11. Flight Risk Assessment Tool (FRAT)
Given that every flight carries some degree of risk, it's vital for pilots to distinguish beforehand between low-risk and high-risk flights, establish a review process, and formulate strategies for risk mitigation. A FRAT facilitates proactive hazard recognition, is user-friendly, and provides a visual representation of risk levels. It serves as an essential aid in assisting pilots with informed go/no-go decisions and ought to be incorporated into every flight's planning process.
The process typically involves identifying potential risks, evaluating those risks, and then developing plans to mitigate or eliminate them.
11.1 Applicability
Since APSU is an FAA-approved Part 141 pilot school, the university obtained the Administrator’s approval for our five Training Course Outlines (TCO). Each approved TCO requires a description of the aircraft or flight training device used for training, minimum qualifications and ratings for each instructor, and a training syllabus.
Therefore, a FRAT is not deemed necessary for all student syllabus flights, but it is an opportunity for students to develop risk management skills in hazard identification and risk mitigation.
APSU Aviation Science personnel are to adhere to following guidelines for FRAT completion.
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A FRAT SHALL be completed for the for the following flights:
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University flights
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A FRAT SHOULD be completed for the following flights:
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Solo and Supervised Solo flights
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Cross-country flights
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Night flights
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Maintenance Test Flights, following an aircraft overhaul
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11.2 Recordkeeping and Disposition
Completed FRATs will be turned into Operations and kept on file for a minimum of 30 days, after the flight.
All completed forms SHOULD be scanned and placed in the Aviation Science share drive, after the initial 30-day period.
11.3 Completion Instructions
Please use the following instructions to complete the APSU Aviation Science – Flight Risk Assessment Tool. A copy of the FRAT may be found in the hangar lobby and at the end of this section.
There are seven sections in the FRAT. Sections 1 through 6 are used for day and all sections are completed for any night flight.
Section 1 – Flight Complexity
The first step in assessing the risk, is to determine the purpose of the flight and how they interface to determine the overall complexity.
Completion details:
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Circle the appropriate numerical factor based on the purpose and the conditions in which the flight will occur.
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Add the values, in the column, to determine an overall score and place the highest value in the provided space in the section. Examples using the following scenarios (the scenarios will be used for all sections):
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Scenario 1: You are completing a University flight where you are providing a new adjunct CFI their initial 5 flight hours in the Guimbal, during the day.
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Circle – “University/Community Support”/Day = 1 point
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Circle – “Flight Training/Evaluation”/Day = 1 point
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Total score - 2
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Scenario 2: You are completing a University flight where you are flying cross-country to Paducah during the day. You are going to wait until it gets dark and return to KCKV.
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Circle – “University/Community Support”/Day = 1 point
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Circle – “Cross-Country Flight”/Day = 1 point
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Circle – “University/Community Support”/Night = 3 points
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Circle – “Cross-Country Flight”/Day = 3 points
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Total score (Day) – 2. Total score (Night) = 6.
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Place the value 6 in the provided space
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Section 2 – Flight Planning
Determine the amount of time spent on planning the flight and whether the planning was specific in nature or implied.
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Specific is something that is clearly stated and leaves no room for ambiguity.
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Both scenarios are examples of a specific flight.
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Implied refers to something not directly stated but understood through context and relies on interpretation.
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Being asked to go fly an aircraft for an hour so maintenance can complete a 100-hour inspection.
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Completion details:
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Circle the appropriate numerical factor based on the flight and time spent on planning for the flight.
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Place the value in the provided space in the section. Examples using the provided scenarios.
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Scenario 1:
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Circle – “Specific” and the appropriate planning time based on the instructor’s and pilot’s preparation.
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For the example, we selected 1-4 because the student reviewed the POH and the maneuver guide.
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Total score – 2
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Scenario 2:
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Circle – “Specific” and the appropriate planning time based on the pilot’s preparation.
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For the example, we selected 1-4 because the pilot planned the flight properly.
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Total score – 2
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Section 3 – Planning Factors
Determine what additional factors that will affect the flight. There are additional spaces provided for unlisted planning factors. The PIC/CFI can determine the risk planning factor number.
Completion details:
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Circle ALL appropriate numerical factors based on the flight and pilots.
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Add the values to determine an overall score and place it in the provided space in the section. Examples using the provided scenarios.
