7-5 DATE: PILOT NAME: ____________ ACFT #:
CALL SIGN:
COMMERCIAL AIR TOUR ROUTE/S:
RISK FACTOR
1. Pilot Duty/Rest and Health 10. Fuel More than 10 hours rest and not ill or sick = 0 Onboard fuel exceeds required by 10 % = 0
8 to 10 hours rest +5 Onboard fuel meets minimum fuel +10 8 to 6 hours rest and or light pain +15 Onboard fuel does not meet CFR or refuel req. no go
Less than 6 hours rest and or severe pain +50 no go 11. Recency of Emergency Training
2. Commercial Air Tour Experience Within last 3 months = 0 More than 1 year = 0 6–19 months +5 6 months to 1 year +5 9–12 months +10 Less than 6 months +10 12 months or more +50 no go
3. Route Experience With Operator 12. Aircraft Equipment 20 times or more on same route = 0 No GPS +10 Less than 20 times with route +5 One radio +10
4. Aircraft Experience With Operator No ATT indicator +15 More than 250 hrs in model = 0 No HDG indicator +10 Between 50 and 250 hours in model +5 SATCOM equipped -10 reduction Less than 50 hrs in model +15 GPS datalink -10 reduction
5. Commercial Air Tour Flights Previously Conducted for the Day Cell phone coverage -5 reduction 1–2 tours = 0 ADS-B In and Out -10 reduction 2–4 tours +5 13. MEL 4–6 tours +10 Nav. or comm. Inop. +10 More than 6 tours +30 14. IIMC Training
6. Length of Each Tour Route IFR current -10 reduction 1 hours or less = 0 Within last 3 months = 0 1–2 hours +5 6–9 months +5 More than 2 hours +10 9–12 months +10
7-6 DATE: PILOT NAME: ____________ ACFT #:
CALL SIGN:
COMMERCIAL AIR TOUR ROUTE/S:
RISK FACTOR
7. Weather 15. ATC Ceiling greater than 5000’ and 5 miles visibility = 0 High traffic area +10 Less than 5&5, but greater than 2000 and 4 miles +5 Low traffic area = 0 Greater than 1000-3, but less than 2000-4 +10 16. Site Specific 1000-3 or less no go +50 More than 3 aircraft at site +10 Icing if present without deice no go +50 Small area only capable of 2 acft. +10 Precipitation more than light or drizzle no go +50 Multiple flight paths to site +5 Turbulence above Moderate no go +50 FORM TOTAL Thunderstorms present on route no go +50
8. Terrain Free of hazards with large landing areas and no wires = 0
Overwater +10 Risk Level Approval Rough/jagged no emergency landing areas +15 Low Risk: 0–75 OCS CAN SIGN
APPROVAL
9. Lighting Medium Risk: 75–125 CHIEF PILOT
CAN APPROVE
Daylight high illum. no issues = 0 High Risk: 125–200 CHIEF AND DO
SHOULD SIGN APPROVAL
Whiteout chances high +15 Brownout chances high +15 PILOT SIGNATURE:
Flat light chances high no go OCS SIGNATURE:
Nighttime no illum. no aid +25 APPROVAL AUTHORITY:
7-7 Figure 7-2. Sample Risk Assessment Matrix Additional Information Definitions and Abbreviations Pilot – The pilot who is planned to be predominantly at the controls during critical phases of flight.
(FW) – Item applies to fixed-wing aircraft.
(RW) – Item applies to rotorcraft aircraft.
No go items cannot be mitigated.
Additional Information – Examples
1. Pilot Rest and Health. Health and rest of pilot is essential. Good sleep and health ensure an alert pilot. Less sleep and decreased health increases risk numbers.
2. Commercial Air Tour Experience. More experience conducting the operators planned tours increases situational awareness and thus decreases risk.
3. Route Experience. More experience with an individual route decreases risk and identifies problematic areas and weather phenomena.
4. Aircraft Experience. More experience by make and model decreases risk.
5. Commercial Air Tour Flights Previously Conducted for the Day. 1–2 commercial air tours a day is much less risk than conducting 6 a day. Less flights less risk.
