1. Managing Aviation Risk

2. Managing aviation risk answers this fundamental question….
Bottom Line
Managing aviation risk answers this fundamental question….
Is Crew Proficiency
greater than the
Mission Risk
executed in the
Current Environment?
AR 95-1
FM 5-19 Composite Risk Management
Overview: AR 95-1 Flight Regulations, dated 11 April 2014, defines in specific detail the three step approval process used to mitigate and approve risk for aviation operations.
Why it is Important to USACRC: The risk assessment process and method used by aviation commanders to approve missions has been an effective tool to mitigate risk in aviation operations. While not the sole causative factor, there is a direct correlation between the implementation of this system in FY2005 and the downward trend of aviation mishaps from FY2005 through FY2013.
Background: The 3 Feb 2006 update to AR-95-1 implemented the current risk assessment and mission approval process used in Army Aviation. The fundamental change is we transitioned from a “briefing process” to an “approval process”. Before 2006, pilots in commands were required to be briefed by the chain of command on the aspects of their mission, to include how to mitigate risk to the lowest level. After 2006, a three phase process was implemented where phase 1 is the initial mission acceptance, phase 2 is the mission planning and briefing, and phase 3 is the final mission approval. The overarching intent was to become more deliberate in how the chain of command approves the mission and to add in a formal review of the mission by a third-party experienced pilot in command, called the Mission Briefing Officer, to confirm the mission risk has been mitigated to the lowest level.
The 3 step process is well understood within Army Aviation and is effective
- Emerging concern is the process elevates the approval authority too high. For example, every mission in combat is moderate or higher, which removes the Company Commander from the process
- The Mission Briefing Officer is critical to the process but often not used effectively. A great question to ask is “Are the MBOs mitigating risk to the lowest level and what controls are they recommending to the commander?”

3. The Process Phase 1: Initial Mission Approval Phase 2:
Mission Briefing
Phase 3:
Final Mission Approval
Receive Mission
Conduct Mission Planning
Final Mission Approval
Mission No
Initial Mission Risk Acceptable?
Enemy
Conditions Checks Before Execution
Terrain
Yes
Weather
Illumination
Assign Aircrews
Execute
Develop Risk Control Measures
Process (the lettered steps correspond to the Managing Aviation Risk presentation):
Phase 1 - Initial mission approval: (A) The initial mission approval authority approves the mission in accordance with the commander’s policies and procedures by considering some of the following factors: alignment with the unit’s mission essential task list, aircraft required and availability, availability of required special mission equipment, trained aircrew availability, other training and mission impacts, tactical and threat considerations, and so on. This step is not a detailed hazard and risk analysis for specific flight operations, but rather an assessment of the unit’s capability to accomplish the mission. Initial approval may occur at different levels of command depending on how the mission is generated. For example, a mission generated at the brigade level might be accepted by the battalion operations officer while a platoon training mission might be accepted by the company commander. (B) Once the mission is accepted by the initial mission approval authority, it is tasked to the appropriate unit to begin aircrew selection and mission planning. Once assigned to a pilot in command, the detailed mission planning process starts
Mission Briefing Officer
Build Flight Schedule
Mission Risk Acceptable? No
Yes

4. The Process Phase 1: Initial Mission Approval Phase 2:
Mission Briefing
Phase 3:
Final Mission Approval
Receive Mission
Conduct Mission Planning
Final Mission Approval
Mission No
Initial Mission Risk Acceptable?
Enemy
Conditions Checks Before Execution
Terrain A
Yes
Weather
Illumination
Assign Aircrews
Execute
Develop Risk Control Measures
Mission Briefing Officer
Build Flight Schedule
Mission Risk Acceptable? No
Yes

5. Mission Risk EXTREMELY HIGH HIGH MODERATE LOW
(Frequent or likely chance of
catastrophic loss)
Extremely complex missions - and -
Adverse terrain or environmental conditions - and -
Significant enemy threat
HIGH
(Occasional or seldom chance of catastrophic loss)
Extremely complex missions - or -
Adverse terrain or environmental conditions - or -
Significant enemy threat
MODERATE
(Unlikely probability of
catastrophic loss)
Less complex mission
Acceptable terrain or environmental conditions
Enemy threat present
LOW
(Negligible probability of
catastrophic loss)
Low complexity missions
Favorable terrain or environmental conditions
Mitigated enemy threat