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Scenario 1: You are flying the initial 5 hours to the new CFI hire and conducting emergency procedures. Each pilot has flown over 10 hours in last 30 days. Aircraft (Guimbal) takeoff weight is 1480 lbs.
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Circle – “Pilot has <10 hours in Aircraft Type” = 3 points
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Circle – “Emergency Procedures” = 2 points
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Circle – “Operating Within 10% of Max Gross Weight” = 3 points
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Total score – 8 points
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Scenario 2: You are flying single pilot
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Circle – “Single Pilot” – 3 points
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Total score – 3 points
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Section 4 – Pilot Flight Time
Determine each pilot’s total flight time, Total time flown in the local area, and whether or not they have greater than or less than 100 hours in the aircraft, to be flown.
Completion details:
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Circle the appropriate numerical factor based on the pilot’s total flight time hours and time flown in the local area.
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If the pilot has less than 100 hours in the aircraft to be flown, add a value of 1 to the circled numerical value.
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Add the two numerical values together for each pilot (if applicable) and place in the appropriate “PIC/CFI” or “Pilot/Student” space in the section.
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Add the “PIC/CFI” and “Pilot/Student” values together and place the value in the provided space in the section.
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Scenario: The CFI has 2,100 hours of total flight time, greater than 50 flight hours in the local area, and 560 flight hours in the Guimbal. The new hire has 800 hours of total flight time and has never flown in the local area.
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CFI
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Circle – The value 0, because he has over 1,500 total flight hours and greater than 50 hours in the local area.
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Since the pilot has over 100 hours in the Guimbal, no additional value is required.
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Total score – 0 points
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New Hire CFI
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Circle – The value 3, because he has over 500 total flight hours and less than 50 hours in the local area.
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Add an additional value of 1, for less than 100 hours in the Guimbal
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Total score – 4 points
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Scenario 2: The pilot has 1,200 total flight time, greater than 50 hours in the local area, and 45 hours in the R-44.
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Pilot
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Circle – The value 1, because she has over 1,000 total flight hours and greater than 50 hours in the local area.
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Add an additional value of 1, for less than 100 hours in the R-44.
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Total score – 2 points
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Section 5 – Crew Rest
Determine the appropriate crew rest risk value based on total time off before beginning your duty day and how many hours into your duty day the flight will terminate.
If you circle a value with an *, the overall risk will automatically be a medium and require the appropriate risk approval authority signature.
Completion details:
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Circle – The appropriate value of whether you had less than or greater than 10 hours off, from the previous duty day until the start of the current duty day.
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Circle – The appropriate value of during what portion of the duty day the flight will terminate.
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Add the two numerical values together for each pilot (if applicable) and place in the appropriate “PIC/CFI” or “Pilot/Student” space in the section.
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Add the “PIC/CFI” and “Pilot/Student” values together and place the value in the provided space in the section.
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Scenario 1: Each pilot has greater than 10 hours of total off time and the flight is scheduled to terminate 3 hours after their duty day began
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CFI
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Circle – The value 0, for “Total Off Time”
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Circle – The value 0, for “Duty Day Total (0-8 hours)”
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Total score – 0 points
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New Hire CFI
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Circle – The value 0, for “Total Off Time”
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Circle – The value 0, for “Duty Day Total (0-8 hours)”
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Total score – 0 points
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Scenario 2: The pilot has greater than 10 hours of total off time and the flight is scheduled to terminate 11 hours after her duty day begins.
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Pilot
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Circle – The value 0, for “Total Off Time”
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Circle – The value 2, for “Duty Day Total (8-12 hours)”
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Total score – 2 points
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Section 6 – Weather
Determine the flight conditions, based on ceiling and visibility. Also, circle any additional factors that are applicable to your flight.
Completion details:
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Circle – The appropriate value based on the WORST ceiling and visibility to be expected for the flight, for the appropriate flight conditions.
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If flying in more than one condition, use the condition with the highest value.
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Circle – Any additional factors that are applicable for the flight condition.
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Add the values together and place the value in the provided space in the section.
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Scenario 1: The WORST weather for the flight are clear skies and visibility of predominantly 6 sm, with winds at 200@12.
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Circle – The value 0, for a Day flight with weather “≥3000/5”
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Circle – The value 2, for Surface winds “10-20 KTS”
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Total score – 2 points
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Enter a numerical value of 2 in the provided space in the section.
