(19) United States
`(12) Patent Application Publication (10) Pub. No.: US 2007/0219831 A1
`(43) Pub. Date:
`Sep. 20, 2007
`Nemeth
`
`US 20070219831A1
`
`(54) FLIGHT RISK MANAGEMENT SYSTEM
`(76) Inventor: Louis Geza Nemeth, Charlotte, NC
`(US)
`Correspondence Address:
`Pennington, Moore, Wilkinson, Bell & Dunbar,
`P.A.
`2nd Floor
`215 S. Monroe St
`Post Office Box 10095
`Tallahassee, FL 32301 (US)
`(21) Appl. No.:
`11/203,923
`(22) Filed:
`Aug. 15, 2005
`
`Publication Classification
`
`(51) Int. Cl.
`G06O 40/00
`GSB 23/00
`
`(2006.01)
`(2006.01)
`
`(52) U.S. Cl. ................................................. 705/4; 340/963
`
`(57)
`
`ABSTRACT
`
`A Flight Risk Management System (“FRMS). The system
`provides Supplementary preflight and in-flight guidance to
`relatively inexperienced owner/operators of high perfor
`mance aircraft. A pilot wishing to enroll in the FRMS must
`have an aircraft equipped with an in-flight data recorder
`capable of monitoring the aircraft's state and communicat
`ing this state to an FRMS dispatcher. The dispatcher ana
`lyzes each flight before its commencement and imposes
`restrictions designed to promote flight safety. The dispatcher
`monitors the flight in progress to ensure the pilot's compli
`ance with all directives. For most enrollees, participation in
`the FRMS is a mandatory condition precedent to the pilots
`insurance coverage. Thus, the potential loss of insurance
`coverage enforces compliance. In the preferred embodi
`ment, the FRMS manages pilot training, pilot performance,
`aircraft maintenance, and flight risk assessment.
`
`DJI-1024
`IPR2023-01106
`
`

`

`US 2007/0219831 A1
`
`Sep. 20, 2007
`
`FLIGHT RISK MANAGEMENT SYSTEM
`
`BACKGROUND OF THE INVENTION
`
`0001)
`1. Field of the Invention
`0002 This invention relates to the field of transportation.
`More specifically, the invention comprises a system for
`evaluating and managing risk for high-performance aircraft
`being flown by relatively inexperienced pilots.
`0003 2. Description of the Related Art
`0004 High performance aircraft have traditionally been
`limited to military and commercial aviation operations. In
`these arenas, all pilots are trained to a uniform high Standard.
`A great deal of operational discretion is therefore left to the
`individual pilots.
`0005 Of course, general aviation aircraft have tradition
`ally been flown by pilots having greatly divergent experi
`ence levels. A small and simple general aviation aircraft—
`Such as a Cessna 172—may be flown by a pilot who has just
`obtained a “Private Pilot” license. While extra experience
`and training are likely always helpful, pilots of limited
`experience can fly small and simple general aviation aircraft
`without unreasonable risk.
`0006 Traditionally, the two worlds of “amateur recre
`ational pilots versus highly-trained professional pilots have
`not overlapped significantly. Recent advances in aircraft
`technology, however, will likely blur this line of distinction.
`0007 Manufacturers including Cessna, Adam Aircraft,
`ATG, and Avocet are now developing Small jet aircraft
`possessing remarkable performance. These aircraft—com
`monly referred to as “very light jets (VLJs) are expected
`to be delivered within the next one to five years. Most are
`pressurized, dual-turbofan, four to six seat aircraft. They are
`designed for single pilot operation. Several are priced below
`S1,000,000.
`0008. These facts mean that the VLJ's can be purchased
`by recreational or Small business pilots. A purchaser who
`would previously have opted for a well-equipped turboprop
`powered Piper Meridian or comparable aircraft can now
`purchase a VLJ. The performance advantage in Such a
`purchase will be substantial. The more capable VLJs can
`reach velocities exceeding 500 mph and altitudes exceeding
`40,000 feet. While these figures are customary in commer
`cial airline operations, one must realize that airliners are
`flown by pilots having extensive training and experience.
`They must be flown “by the numbers.” in large measure
`because of the advanced performance regime in which they
`operate.