6. Uh-60 crew capability tiers
TIER 1 UH60 PC/PI/CE/DG
All missions
< 25% Illumination and < 30 degree moon angle
Weather
- Day: < 500’ ceilings &1 Mi
- NVG: < 700’ ceilings & 2 Mi
Winds: > 44kts
HLZs
- Heavy dust HLZ
- Pinnacle / confined area
- 1or 2 wheel landings
- < 10% MTA margin
- Ext load mountain ops
- < 15 Degree Slope
TIER 2 UH60 PC/PI/CE/DG
Most missions (Green Illum: MED Chase/ARF, BFC)
> 25% Illumination and < 30 degree moon angle
Weather
- Day: > 500’ ceilings & 1Mi
- NVG: > 700’ ceilings & 2 Mi
Winds: < 44kts
HLZs
- Moderate dust HLZ
- > 10% MTA margin
- < 10% Slope
TIER 3 UH60 PI/CE/DG
Basic missions (Day MED Chase, Day ARF, BFC)
> 25% Illumination and > 30 degree moon angle
Weather
- Day: > 700’ ceilings & 2 Mi
- NVG: > 1000’ ceilings & 3 Mi
HLZs
- Light to moderate dust HLZ
- > 15% MTA margin
- < 10% slope
TIER 1 PICs
TIER 2 PICs
TIER 1 PI
All Missions (Tier 1-3)
All Tier 2-3 Missions
TIER 2 PI
All Tier 2 and Limited Tier 1 Missions
Tier 2-3 Missions
TIER 3 PI
Tier 3 Missions Only
All PICs will be Tier 1 or Tier 2
All PIs/CE’s/DGs will be Tier 1, Tier 2, or Tier 3
Tier 1 PICs should not be paired with a Tier 3 PI for the most complex or important missions
PCs will be on the controls for all landings under the most extreme conditions
Tier 2 PIC’s should be paired with Tier 1 PIs for most missions
Tier 1 RCMs will not be paired with a Tier 3 CE/DGs for the most complex or important missions

7. The Process Phase 1: Initial Mission Approval Phase 2:
Mission Briefing
Phase 3:
Final Mission Approval
Receive Mission
Conduct Mission Planning
Final Mission Approval
Mission No
Initial Mission Risk Acceptable?
Enemy
Conditions Checks Before Execution
Terrain
Yes
Weather
Illumination
Assign Aircrews
Execute B
Develop Risk Control Measures
Mission Briefing Officer
Build Flight Schedule
Mission Risk Acceptable? No
Yes

8. Task force crew/mission schedule
Example Only
Task Force Blackstar Crews as of 22 January 2015
MISSION NAME
MISSION TIER
AC TYPE
AMC (A)
PIC
TIER PI
FE/CE
CE/DG
CE/DG/MO
REQUIREMENTS-CAPABILITY
MED 1st Up 1
HH60 A
CW3 Fender
CW2 Martin
SPC Vox
SPC Fernandez
SSG Pearl
T1 Recon (Day) 3
AH64
CW2 Schecter
CW2 Dabber
CW3 Taylor
CW2 Squire
BFC (Day) 2
UH60
CW2 Peavy
CW2 Jackson
SPC Rowland
SPC Ampeg
CW4 Bogner
CW3 Gibson
SPC Egnater
SPC Randall
Lightning Strike (Night)
CW2 Ibanez
CW2 Orange
SPC Kramer
SPC Hartke
CW4 Marshall
CW3 Crate
SPC Rivera
SPC Fuchs
Example Only

9. The Process Phase 1: Initial Mission Approval Phase 2:
Mission Briefing
Phase 3:
Final Mission Approval C
Receive Mission
Conduct Mission Planning
Final Mission Approval
Mission No
Initial Mission Risk Acceptable?
Enemy
Conditions Checks Before Execution
Terrain
Yes
Weather
Illumination
Assign Aircrews
Execute
Develop Risk Control Measures
Phase 2—mission planning and briefing: (C)This step involves detailed planning, risk assessment and risk mitigation by the aircrew, and (D) review by the briefing officer. Briefing officers are authorized to brief missions regardless of the level of mitigated risk. Interaction between crew and briefer is paramount to identify, assess, and mitigate risk for the specific flight or mission. Briefing officers are responsible for ensuring key mission elements are evaluated, briefed, and understood by the mission pilot-in-command or air mission commander. Mission briefing officers will, at a minimum, review and assess the following key areas in the mission planning process:
(1) The flight is in support of an operational unit mission and has obtained initial mission approval (step 1).
(2) The crew understands the mission and possesses situational awareness of all tactical, technical, and administrative mission details.
(3) Assigned flight crews have been allocated adequate pre-mission planning time and the mission is adequately planned to include performance planning, notices to airmen (NOTAMs), and coordination with supported units.
(4) Assigned flight crews are qualified and current for the mission in accordance with this regulation and the commander’s flight crew qualification and selection program per paragraph 4–18 of this regulation, to include ALSE with current inspections, aircrew reading file currency, and crew experience appropriate for the mission.
(5) Forecast weather conditions for the mission, including departure, en route and arrival weather, meet the requirements of this regulation and local directives.
(6) Flight crews meet unit crew endurance requirements.
(7) Procedures in the commander’s risk management program are completed and mitigated to the lowest level possible.
(8) Required special mission equipment is operational.
(9) Review ground and/or strip alert mission analyses and risk reduction procedures.
Mission Briefing Officer
Build Flight Schedule D
Mission Risk Acceptable? No
Yes