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Scenario 2: The WORST weather for the Day flight is a broken ceiling at 2,500 AGL and visibility of predominantly 6 sm, with winds at 270@08G15. The WORST weather for the Night flight is a scattered ceiling at 2,500 AGL and visibility of predominantly 6 sm, with winds 310@07.
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Day Flight
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Circle – The value 2, for a ceiling and visibility of “≥1000/3”
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Circle – The value 2, for winds gusting between “10-20 KTS”
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Total score – 4 points
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Night Flight
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Circle – The value 2, for a ceiling and visibility of “≥3000/5”
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Circle – The value 0, for winds gusting between “<10 KTS”
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Total score – 2 points
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Enter a numerical value for each condition in the provided space in the section.
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Section 7 – Lunar Data
Complete this section when conducting flights at night. Determine the appropriate illumination and moon angle above the horizon, for the duration of the flight, and whether there is a broken or overcast sky, or if the moon will be in the sky.
Completion details:
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Circle – The appropriate value based on the reported illumination for the evening and the moon angle based on the rising and setting moon.
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The moon traverses the sky at 1 degree/4 minutes.
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If moon rise was 7:26 pm, the moon would be >300 at 8:46 pm
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Circle – The values for “Broken or Overcast Sky Conditions” and/or “No Moon.”
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Place the highest value in the provided space in the section.
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Scenario 1:
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Does not apply
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Scenario 2:
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Sunset is 8:06 pm
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Evening Civil Twilight is 8:37 pm
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Moon rise is 7:05 pm
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Moon angle would be >300 at 8:25 pm
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Moon illumination is 98.6%
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Circle – The value 0, if departing at Evening Civil Twilight
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Circle – The value 3, if departing at Sunset
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You chose to depart at sunset, total score – 3 points
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Calculating Risk Assessment
Determine the total risk value and the appropriate risk approval authority.
Completion details:
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Enter the total value from each section into the appropriate space, in the Risk Assessment Values section.
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If you are flying in different conditions, separate the values to complete the calculations.
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Add up the values for each flight condition(s)
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Circle – The appropriate range, based on crew and flight condition, for your total risk value to determine your Risk Approval Authority
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Scenario 1:
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Values are (1) = 2, (2) = 2, (3) = 8, (4) = 4, (5) = 0, (6) = 2, (7) = N/A
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Total Risk Value = 18
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Crew of 2 for a day flight = Low
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Scenario 2:
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Day Values are (1) = 2, (2) = 2, (3) = 3, (4) = 2, (5) = 2, (6) = 4, (7) = N/A
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Night Values are (1) = 6, (2) = 2, (3) = 3, (4) = 2, (5) = 2, (6) = 2, (7) = 3
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Total Risk Value = Day – 15, Night – 20
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Crew of 1 for a day flight = Low
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Crew of 1 for a night flight = Low
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Disclaimer: If your assessed risk value is a medium or higher, make all attempts to lower the risk value to a low.
Risk Approval
“Risk Approval Authority” refers to the person(s) authorized to make the final decision or accept or reject a specific risk or course of action. The approval authority considers various factors, controls, and residual risk prior to making their decision.
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High - Requires the highest priority for investigation, resources, and quick corrective action to reduce the risk of the hazard to a lower and acceptable level
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Medium - May be acceptable with review by appropriate authority. There are acceptable policies and procedures in place, but improvement is possible
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Low - May be acceptable without further action
Risk authority refers to a person or group within an organization who has the power to make final decision on whether to accept a particular risk, based on established risk tolerance levels and considering the potential consequences involved.
The following is the risk authority for the APSU Aviation Science program:
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High Risk - Dean of CoSTEM
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Medium Risk - Chief Flight Instructor, Assistant Chief Flight Instructor
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Low Risk - Chief Flight Instructor, Assistant Chief Flight Instructor, Flight Instructor.
Disclaimer: Self Briefing. The PIC/CFI approve a low risk FRAT for their flight.
Disclaimer: All aviation capstone students must have their low risk FRATs approved by an authorized check instructor.
Approval Signatures
After the risk assessment value is calculated and an appropriate risk approval authority is identified, the PIC/CFI and the Risk Approval Authority will both sign and date the FRAT.