`0009. Another factor favoring the market for VLJ's is the
`anticipated Small Aircraft Transportation System (SATS).
`SATS, if implemented, would allow qualified aircraft to
`avoid the present hub-and-spoke transportation system.
`Small aircraft would be able to fly point-to-point in a less
`controlled environment. A VLJ is particularly attractive in
`this environment, since its great speed and service ceiling
`allow it to rapidly travel large distances.
`0010 Thus, the reader will appreciate that a new level of
`affordable aircraft performance is now entering the market.
`Unfortunately however, a general aviation pilot (even one
`with several thousand hours of single or light-twin aircraft
`
`experience) cannot be expected to immediately master the
`performance of the new VLJ's. This reasonable concern has
`caused many aviation insurance underwriters to decline
`coverage for would-be VLJ owner/operators. Thus, a sub
`stantial gap has opened in the business environment for
`operating these new aircraft: There are many pilots who
`have the desire and the financial means to purchase a VLJ.
`However, there are no insurance carriers willing to write
`coverage for those pilots flying those planes (at least at
`affordable rates). While it is legally permissible for a prop
`erly-licensed pilot to fly without insurance coverage, most
`are unwilling to do so.
`0011) A second insurance issue concerns the availability
`of product liability coverage for the manufacturer itself. In
`today's litigious environment, adequate product liability
`insurance must often be secured before venture capital can
`be expected to flow. For manufacturers developing innova
`tive new aircraft—such as the VLJ's—this is a significant
`problem.
`0012. The aircraft manufacturer is a named defendant in
`nearly all aircraft accident litigation. In this position, the
`manufacturer is often compelled to prove a negative; i.e.,
`that no aspect of aircraft performance caused or contributed
`to the accident. This is often difficult to prove with the
`information presently available. Thus, a system of accu
`rately recording an aircraft's performance (as separated from
`a pilot's performance) would be helpful.
`0013 The traditional aircraft and pilot management tools
`used by airlines can provide some insight into a potential
`solution for this “insurance gap.” Airlines operate their
`pilots and aircraft in a highly-structured environment. All
`flights must be cleared by a dispatcher, who helps evaluate
`the proposed route and various safety factors prior to clear
`ing the flight for takeoff.
`0014. The FAA has long required the use of on-board
`flight data recorders to monitor both pilot and aircraft. These
`instruments collect a fairly limited amount of data at low
`sample rates. Some airlines have also employed enhanced
`flight data recorders as part of a Flight Operations Quality
`Assurance (FOQA) program. These enhanced records store
`many more variables. They are regularly scanned in order to
`detect maneuvers demonstrating a poor flying practice or an
`engineering/maintenance problem (A significant deviation
`in pilot performance or in aircraft performance is commonly
`known as an “exceedance').
`0015 The enhanced flight data recorders are scanned
`regularly to detect exceedances. However, the data is
`stripped of information which would reveal the identity of
`the crew or the pilot actually flying the aircraft. The only
`person who can connect the exceedance to a specific pilot is
`a "gatekeeper designated by the pilot union's flight safety
`team. If a pilot has a pattern of problems, the gatekeeper will
`notify the appropriate personnel as to the pilot's identity, and
`the union and the airline will the take action.
`0016. The reader should note that relatively few aircraft
`are equipped with these enhanced flight data recorders.
`Thus, they perform a “survey' function for an airline's fleet
`of aircraft and team of pilots. They are not designed to
`monitor individual flights in progress.
`0017. The flight dispatch system has worked well for the
`airlines over many years. It is important to realize, though,
`
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`US 2007/0219831 A1
`
`Sep. 20, 2007
`
`that the role of the dispatcher in the airline context is
`relatively limited. Because airline pilots are so highly
`trained, the dispatcher knows that every pilot on every flight
`is fully capable of deciding whether the flight has appropri
`ate safety margins in view of the proposed route, fuel,
`weather, and other conditions. The flight is actually con
`ducted under the co-authority of the dispatcher and the
`Captain. The limits of the flight are initially expressed from
`the dispatcher to the Captain in the form of a flight release.
`If the Captain in his or her discretion decides to deviate from
`the limits set by the dispatcher, an amended flight release is
`required.