10. Risk Management Steps Identify Hazards Assess Hazards Phase 1 Phase 2
Anyone can identify / assess
Both pre-mission planning and mission execution
MBOs mitigate to the lowest level and recommend controls
Identify Hazards
Assess Hazards
Phase 1
Phase 2
Primarily a leader task
Commander's accept the mission risk and approve "how" it is controlled
Develop Controls
Phase 3
Aircrews continually assess their risk during mission execution. Cycle continues to repeat
Supervise
Implement Controls
Most Important Step
Pilot in command makes decisions IAW the commander's intent and controls

11. The Process Phase 1: Initial Mission Approval Phase 2:
Mission Briefing
Phase 3:
Final Mission Approval
Receive Mission
Conduct Mission Planning
Final Mission Approval
Mission No
Initial Mission Risk Acceptable?
Enemy
Conditions Checks Before Execution
Terrain
Yes
Weather
Assign Aircrews
Illumination
Execute
Develop Risk Control Measures
Mission Briefing Officer
Build Flight Schedule
Mission Risk Acceptable? No
Yes E

12. Acceptable Mission Risk
Terrain (Do we have to land here?)
Benefit when completed
Enemy (Can we bypass?)
Higher Headquarter’s intent
Weather (Do we have to execute now?)
Necessary Risk
Illumination (Can we wait until daylight?
Risk if not executed No
Yes
Don’t Execute
Execute

13. The Process Phase 1: Initial Mission Approval Phase 2:
Mission Briefing
Phase 3:
Final Mission Approval
Receive Mission
Conduct Mission Planning
Final Mission Approval E
Mission No
Initial Mission Risk Acceptable?
Enemy
Conditions Checks Before Execution
Terrain
Yes
Weather
Illumination
Assign Aircrews
Execute
Develop Risk Control Measures
Step 3—Final mission approval. Based on the resulting mitigated risk,(E) the appropriate final approval authority reviews the mission validity, planning, risk mitigation, and authorizes the flight and/or operation in accordance with the commander’s policy. Initialing, signing, or documenting oral approval on the DA Form 5484 and/or RAW are all acceptable methods of recording approval of the appropriate authority in the mission approval process. If a crewmember changes or a mission parameter changes which increases the resultant risk, the mission pilot-in-command or air mission commander will be re-briefed, and the mission will be reapproved as required. Once approved, aircrews execute in accordance with commander’s intent and the controls approved by the FMAA.
Mission Briefing Officer
Build Flight Schedule
Mission Risk Acceptable? No
Yes

14. Task force crew/mission schedule
Example Only
Task Force Blackstar Crews as of 22 January 2015
MISSION NAME
MISSION TIER
AC TYPE
AMC (A)
PIC
TIER PI
FE/CE
CE/DG
CE/DG/MO
REQUIREMENTS-CAPABILITY
MED 1st Up 1
HH60 A
CW3 Fender
CW2 Martin
SPC Vox
SPC Fernandez
SSG Pearl
T1 Recon (Day) 3
AH64
CW2 Schecter
CW2 Dabber
CW3 Taylor
CW2 Squire
BFC (Day) 2
UH60
CW2 Peavy
CW2 Jackson
SPC Rowland
SPC Ampeg
CW4 Bogner
CW3 Gibson
SPC Egnater
SPC Randall
Lightning Strike (Night)
CW2 Ibanez
CW2 Orange
SPC Kramer
SPC Hartke
CW4 Marshall
CW3 Crate
SPC Rivera
SPC Fuchs
Is Crew Proficiency greater than the Mission Risk executed in the Current Environment?

