!
This is an airfield with hazardous terrain. Contact the Chief Pilot.
Source: Company Operations Manual (p. 12)
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Comparison
Here is a comparison of the most popular risk assessment systems:
Simple
SMS Compliant
Advanced Risk Engine
Automated Analysis
Recommended Actions
User-Defined Rules
Post-Flight Surveys
Regulatory Library
Analytics
Pilot Community
Simple. Powerful. Risk Analysis.
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W W W. F L I G H T R I S K . C O M
A critical part of any Safety Management System (SMS)
“FlightRisk is the easiest way to comply with the IS-BAO risk management
process.” - Chief Pilot of a Fortune 100 Flight Department
“FlightRisk is the most usable SMS tool on the market.”
- Mark Lauritzen, Chief of Safety of TB Aviation
Saves Time • Saves Money
Facilitates Compliance • Improves Safety
Do you have questions or comments? Would you like to schedule a personal web demonstration?
www.flightrisk.com • (888) 886-8860 • [email protected]
FlightRisk® is a product of Polaris Aero, LLC.