`0018 Thus, although the traditional airline model pro
`vides some useful guidance, a new system of flight risk
`management is needed for the relatively inexperienced pilot
`who wishes to fly a VLJ. The present invention presents just
`Such a solution.
`
`BRIEF SUMMARY OF THE INVENTION
`0019. The present invention comprises a Flight Risk
`Management System (“FRMS). The system provides
`Supplementary preflight and in-flight guidance to relatively
`inexperienced owner/operators of high performance aircraft.
`A pilot wishing to enroll in the FRMS must have an aircraft
`equipped with an in-flight data recorder capable of moni
`toring the aircraft's state and communicating this state to an
`FRMS dispatcher. The dispatcher analyzes each flight before
`its commencement and imposes restrictions designed to
`promote flight safety. The dispatcher monitors the flight in
`progress to ensure the pilot's compliance with all directives.
`For most enrollees, participation in the FRMS is a manda
`tory condition precedent to the pilots insurance coverage.
`Thus, the potential loss of insurance coverage enforces
`compliance. In the preferred embodiment, the FRMS man
`ages pilot training, pilot performance, aircraft maintenance,
`and flight risk assessment.
`
`DETAILED DESCRIPTION OF THE
`INVENTION
`0020. In the present inventive process, a flight dispatcher
`is used to assist a relatively inexperienced pilot in the
`planning and conduct of his or her flight. In order to perform
`this function, the flight dispatcher must have a significant
`amount of real-time information about the aircraft he or she
`is directing. It may therefore be helpful for the reader to
`generally understand the hardware involved, as well as its
`capabilities. Once this background information is disclosed,
`a thorough explanation of the inventive process will be
`easily comprehended.
`Description—Flight Data Acquisition
`0021. The dispatcher would like to have: (1) Information
`regarding control input from the pilot; and (2) Information
`about the physical state of the aircraft. Control input from
`the pilot encompasses rudder position, aileron position,
`elevator position, throttle position, other engine control
`settings, flap settings, speed brake? spoiler settings, slat set
`tings, landing gear position, and the like. Information about
`the physical state of the aircraft encompasses position (lati
`tude/longitude), altitude, roll, pitch, and yaw. Many more
`variables can be monitored, including roll, pitch, and yaw
`rates, as well as Vertical speed.
`
`0022. Those skilled in the art will know that Flight Data
`Recorders (FDR's) are presently able to monitor these
`functions. A brief explanation may be helpful: Information
`regarding control input can be obtained by using positional
`sensors on the controls themselves, on the moving control
`Surfaces, or both. Information regarding the aircraft's physi
`cal state is often pulled from the instrumentation available to
`the pilot. The Attitude Indicator (sometimes known as an
`“Artificial Horizon) provides accurate roll, pitch, and yaw
`data. The gyroscopes within this instrument are now often
`equipped with linear and angular accelerometers. Thus, an
`advanced Attitude Indicator can also provide roll rate, pitch
`rate, yaw rate, and linear accelerations in X, Y, and Z. The
`Altimeter provides an approximate altitude above sea level.
`The Vertical Speed Indicator (“VSI) provides a rate of
`change in altitude. All these instruments now commonly
`provide digital outputs which can be fed into another system.
`0023 The recent widespread availability of in-cockpit
`GPS permits greater accuracy. A good GPS system can
`provide positional accuracy within 5 meters and altitude
`accuracy of around 10 m. This data tends to be absolute,
`thereby eliminating the uncertainty inherent in barometric
`Altimeters.
`0024 For aircraft which do not have rate gyros or sophis
`ticated accelerometers, information as to roll, pitch, and yaw
`rates, as well as positional change rates, is not directly
`available. However, using a reasonably fast clock cycle in
`pulling data from the aircraft's instrumentation allows all
`these rates to be calculated with acceptable accuracy. Most
`GPS devices perform these rate calculations automatically,
`thereby providing reasonably accurate AX, AY, and AZ data.
`0025. It is also possible to monitor a variety of engine
`functions. In the case of a turbofan engine, these might
`include throttle input, engine RPM, fuel flow rate, and
`maximum exhaust gas temperature. Other critical systems
`can be measured as well. For aircraft having hydraulic
`controls, the pressure in each circuit can be monitored. For
`aircraft having fly-by-wire controls, the Voltage and current
`on each control bus can be monitored.