15. The Process Phase 1: Initial Mission Approval Phase 2:
Mission Briefing
Phase 3:
Final Mission Approval
Receive Mission
Conduct Mission Planning
Final Mission Approval
Mission No
Initial Mission Risk Acceptable?
Enemy
Conditions Checks Before Execution
Terrain
Yes
Weather
Illumination
Assign Aircrews
Execute
Develop Risk Control Measures F
Mission Briefing Officer
Build Flight Schedule
Mission Risk Acceptable? No
Yes

16. The most important step
Risk Management Steps
Anyone can identify / assess
Both pre-mission planning and mission execution
MBOs mitigate to the lowest level and recommend controls
Identify Hazards
Assess Hazards
Phase 1
Phase 2
Primarily a leader task
Commanders accept the mission risk and approve "how" it is controlled
Develop Controls
Phase 3
Aircrews continually assess their risk during mission execution. The cycle continues to repeat.
Supervise
Implement Controls
The most important step
The Pilot-in-Command makes decisions IAW the commander's intent and controls.

17. Conclusion
Increasing OPTEMPO
Decreasing Accidents
Is Crew Proficiency greater than the Mission Risk executed in the Current Environment?

18. DEFINITIONS – Aircrew Training Program
Aircrew Training Program Progression: Aviation commanders use a series of readiness levels (training gates) to track implementation and accomplishment of the Army’s crawl, walk, and run training methodology. The gates are categorized as Readiness Levels (RL). RL training develops individual and crew proficiency in tasks that support collective tasks. RLs identify the training phase in which crewmembers are participating and measure crewmember readiness.
- RL3 (Individual Training): Lowest level of training. Normally used for a new aviator or an aviator that has not flown for more than 6 months. Aviator requires qualification or refresher training on the 1000-series base tasks. Aviator must progress to RL2 within 90 days by demonstrating proficiency to an Instructor Pilot.
- RL2 (Mission Training): Mission task training: Aviator is in training for the unit’s selected 2000-series mission tasks. Aviator must progress to RL1 within 90 days by demonstrating proficiency to an Instructor Pilot
- RL1 (Continuation Training): Aviator is fully trained in all 1000 and 2000 series tasks. RL1 aviators are selected by the commander to perform collective training and missions.
Flight Activity Categories (FAC): Flight Activity Categories are categories assigned by the Aviation Brigade Commander to all aviators in operational flying positions. FAC designations are the commander’s tool to determine the number of flight hours and levels of proficiency required of assigned pilots
FAC 1: Highest degree of individual and collective proficiency required. Most pilots at the company level are assigned this level
FAC 2: High degree of individual but less collective proficiency required. Most pilots at the battalion or brigade level are assigned this level
FAC 3: Aviators assigned to TDA positions or in brigade-level and above organizations. Aviators maintain proficiency using flight simulators
FAC 4: New FAC category added July 2014 for aviators in TDA positions without access to flight simulators

19. DEFINITIONS – Aircrew Training Program
Commander’s Task List (CTL): The commander’s task list is a written agreement between the commander and the crewmember. The requirements established by the CTL are tailored to the proficiency training needs of the individual crewmember. It designates the authorized duties and flight stations the crewmember may occupy and the hours, tasks, iterations, evaluation requirements, and responsibilities the crewmember must accomplish during the training year.
Aircrew Training Manual Tasks: All tasks in the ATMs have a ten-digit TRADOC number. For ease of identification, the last four digits of this number are 1000-, 2000-, or 4000-series indicating they are base, mission, or maintenance tasks, respectively.
- All 1000-series tasks are base tasks. A base task is common to all RCMs or NCMs authorized to perform duties in a particular aircraft, regardless of FAC level, unit METL or duty position. Base tasks cover those baseline skills, knowledge, and procedures necessary to operate the aircraft and selected installed equipment.
- All 2000-series tasks are mission tasks. Mission tasks are selected by the commander to support the unit METL. Commanders may further tailor the selection of mission tasks to match a crewmember’s duty position. Mission tasks also standardize conditions, standards, performance steps and evaluation requirements of equipment not installed on all aircraft of a series.
- Commanders may develop additional tasks for inclusion on the CTL, as needed, to accomplish the unit’s mission (see appendix B). The commander assigns these tasks a 3000-series number and lists them separately on the CTL.
Task and Iteration Requirements: During the training year, each RL 1 crewmember must perform a minimum of one iteration of each base task as outlined in the appropriate ATM. RL 1 crewmembers must also perform a minimum of one iteration of each mission and additional task, in each of the flight modes and conditions indicated on the CTL. Additionally, RL 1 crewmembers must perform a minimum of one iteration of each mission and additional task, in each of the flight modes and conditions indicated on the CTL.

