Flight Risk Assessment
A structured preflight risk review built on the FAA's PAVE and IMSAFE models, using live METAR and G-AIRMET weather plus your certificates, ratings and endorsements. It takes about four minutes, and it is free for every flight.
The Mission
Where and when you are going. We will pull live weather for both airports.
Four-letter ICAO code. US airports are K plus the identifier, such as KSEE or KAPA.
Leave blank for local or pattern work.
Pick the runway you plan to use and we will compute your crosswind component from the reported wind.
The Pilot
What you are rated and endorsed to do matters as much as your hours. Work down the page and select everything you hold — the assessment cross-checks it against the aircraft and mission you entered.
Pilot certificate held
Who is flying this leg
Dual instruction changes the picture substantially — an instructor on board is the single most effective risk mitigation in general aviation.
Category and class ratings
Select every category and class on your certificate.
Instrument ratings
Instructor and additional certificates
Type ratings
Required for turbojets, powered-lift, and aircraft over 12,500 lb (14 CFR 61.31(a)). Add each one you hold — for example CE-525S, B-737, LR-JET, DHC-8.
Logbook endorsements
One-time endorsements under 14 CFR 61.31. Select each one you hold.
Experience
Currency
The Aircraft
What you are flying, and what condition it is in.
The airframe category. Its characteristics go below.
Not the aircraft's demonstrated value — yours.
Aircraft characteristics
Tick every one that applies — most aircraft are more than one. A C182 Skylane is high performance only; a BE36 Bonanza is high performance and complex; an AT-6 Texan is high performance, complex and tailwheel.
Human Factors
The IMSAFE checklist, plus the external pressures that quietly push good pilots into bad decisions. Answer honestly — nobody sees this but you.
External pressure
PreFlight Score is an advisory decision-support tool. It does not constitute an official weather briefing and does not satisfy 14 CFR 91.103. Always obtain a standard briefing and confirm all data independently. The pilot in command remains solely responsible for the go/no-go decision.