`0026. Thus, the reader will realize that present aircraft
`instrumentation and data acquisition technology allows the
`following information to be collected and stored within the
`aircraft:
`0027 1. Position in X, Y, and Z:
`0028 2. Attitude in roll, pitch, and yaw:
`0029. 3. Positional change rates in AX, AY, and AZ;
`0030 4. Attitude change rates:
`0.031) 5. Control input;
`0032 6. Control surface and landing gear positions;
`0033 7. Throttle and Engine Control Input;
`0034 8. Actual engine state;
`0035) 9. Hydraulic pressure;
`0036) 10. Power bus state; and
`11. Fuel management.
`0037)
`0038) Not all these parameters typically need to be moni
`tored. In fact, the present inventive process can be imple
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`US 2007/0219831 A1
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`Sep. 20, 2007
`
`mented using only a few of them (described more fully in the
`subsequent disclosure). However, the reader should know
`that technology presently exists to monitor all these func
`tions.
`0039 FDR's typically record these flight parameters for
`Subsequent retrieval and evaluation. Thus, in the airline
`context, the aircraft's FDR might be downloaded once per
`day to evaluate the performance of the aircraft and its crew.
`An FDR can be configured to download much more fre
`quently, however. It is preferable, in fact, for the FDR to
`provide this data to the FRMS on a near real-time basis.
`Description Communication Equipment
`0040 Data compression allows several minutes of flight
`data to be compressed to a one or two second radio fre
`quency “burst transmission.” If an FDR is equipped with
`Such a communication facility, it can automatically transmit
`flight data at fixed intervals (such as every one minute or
`every ten minutes). Further, this transmission rate can be
`adjusted depending on the circumstances. For a nominal
`flight where a dispatcher is just monitoring a pilot’s
`progress, the FDR might be instructed to transmit updates
`once every ten minutes. If, on the other hand, circumstances
`indicate that the pilot needs closer monitoring, the dis
`patcher might command transmissions once every thirty
`seconds. It is even possible to generate a real-time trans
`mission rate if the dispatcher perceives that a pilot is in
`trouble. Of course, since a higher transmission rate con
`sumes the available communication bandwidth, the lowest
`rate needed to perform the job is preferred.
`0041 As an alternative, the on-board FDR could be
`configured to monitor the flight conditions and only transmit
`certain data in the event of an exceedance or near-exceed
`ance. The reader should appreciate that the FRMS will not
`determine the limits for safe operation of a particular air
`craft. These limits are set by the manufacturer and are
`specifically recited in the aircraft's Pilot Operations Hand
`book or Flight Operations Manual. Thus, since a particular
`FDR will be mounted within a particular aircraft, the rel
`evant limits could be programmed right into the FDR. It
`would then look for an exceedance in flight. If an exceed
`ance is detected, it might then compress 30 seconds of
`detailed flight data Surrounding the event and transmit this to
`a receiving station along with a notice of the exceedance.
`0.042 Ground-based receivers can be configured to
`receive these transmissions and relay them to the dispatcher
`assigned to the flight. This technology is presently imple
`mented for cellular phone communications, where the posi
`tion of the transmitter and receiver are continually updated
`to maintain a communications link. As an alternative, sat
`ellite-based communications, or UHF or VHF datalinks,
`may be employed. Whatever the method selected, the
`present invention ideally includes the ability to transmit the
`aircraft data back to the dispatcher while the plane is in
`flight. It is preferable to have communications from the
`dispatcher back to the pilot as well.
`0043. The actual dispatcher/pilot communication link can
`take several forms. One approach is to use text messages
`which are displayed on a monitor in the cockpit. The
`hardware would be similar to that used in the "ACARS' text
`messaging system presently employed by the airlines. Voice
`communications could also be provided. These would pref
`
`erably employ a system wholly separate from the FAA
`compliant communications system the pilot uses to commu
`nicate with air traffic controllers. Most communication
`would likely occur via the text displays but, in the event of
`an unusual occurrence, either the pilot or the dispatcher
`could resort to voice communication. Again, it is desirable
`to have this voice communication system be separate from
`the one used to communicate with air traffic control.