6. Length of Each Tour Route. Commercial air tour route length based on environment and time.
7. Weather. Weather that is greater than 5 miles of visibility and more than 5000 feet of ceiling is relatively free of a weather risk for commercial air tours, but as weather decrease the risk exponentially increases. Weather close to or less than a 3 miles visibility and 1000-foot ceiling should be prohibited and is a “no go” item. Severe turbulence is no go. Icing conditions without equipment is no go, and rain more than Light or Drizzle is no go, thunderstorms are no go items.
8. Terrain. Terrain can play a very important part in determining risk. Areas that will not provide for a safe landing in the event of an emergency are significantly higher in risk than say a flat area free of obstacles.
9. Lighting. Commercial air tours are conducted into very diverse areas and the amount of lighting or effects on lighting can alter a pilot’s perception relative to the earth. Less light increases risk. Light can be limited if blowing snow or dust is encountered. Technological advanced aircraft may provide mitigation by increasing situational awareness.
10. Fuel. Extra fuel onboard an aircraft conducting tours allows for multiple options during a tour and may preclude an inadvertent weather encounter thus lessening risk. Minimal fuel limits decisions and increases risk.
11. Recency of Emergency Training. Pilots that are recently trained in flight are more prepared to handle emergencies and have less risk.
12. Aircraft Equipment. More equipped aircraft provide more situational awareness to the pilot and decrease risk.
13. Minimum Equipment List (MEL). Aircraft that have inoperable navigation and/or communication equipment decrease situational awareness and increase risk for a commercial air tour. Some inoperative items authorized to be deferred per the MEL may be extremely detrimental to a commercial air tour and may be no go items based on operators’ profile.
7-8 Definitions and Abbreviations
14. Inadvertent Instrument Meteorological Condition (IIMC) Training. IIMC is an emergency procedure, and only pilots trained and current can be expected to succeed. Recently trained pilots have less risk. Pilots that maintain instrument flight rules (IFR) currency are better prepared for unplanned IIMC events and are less risk.
15. Air Traffic Control (ATC). ATC areas with high density of aircraft create a significant workload for the commercial air tour pilot, so areas with higher density than normal traffic will increase the risk.
16. Site-Specific Area Information. Multiple aircraft in one area could increase the risk levels.
Appendix A A-1 APPENDIX A. INADVERTENT INSTRUMENT METEOROLOGICAL CONDITIONS (IIMC) A.1 Encountering IIMCs should be avoided and considered an emergency. It is far better to practice weather avoidance and employ appropriate maneuvers in instrument conditions to escape a potential IIMCs encounter than to risk entering instrument weather conditions unprepared. Aircraft encountering IIMCs, especially those not equipped for continuous IMC and operated by ill-prepared pilots, may subject the pilot to an unacceptable level of stress and could lead to a fatal outcome.
A.2 Helicopter pilots that encounter IIMCs may experience physiological illusions which can lead to spatial disorientation and loss of aircraft control. Even with some instrument training, many helicopters are not equipped with the proper augmented safety systems or autopilots, which could significantly aid in controlling the helicopter during an IIMC emergency.
A.3 Here are some fundamental guidelines to help a pilot remain in visual meteorological conditions (VMC) throughout a flight:
1. Turn Around: If threatened by deteriorating visual cues, slowly turn around and proceed back to VMC or to the first safe landing area if the weather ahead becomes questionable. Prevention is paramount.
2. Terrain Visibility: Do not proceed further on a course if the terrain ahead is not clearly discernible.
3. Flight Consideration: Delay or consider cancelling the flight if weather conditions are already questionable, could significantly deteriorate based on forecasts, or if there is uncertainty about conducting the flight safely. Trust your instincts, as a gut feeling may signal unreasonable risks.
4. Identify Safe Landing Areas: Always have previously identified safe landing areas (such as large open areas or airports) in mind for every route of flight.
