ADVANCEDdeck 5600
The solution to the complicated EFIS!
J. MAC MCCLELLAN
shows that when jet pilots are flying
without passengers or cargo on a ferry
or repositioning flight, the accident rate
is many times higher, so the FRAT can
flag that as a risk. Since I fly by myself
the majority of the time, there is no
added risk for me and thus no need for
the FRAT to remind me.
The biggest variable on the FRAT on
this trip, as on most trips, was the
weather. On the FRAT, weather is part
of the “operating environment” section
that includes factors such as the type of
instrument approaches available, length
of runways, the elevation of the airports
(usually flagging those above 5,000
feet), whether or not there is a control
tower, and so on. Again, these potential
risks need to be customized on your
own FRAT so only the unusual stand
out. For example, if you base at a
nontowered airport as most GA pilots
do, then not having a tower is not a new
They key to using a flight
Specifications
Dimensions
LCD Size
Screen Area
Resolution
Total Pixels
10. 25” x 8. 15” x 3. 25”
10. 4”
51. 4 in2
1024 x 768
786,432
risk assessment tool
(FRAT) successfully is to
customize it to your own
style of flying . . .
See us at Sun-n-Fun Booth D-092
www.Advanced-Flight-Systems.com Phone:(503) 263-0037
or different risk to consider. Same for
pilots who live in the high country of
the west who deal with high elevation
and high density altitude routinely.
But the weather and airport
conditions are variable and crucial for
all pilots. On the trip to Savannah, I
checked “winter operation” for 3
points, “frozen precipitation” for 3
more, and runways “contaminated” at
least in patches with snow and ice for 3
more risk points. The visibility was less
than 2 miles for departure, and the
ceiling was under 1,000 feet so that
chalked up 3 more. At least the wind
was less than 30 knots, and the
crosswind didn’t exceed 15 knots so
those big points were avoided.