`Description—Aircraft Database
`0044 All aircraft flying within the United States are
`required to have an FAA type certificate. All the aircraft of
`a particular type are therefore fairly standard. A database can
`be created which contains the relevant data for each aircraft
`type. The present inventive process contemplates the avail
`ability of more specific data for each particular aircraft. As
`an example, all modifications done to the aircraft over its
`service life, all avionics upgrades, all engine upgrades, and
`a repair and maintenance history would ideally be included.
`0045. Such detailed information could be very important
`to the dispatcher. If some aircraft of a particular type are
`fitted with de-icing boots while others are not, the dispatcher
`would need to consider this fact before approving a flight
`into potential icing conditions.
`0046) Thus, a detailed aircraft database will ideally be
`constructed in the implementation of the present invention.
`In addition to the general information known about a par
`ticular aircraft type, specific information as to the history of
`each particular aircraft within that type should be known.
`0047 The aircraft database also includes information
`regarding maintenance and overhauls. The expectation is
`that most individuals participating in the proposed flight risk
`management system will be owner/operators. In other
`words, the enrollee will likely be a pilot flying his or her own
`aircraft. In order to facilitate comprehensive risk manage
`ment, the flight risk management system should also manage
`maintenance and overhaul of the aircraft. Thus, the database
`will be updated to include complete maintenance and over
`haul histories for each aircraft.
`Description Pilot Database
`0048 One of the most critical features of the present
`invention is the provision of a detailed pilot database. This
`will start with the FAA license or licenses held by the pilot.
`Much more detailed information will be needed however, to
`include:
`0049) 1. The number of hours flown by the pilot in each
`aircraft type;
`0050 2. The specific training programs completed by the
`pilot:
`0051 3. The number of landings the pilot has made at
`each airport, as well as the conditions present at the time of
`the landing (day, night, VFR, IFR, etc.);
`0052 4. The pilot's prior history of problems (missed
`approaches, excessive vertical speed on approach, aircraft
`overspeed, etc.). This data can be collected in terms of
`repetitions needed to obtain proficiency. The number of
`repetitions can then be statistically compared against a pilot
`peer group. A particular pilot's rating for a particular activity
`can then be compared against the activities in the proposed
`flight plan;
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`US 2007/0219831 A1
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`Sep. 20, 2007
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`0053) 5. The pilot's prior history of flying in adverse
`conditions (bad weather, high-crosswind approaches, high/
`hot fields, etc.); and
`0054 6. The pilot's progression through the program
`outlined in the present inventive process.
`0.055 From these descriptions it will be apparent that the
`database is continually updated. When a pilot enters the
`program, all the available data is collected and added to the
`database. The pilot may be required to gather and furnish
`any missing information as a condition precedent to joining
`the program. Additional requirements might include a bat
`tery of mandatory physiological and psychological tests to
`exclude high-risk candidates.
`0056. Once admitted, the database is continually updated
`to reflect new information gathered while the pilot is in the
`program. For instance, a pilot having limited experience
`may be barred from attempting landings in high/hot condi
`tions. However, once the pilot has satisfactorily completed
`several Such landings under the Supervision of a more
`experienced pilot, the database may be updated to remove
`this restriction.
`0057 The FRMS will preferably establish high-risk sce
`narios in which a pilot must demonstrate proficiency under
`Supervision. Many pilots do not develop proficiency in these
`circumstances because they habitually avoid them. Then,
`when confronted with an unavoidable occurrence, the pilot
`is unable to cope. The FRMS will ideally force such pilots
`to operate in Such environments in order to gain proficiency.
`Description—Aircraft Maintenance Program
`0.058
`All facilities performing aircraft maintenance and
`overhaul work on aircraft must be licensed by the FAA. The
`proposed Flight Risk Management System includes the
`concept of designating specific maintenance and overhaul
`facilities having demonstrated Superior performance. Much
`like the Flight Risk Management System imposes require
`ments on its enrolled pilots which exceed the FAA's require
`ments, the Flight Risk Management System will impose
`similar heightened requirements on the qualifying mainte
`nance and overhaul facilities.
