Risk mitigation reduces the likelihood or predicted severity of potential effects of hazards. As discussed in Chapter 4, Assessing Risk, high (red) and serious (yellow) risks should be mitigated. High risks the pilot cannot mitigate should lead to a no-go decision. Departing with serious risks is also an abnormal situation that calls for additional mitigation. The risk mitigation process may start days or weeks before a flight and depends on the complexity of the plan.

Air carrier, charter, and fractional operations conducted under 14 CFR parts 121, 135, and 91 Subpart K normally preclude operations in the serious and high-risk categories. Corporate turbojet operators also typically adhere to this standard. In addition to regulatory requirements, these operators utilize concepts, procedures, and tools such as safety management systems (SMS) to ensure risks are identified, assessed, and managed appropriately. General aviation pilots can manage risk in a professional manner as well. Risks should be managed such that they are mitigated to medium (green) levels or lower.

Risk mitigation may also allow a pilot to undertake or complete a flight that would otherwise be subject to unacceptable risks. Conversely, the pilot should not depart if the same process reveals safe flight is not possible under the given conditions.

If having a doubt about risk mitigation, a pilot should consider the value of mitigation against the potential cost of property damage and loss of life. A saying goes, safety costs a lot less than an accident. In fact, risk mitigation makes long-term economic sense.

Pilots choose from a variety of strategies to mitigate risks, and different strategies may apply to different hazards. Nevertheless, there are a few general strategies that are effective for each area on the PAVE checklist. Pilot, aircraft, and external pressure risks respond well to early, direct action. On the other hand, the scope of many environmental hazards often favors avoidance as a mitigation strategy.

Personal minimums that account for pilot experience and proficiency mitigate some risks. Pilots flying unfamiliar aircraft may need to raise their personal minimums for that aircraft. When training, pilots can take advantage of scenarios that include risk management in addition to pilot skill elements. Self-evaluation after a flight may alert a pilot of the need for additional training, which may also decrease future risk. If there is any doubt concerning the outcome of a flight, the pilot should consider hiring an instructor or a mentor pilot and making the trip a learning experience.

Use of and careful consideration of the IMSAFE checklist (illness, medication, stress, alcohol, fatigue, emotion) reduces aeromedical risk.

Factoring performance data to create safety margins mitigates some risks. Using an aircraft with redundant systems or an aircraft with automation that reduces pilot workload also lowers accident risk. Additionally, addressing discrepancies and conducting proper maintenance can increase reliability and reduce risk. Thorough preflight and postflight inspections also mitigate aircraft risks.

Carrying enough fuel with a sufficient reserve reduces the likelihood of a low-fuel emergency or a forced landing. On some flights, planning for a fuel stop reduces that risk.

If the pilot has a choice, the selection of aircraft may reduce risk. The decision may consider the aircraft performance, the number of engines, known icing capability, and avionics or automation available.

Flight in the proximity of some environmental hazards may lead to serious or catastrophic accidents. Avoidance strategies reduce the risk by lowering the accident likelihood. This requires pilots to plan, exercise patience, remain flexible, and be creative.

For some hazards, such as convective activity and very high terrain, a possible mitigation may be a plan to circumnavigate the hazard.

Sometimes a plan to fly at a different altitude reduces accident likelihood. Pilots can plan for altitudes that keep the aircraft above or below icing conditions. Many instrument pilots who operate aircraft that are not approved for flight in known icing conditions apply personal minimums to avoid conditions below certain temperatures or where the freezing level is at or below the minimum en-route altitude.