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The top four types of single-pilot, piston, and turbine-powered light business aircraft (LBA) accidents and incidents are as follows:
1. Runway excursions.
2. Loss of control inflight.
3. Runway undershoot/overshoot.
4. Controlled flight into terrain (CFIT).
Unfortunately, the list goes on. But from hangar rash to a total loss, every incident or accident has one thing in common: The end result is typically the last piece in a complex chain of events. The end result answers the what, but not the why. And, in too many instances, the why began a while ago with poor risk identification and management. While risk manage- ment is critical for every pilot, iden- tifying and mitigating risks as they pertain to each f light is especially important to single-pilot operations.
I’m hoping the reason is apparent. “The workload demand on single- pilot operations necessitates that they are thoroughly prepared for every f light,” explained Brian Laird, Chief Commercial Officer for TrainingPort. net. “Part of that means identifying potential hazards as well as assessing the severity and likelihood of the risks
those hazards pose if encountered.” “The use of a FRAT (Flight Risk Assessment Tool) can be very helpful in risk management and mitigation,” he continued. “The NBAA Single Pilot Safety Committee’s FRAT uses the PAVE Model (Pilot, Aircraft, Environ- ment, and External Pressures) guide- line and simplifies the process.” (You can download a copy on the NBAA
website: nbaa.org).
“Using a risk assessment matrix,
the risk associated with each identi- fied hazard is derived from the haz- ard’s probability and its severity from
high to medium to low,” Mark Larsen, NBAA Director, Safety and Flight Op- erations, said. “A risk management doctrine dictates the timing – before f light or in-f light – and level of effort needed to mitigate the hazard.”
Larsen cited the matrix included in NBAA’s Risk Management Guide for Single-Pilot Light Business Aircraft, which breaks the various levels of risk into three levels: high, serious, and low. “High” risks must be mitigated by taking action to lower the likelihood and severity to lower levels before departure. If the aircraft is already in flight, the risk can be avoided by an appropriate diversion or other de- cisive action.
“Serious” risks should be reduced to lower levels before departure or through appropriate divert or other actions if already in f light. Flights with “medium” risks can depart or continue but should involve action to lower the likelihood and severity whenever possible. “Low” risks can usually be addressed by following checklists and complying with stan- dard procedures.
“There are varying versions of risk assessment matrixes, so be sure to follow the mitigation strategy ap- propriate to the matrix you are us- ing,” Larsen said. “Ultimately, risk management allows you to weigh the potential costs of a hazard against the possible benefits of allowing the hazard to stand uncontrolled.”
One is the Busiest Number
By now, you’re saying, “Of course, single-pilot operations are more dangerous. I’ve got to do everything myself.”
Ah, there’s a key. You are solely responsible for every element of the flight. And those responsibilities don’t begin and end in the left seat. Think about it for a minute: How many times have you left home a bit late and rushed to the airport to fly out for an early meeting? Or perhaps at the end of a long day, you’re faced with flying home in marginal weather. The list goes on and on.
Pilots being pilots, taking time to analyze all the elements of an upcom- ing flight isn’t something you’re going
10 • TWIN & TURBINE / September 2022