`0059) Additionally, the FRMS will require independent
`verification from the maintenance and overhaul facilities to
`the FRMS. When an aircraft is due for work, the FRMS will
`notify the pilot. The aircraft will then not be cleared for flight
`until the FRMS has received confirmation from the qualified
`facility (rather than the pilot) that the work has been satis
`factorily completed.
`0060. Description Role of the Supervising Pilot
`0061. One aspect of the FRMS is the provision of super
`vising pilots. These pilots would have training comparable
`to airline pilots, and are therefore capable of handling most
`any flight conditions. When an FRMS-enrolled pilot pro
`poses a flight which cannot be approved due to inadequate
`pilot experience, one option will be the provision of a
`Supervising pilot to travel along and ensure the safety of the
`flight. One goal of the FRMS is to create an available
`network of such potential supervisor pilots. This network
`will ideally be broadly distributed throughout the U.S., and
`will likely consist of airline and corporate pilots who can be
`available when they are not flying their regular jobs.
`
`0062 Flight safety data clearly indicate that two pilots
`are better than one, even if both pilots have limited expe
`rience. Thus, the mere provision of a second pilot in chal
`lenging environments is likely to be helpful.
`0063. Description Insurance Contract Enforcement
`0064. Unlike the FAA, the FRMS has no statutory author
`ity to supervise or restrict the actions of its enrolled pilots.
`By definition, all enrolled pilots are duly licensed by the
`FAA and are considered fully capable of self-supervision.
`The FRMS seeks to impose restrictions in addition to those
`imposed by the FAA. An additional enforcement mechanism
`is therefore needed.
`0065. As stated at the outset of this disclosure, a primary
`goal of the FRMS is creating an environment in which
`otherwise uninsurable pilots can be insured. The existence of
`an insurance contract thereby creates the needed enforce
`ment mechanism. The FRMS contemplates a three-party
`relationship between the pilot, the pilots insurer, and the
`FRMS. The insurance contract provides that the pilot must
`follow all FRMS directives as a condition precedent to
`coverage. The contract also provides that the pilot must
`operate in a generally safe manner.
`0066. As a first example... consider the case of a pilot
`ignoring an FRMS directive: The FRMS orders a pilot to
`land short of his destination because of a developing storm
`front. If the pilot ignores this directive, the contract provides
`that his coverage is voided immediately. In other words, the
`pilot is not covered for the remainder of that flight (and
`presumably thereafter).
`0067. As a second example, consider the case of post
`flight data analysis: Assume for this example that the FRMS
`receives GPS altitude data. After the flight, a computer
`generated analysis shows that the pilot exceeded the maxi
`mum recommended rate of descent on approach (This would
`indicate that the pilot was likely too high and should have
`gone around, but instead elected to press his luck on the
`landing). The database is accessed and the dispatcher notes
`that this particular pilot has had two prior similar episodes—
`after which he was debriefed and warned. At this time, the
`FRMS personnel notify the insurance carrier of the problem.
`The carrier may then elect to cancel coverage.
`0068. In some instances the insurance contract provision
`may not mandate outright compliance with all dispatcher
`directives. Rather, the insurance contract may only require
`that the pilot enroll in the FRMS and use the FRMS to
`manage the risk of the flight operations. The FRMS will use
`the aircraft and pilot databases to evaluate a pilot's perfor
`mance and report a Summary of this performance to the
`insurance carrier, essentially as a rating of risk for different
`situations. The carrier can then use this rating to set the
`monetary rate it charges for the coverage, increase or
`decrease the limits of coverage it is willing to offer, elect to
`continue or drop coverage for an existing enrollee, or elect
`to issue or deny coverage for a prospective enrollee.
`0069. The insurer can therefore use the data and summa
`ries compiled by the FRMS in several ways. Some insurers
`may simply provide that an enrolled pilot must comply with
`all directives of the FRMS dispatcher as a condition of
`coverage. Other insurers may not mandate compliance but
`instead use the data on a pilot's rating of risk to set the
`insurance rates, limits of coverage, etc.
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`0070 Specific examples of the operation of the FRMS
`will be given in the following text. However, the reader
`should bear in mind throughout that the insurance contract
`is the primary enforcement mechanism for all aspects of the
`FRMS.