A.4 In the event of IIMCs, there are five basic steps that every pilot should be familiar with and execute immediately, if applicable. However, it is crucial to note that if you are not trained to execute these maneuvers solely by reference to instruments or if your aircraft is not equipped with such instruments, this guidance may be less beneficial, and loss of helicopter control may occur:
1. Level the “Wings”: Level the bank angle using the attitude indicator.
2. Attitude: Set a climb attitude that achieves a safe climb speed appropriate to your type of helicopter. Typically, this involves no more than a 10° pitchup on the attitude indicator.
3. Airspeed: Verify that the selected attitude has achieved the desired airspeed. It is critical to recognize that slower airspeeds, closer to effective translational lift, may require large control inputs and will decrease stability, making recovery impossible while in IMC.
Appendix A A-2
4.
Power: Adjust to a climb power setting relative to the desired airspeed. This should be executed concurrently with steps 2 and 3.
5.
Heading and Trim: Select a heading known to be free of obstacles and maintain it.
This is likely the heading you were already on, which was planned and briefed. Set the heading bug, if installed, to avoid overcontrolling your bank. Maintain coordinated flight to prevent the development of an unusual attitude.
Appendix B APPENDIX B. DIAGRAMS AND EXAMPLES Figure B-1. Flight Monitoring Procedures Flowchart Normal Tour Other Tour Non-Tour Flight (Not Scheduled Stop) (Scheduled Stop Tour) (Charter, Ferry, Training, etc.)
Upon Takeoff:
PIC:
• Radios in on operator radio frequency xxx.x and informs OCS of takeoff time.
• GPS tracker ON and operational (if applicable).
OCS Flight Follower:
• Monitors xxx.x for pilot's reported takeoff time and repeats back to pilot to ensure accuracy.
• Logs takeoff time in online reservation manifest.
• Observes GPS tracker information (if applicable).
Is the flight away from base (i.e., inter-island) or not returning?
No Yes Upon Departure from Other Tour Stop Upon Takeoff PIC: PIC:
• Informs OCS/flight follower of departure time • Activates FAA Flight Plan via FSS/FAA flight from LZ via cellphone call to office (no radio following signal in the area. • GPS tracker ON.
• GPS tracker ON and operational (if applicable). Calls AFFS OCS with off time.
OCS Flight Follower:
• Notes LZ departure time on online reservation manifest and observes GPS tracker (if applicable). Upon Completion of the Flight PIC:
• Calls or radios in to FSS to let them know the flight has been completed safely.
• Calls EFFC OCS with down time.
10 Minutes Prior to ETA • GPS tracker OFF.
PIC:
• Radio in on xxx.x and lets OCS know that the aircraft is "10 minutes out" from landing.
OCS:
• Repeats "Copy 10 minutes out" back to pilot via xxx.x.
• Enters ETA (pilot's reported time + 10 mins) into online manifest and observes GPS tracker (if applicable).
B-1
Appendix B Figure B-2. Overdue Aircraft Flowchart Normal Tour Other Tour Non-Tour Flight (Not Scheduled Stop) (Scheduled Stop Tour) (Charter, Ferry, Training, etc.)
Potentially Overdue Aircraft-OCS: Potentially Overdue Aircraft-OCS:
• Consider the aircraft potentially overdue when the PIC fails to report inbound prior to ETA.
Consider there is a problem when GPS stops or is not tracking.
• Look for potential weather issues.
• If cannot find or establish communication within 5 minutes, see below.
• Consider the aircraft potentially overdue when the PIC tails to report a safe arrival at the ETA listed on the Company Flight Plan Form or the FAA Flight Plan Form or GPS tracker stopped.
Take Action! - OCS
• Attempt to contact PIC via radio (xxx.x; or other local VHF radio common traffic frequency) and/or by pilot's cellphone
• If no contact with the pilot can be made and/or other GPS track issues, continue with the steps below. Ask other OCS staff if they have made contact or there is any GPS tracker or radio issues number (see contact numbers list).
• If communication or location cannot be determined as PER GOM time limits, continue procedure below.
Immediate Notification-OCS
• Immediately notify all EFFC staff, the Director of Operations (DO) and the Chief Pilot that there is a potentially overdue aircraft (see contact numbers) and start overdue aircraft location procedures from the GOM Note: If both the DO and Chief Pilot are unable to be reached, the Flight Follower should continue with GOM procedures."