20. DEFINITIONS – Aircrew Training Program
Flying Hour Minimums: Each aviator is required to fly a minimum number of flight hours per each semi-annual period in compliance with their specific aircraft’s Aircrew Training Manual. The number of hours varies per aircraft type but is typically around 30 hours each semi-annual for a FAC 2 aviator and around 48 hours each semi-annual for a FAC 1 pilot
Key Concepts for CG USACRC
- Aviation proficiency and aircraft currency are significantly different. If a pilot flies his semi-annual minimums and performs his minimum number of CTL iterations, they are normally only considered current. Proficiency requires additional flight time and focused iterations.
- The number of flight hours funded for a unit directly impacts aviator proficiency. HQDA is currently funding most aviation battalions at around 11 hours per crew per month. This is bare minimum to keep current. (By way of comparison, HQDA was funding at almost 14 hours per crew per month during FY04-FY12).
- Unit manning as a significant impact on aviator proficiency. As personnel turnover increases, the pool of aviators shifts from RL1 in continuation training down to RL3 in qualification training. This requires a significant effort and time by unit instructor pilots to move pilots through the sequence. On average, an inexperienced pilot requires flight hours to progress from RL3 to RL flight hours in garrison can required upwards of calendar days.
- Unit manning also has a significant impact on aviation maintenance. As personnel turnover increases, the pool of experienced mechanics decreases which in turn reduced the number of aircraft available for training. For every flight hour flown, the aviation maintainers must invest 4-5 man hours to service the aircraft. At regular flying hour intervals (depending on the aircraft type), aircraft must complete a “phased maintenance inspection”. An aircraft phase normally requires calendar days to complete.
- Aviation Commanders must continually balance the competing demands of ATP requirements to fly aircraft for aircrew proficiency, personnel available to maintain the aircraft at the required OPTEMPO, and external taskings that require Soldiers. How a Commander balances these requirements has a direct influence on their safety culture.

21. DEFINITIONS – Mission approval process
Initial mission approval authority: Commanders or their designated representatives (operations officer, S–3, and so forth) determine the mission feasibility and either accept or reject the mission for the command. The initial mission approval authority accepts the mission in accordance with the commander’s policies and procedures by considering some of the following factors: alignment with the unit’s mission essential task list, aircraft required and availability, availability of required special mission equipment, trained air crew availability, other training and mission impacts, tactical and threat considerations, and so on.
Mission briefing officer (MBO): Commander or their designated representative that interacts with the mission crew or air mission commander to identify, assess, and mitigate risk for the specific mission. Commanders will select briefing officers based on their experience, maturity, judgment, and ability to effectively mitigate risk to the aircrew and designate them by name and in writing. Mission briefers are authorized to brief regardless of risk level. Briefing officers must be a qualified and current pilot-in-command in the mission profile as determined and designated by the commander.
Final mission approval authority (FMAA): Members of the chain of command who are responsible for accepting risk and approving all aviation operations (ground and air) within their unit. They approve missions for a specific risk level. Final mission approval authorities may only approve those missions whose assessed risk level is commensurate with their command level. Commanders in the grade of O–5 and above will select final mission approval authorities from the chain of command and designate them in writing along with the level of risk (low, moderate, high, extremely high) they are authorized to approve. At a minimum, company commanders and below are the final mission approval authority for low-risk missions, battalion commanders and above for moderate-risk missions, brigade commanders, and above for high-risk missions, and the first general officer in the chain of command for extremely-high-risk missions. Approval authorities are based upon levels of command authority and not rank.

22. DEFINITIONS – Mission approval process
Risk assessment worksheets (RAW): Commanders will develop local briefing checklists and risk assessment worksheets (RAWs) for use in assessing aircrew mission planning and risk. The RAWs will be constructed using the concepts outlined in FM 5–19. The commander will combine guidance from higher commanders with personal knowledge of the unit and experience to assign levels of risk to particular parameters. Risk levels are used to elevate items of interest to successive levels of command for visibility and acceptance.
Pilot in Command (PC): The individual responsible for and having final authority for operating, servicing, and securing the aircraft he or she pilots. Designated by the unit commander during the mission approval process.
Air mission commander (AMC): When two or more aircraft are operating as one flight, the unit commander will designate one of the rated crewmembers of the flight as an air mission commander to be in command of all aircraft in the flight. The designation of air mission commander is an assignment of command responsibility and is not an aircrew duty assignment.