`Description Role of the FRMS Dispatcher
`0071 Now that the reader understands the hardware, the
`databases, and the use of the insurance contract as an
`enforcement mechanism, the role of the dispatcher within
`the FRMS can be explained in detail.
`0072 Assume that a pilot/owner has just acquired a new
`high-performance VLJ. A fictitious aircraft name will be
`used (“BetaJet 100"). The BetaJet 100 is capable of sus
`tained level flight at Mach 0.85. It is fully pressurized and
`has a service ceiling of 45,000 feet. The particular pilot has
`2,000 hours of experience in light single engine and light
`twin engine aircraft. He holds an instrument rating and has
`completed all the FAA-mandated training to fly the Beta Jet
`100. However, the only time he has in aircraft at this
`performance level is the time he spent in the type training
`prior to acquiring his BetalJet 100.
`0.073 Under the FAA regulations, the pilot is capable of
`flying the BetalJet 100 as he sees fit. Because of his lack of
`comparable experience, though, no insurance carrier is will
`ing to provide coverage.
`0074 The pilot is referred to the FRMS (by the insurance
`carrier or other referring source). The pilot enrolls in the
`FRMS and obtains insurance coverage subject to the con
`dition of his compliance with all FRMS directives. Depend
`ing on his experience, the pilot may initially be directed to
`complete certain training courses. In any event, once fully
`enrolled in the program, the pilot would engage in the
`following process prior to a flight:
`Description Pre-Flight Planning Example
`0075) The pilot (“Pilot John Smith') contacts the FRMS
`dispatcher. This initial contact may be made via telephone,
`SMS text message, the Internet, or other suitable means. The
`pilot Submits a proposed flight plan. As an example, the pilot
`may propose flying from Orlando, Fla. to Chicago, Ill., on
`October 1. The proposed departure time is 1530 EDT, with
`no planned stops.
`0.076 The dispatcher accesses the aircraft database and
`learns that the aircraft is current on all maintenance and has
`avionics Suitable for nighttime flying. The dispatcher next
`checks the weather forecast along the proposed route and
`learns that the weather is expected to be clear with good
`visibility along the entire flight path.
`0077. The dispatcher supplements the flight plan by cre
`ating several contingency destinations. These would include
`“land short destinations along the route. The “land short
`destinations' are selected as Columbus, Ga., and Louisville,
`Ky. The dispatcher next selects an appropriate alternate
`destination in the event of a contingency (typically a weather
`problem) at the actual destination. Peoria, Ill. is selected as
`a suitable alternate destination.
`0078. The dispatcher then accesses the aircraft database
`to determine the BetalJet 100's fuel capacity and consump
`tion rates. The dispatcher uses this information to determine
`the appropriate fuel load needed to maintain required flight
`
`time margins. As an example, the fuel load might be the
`amount needed to make the trip, loiter 45 minutes over the
`actual destination, divert to the alternate destination, and
`land with 45 minutes of fuel remaining. At this point, the
`dispatcher is proceeding toward providing the information to
`the pilot.
`0079 At some point, however, the dispatcher checks the
`pilot database. This check reveals that Pilot Smith has very
`little nighttime flying experience. It also reveals that he has
`never flown into the Chicago area before. The dispatcher
`considers these facts possibly comparing them to a prede
`termined risk matrix—and decides the flight must be disap
`proved.
`0080. The dispatcher's rationale is as follows: A 1530
`EDT departure will produce an ETA of 1710 CDT, assuming
`no traffic delays or course deviations are encountered. Dusk
`at the destination airport will occur at 1750 CDT. Thus, if all
`goes well, the entire flight will be conducted in good light.
`However, there is very little room for delay. If the flight is
`delayed by Air Traffic Control, or has to divert to the
`alternate destination, the landing will likely occur in dusk or
`darkness. Because the pilot's history indicates that dusk or
`darkness presents an unacceptable risk, the flight must be
`disapproved.
`0081
`Prior to contacting the pilot, the dispatcher consid
`ers alternatives which would avoid the unacceptable risk.
`The dispatcher then contacts the pilot and indicat