If aircraft is more than 10 minutes past ETA (and no report of the aircraft is received)
- DO and/or Chief Pilot:
• Initiate search by query or phone of the nearby airports and with other operators (see Local Area contact numbers).
If aircraft remains past due by more than 30 minutes
- DO and/or Chief Pilot:
• Notify the responsible FSDO or NTSB ROC that the aircraft is overdue (see Local Area contact numbers) initiate Accident Plan.
B-2
Appendix B Figure B-3. Operator Contact List - Main Base Main Office Main Base Maintenance 1800 Anywhere Street
(xxx) xxx-xxxx (Direct Line) CITY, STATE ZIP Office mainenance@yourbusiness.com
(xxx) xxx-xxxx (Toll Free) (xxx) xxx-xxxx
(xxx) xxx-xxxx (FAX) Mechanic, Joe Head Mechanic mechdude@yourbusiness.com Administration (xxx) xxx-xxxx Bossman, Joe Mechanic, Backup President backupmech@yourbusiness.com boss@yourbusiness.com (xxx) xxx-xxxx
(xxx) xxx-xxxx Vice, Buddy Ground Crew Vice President vman@yourbusiness.com Front Office, Person
(xxx) xxx-xxxx Office Manager offman@yourbusiness.com Guy, Operations (xXX) XXX-XXXX Director of Operations opsguy@yourbusiness.com #1 Specialist, Ops Control Instructor
(xxx) xxx-xxxx OCS, Joe Front Desk ocs1@yourbusiness.com
(xxx) xxx-XXxx Pilots #2 Specialist, Ops Control OCS Chief, Aviator Front Desk Chief Pilot ocs2@yourbusiness.com chief@yourbusiness.com (xxx) xxx-xxxx
(xxx) xxx-XXxx #3 Specialist, Ops Control Pilot, Joe OCS joepilot@yourbusiness.com Back Desk
(xxx) xxx-xxxx ocs3@yourbusiness.com
(xxx) xxx-xxxx В-З
Appendix B Figure B-4. Emergency/Out of Company Local Area Contact List Search and Rescue Contacts Other Commercial Air Tour Operators NTSB ROC Coast Guard Biggest Commercial Air Tour Operator
(xxx) xxx-xxxx (xxx) xxx-xxxx Near You
(xxx) xxx-Xxxx Local Fire or Police Contact Helicopter Patrol Next Biggest Nearby Commercial Air Tour
(xxx) xxx-xxxx Operator (xXX) XXX-XXXX Responsible FSDO Other Commercial Air Tour Operator Somewhere St, (xxx) xxx-Xxxx Some City, Your State, Zip Code Other Local Operators Your-FSDO@faa.gov (xxx) xXX-XXXX PH: (XXX) XXX-XXXX Main Office Number Other Airport Operator FSDO Manager (XXX) XXX-XXXx Fixed Based Operators (XXX) XXX-XXXX Principal Operations Inspector (XXX) XXX-XXXx Refuel Companies Principal Maintenance Inspector (XXX) XXX-XXXX Principal Avionics Inspector (XXX) XXX-XXXx (XXX) XXX-XXXX Nearby Airport Operations and Flight Schools (as applicable) (xXX) XXX-XXXX Air Traffic Controller Other Contacts Local Police Local Fire Local Airport Tower Department (XXX) XXX-XXXX
(xxx) xxx-xxxx (Urgent) (XXX) XXX-XXXX
(xxx) xxx-xxxx (Manager's Office) Tech Phone Nearby Airport Traffic Controllers ITT/Computers Phone System
(xxx) xxx-xxxx (Urgent) (XXX) XXX-XXXX (XXX) XXX-XXXX
(xxx) xxx-xxxx (Manager's Office) Cable/Internet Weather Contacts Local Cable (800) WX-BRIEF (XXX) XXX-XXXX GPS Tracker Support (XXX) XXX-XXXx (XXX) XXX-XXXX B-4
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