RMH 3-4

Risk Management Handbook (FAA-H-8083-2A)14631 9. Low-altitude operations 14632 10. Other 11803 The top four causes of general aviation fatal accidents include loss of control in-flight (LOC-I), controlled flight into terrain (CFIT), system component failure of the powerplant (SCF-PP), and fuel-related issues. These causes often signify the final result of a chain of events. However, an in-depth analysis of these accidents will often reveal inadequate risk management as a common thread. To begin with, pilots should recognize hazards linked to causes of aircraft accidents as presented below: 11806 1. Loss of Control In-flight (LOC-I)–Examples of loss of control scenarios include continued VFR into IMC, wake turbulence upsets, thunderstorm encounters, instrument failure, improper aircraft loading, loss of outside references during flight at night or over water, and conditions that exceed the pilot’s capability. 11807 2. Controlled Flight into Terrain (CFIT)–CFIT often results from continued VFR flight into areas with a low ceiling or low visibility, flight at night, incorrect interpretation of a chart, flight at high density altitude, flight in mountainous terrain, or intentionally flying too low. 11808 3. System Component Failure Powerplant (SCF-PP)–This category includes a variety of hazards, some which the pilot or operator may not easily identify. If a pilot experiences difficulty with an engine run-up or experiences an engine issue after maintenance, a significant hazard may exist. 11805 4. Fuel-Related–Pilots still experience fuel starvation or fuel exhaustion. Misunderstanding or mishandling the aircraft's fuel system, a lack of adequate planning, trying to stretch aircraft fuel range, or an unwillingness to take the time or make the effort to stop for fuel contributes to this type of accident. Identifying Hazards 11809 There are several ways pilots can detect hazards. Pilots should use combinations of methods to detect hazards, including the following: 11810 • Visual Observation–A pilot’s observations provide a primary means to identify hazards. For example, a pilot can visually observe thunderstorms and maintain a safe distance from them. A pilot who can see terrain can maneuver to avoid it. 11811 • Preflight Planning–Many hazards can be detected through preflight planning. Weather briefings identify hazards. Aircraft performance calculations, preflight inspections, and other routine procedures may identify hazards. 11812 • On-board Equipment–The availability of lower-cost modern avionics has improved situational awareness in many general aviation aircraft. Technologies such as GPS-based moving map navigation, datalink weather, traffic displays, terrain displays, and synthetic vision help pilots recognize different hazards. 11813 • Radio Communication–Voice radio provides an effective means to find out about hazards. Communication with air traffic controllers and flight service specialists can provide real-time information on weather, air traffic, airspace activity, and other hazards. 11814 • Postflight Inspections–Inspecting the aircraft following the completion of a flight may identify aircraft hazards before the next person flies the aircraft. Common items include condition of tires and brakes, security of access panels and latches, and leaking operating fluids. Properly securing the aircraft may prevent damage, which could affect the next flight. Using the PAVE Checklist to Identify Hazards 11816 As described in Chapter 1, the PAVE checklist provides a means to identify hazards using four convenient hazard “buckets.” Using all four checklist categories before a flight captures most hazards normally encountered. This section discusses hazards associated with each category. Pilot Hazards 11818 “P” hazards can be classified in terms of both capability and aeromedical factors as follows: 11819 1. Qualification–Does the pilot possess the appropriate pilot certificate, category, class, and type rating needed to operate a specific aircraft under the given set of conditions? Some accidents have occurred when pilots have attempted to operate under IFR without holding an instrument rating. A few accidents occur every year when the pilot did not possess any airman certificate.