1999 Was a Very Good Year
1908 general aviation accidents
342 were fatal accidents
7.05 accidents per 100,000 hours of flying
In 1999 nearly 21% of nearly 1900 GA accidents occurred on takeoff second only to landings

--CFI PTS is now over 150 pages up from eight pages twenty years ago..
--GPS dependence has increased need for ATC flight assists to rise to record levels.
--CRM training reduces accident rates by 54%
--10% of IFR accidents occur to non-IFR pilots.
--General Aviation, in 1999, had the lowest accident and fatality rate since records have been kept. There was over an eleven percent reduction in fatal G.A accidents and a 1.7% decline in accidents.Fatal instructional accidents fell 9.1%. Of 18 instructional accidents, only two resulted in fatalities. At the present time, year 1999, there are 300,000 weather related airline delays cosing $3 billion. This amounts to $50 million of lost and unrecoverable revenue.

Statistics 1999
Basic to avoidance of bad situations is ADM (aeronautical decision-making)
All Accident Fatalities Rate
51.6 of all fatal accidents can be attributed to poor pilot decision making.
19 percent of all accidents have fatalities
31 percent of night accidents have fatalities
51 percent of IFR accidents have fatalities.
79 percent of night IFR accidents have fatalities.

11.6 of single accidents have fatalities
20.3 of single retractable accidents have fatalities
28.6 of multi-engine accidents have fatalities.
---50% of accidents involved G.A. pilots with less than 1000 hours.
---Over 50% of these pilots had time between 100 and 200 hours
---24% of these pilots had less than 300 hours.

1999 Was a Very Good Year; …; NTSB has a table of GA accident rates at
http://.

Database with detailed descriptions of reportable accidents and incidents, at
http://nasdac.faa.gov/asp/fw_ntsb.asp.

Anaylsis of types of GA accidents, at
http://.

Takeoff
20-percent of all accident happen at takeoff. Adequate preflight is the most obvious preventative.

General Info
Less than 1% of aircraft accidents, caused primarily by fire, result in fatalities. Fires in aircraft are a rarity. The most dangerous aspect of an in-flight fire is the pilot who reacts incorrectly by not following the POH.
60% of fatal accidents are the result of improper decisions; 20% are the result of improper technique.
30% if all accidents are the result of flight into IMC conditions.

300,000 planes in 1980
190,000 planes in 2000..Oh, where have all the airplanes gone? Gone, gone, gone?

On average there is one operational error by ATC out of every 200,000 performed.
Only 98 back-course approaches exist in the U.S.
Homebuilt aircraft fly five percent of total flight hours but have 25 percent of maintenance accidents.

Decision making by the pilot is judged to be the direct casue of 85-percent of aircraft accidents.
1996 Statistic
23% of accidents were related to weather. Of these 8% gave icing as a cause.
Pilot population peaked at 827,000 in 1980. In 1999 we are at 635,000 and only 5% are women.
On average there are only two SVFR accidents per year but the fatality rate is over 80%. Over 60% of the accidents occur on departure. 30% result in flight into rising terrain.
67% of all pilot violations have to do with airspace deviations
68% of all runway incursions are caused by G.A. pilots.
Since 1993 we have had a 73% increase in near misses in the U. S. but only a 1l% increase in activity.
--The Katana promises to the the safest trainer ever.
--The C-172 is equally safe
--#l accident area is loss of aircraft control on the runway but incurrs few fatalities..
--Only one ourt of every ten engine failures result in a fatal accident.
--VFR into IFR percentage-wise kills the most.
--very high percentate of fuel exhaustion accidents occur within one mile of destination airport.
--One in five of Piper Cherokee accidents occur due to fuel problems.
--Fatal accident rate of Piper Warrior is significantly worse than other trainers.
--One in five of Tomahawk accidents are stall related.

1998 Stats
--Over 20% of all G.A. fatal accidents had weather as contributing factor.
--50% of accidents derived from landings and takeoffs.
--27% fatal accidents occurred during low level maneuvers
--Nearly 30% of approach fatal accidents derived from improper IFR procedures
--Nearly 50% of fatal instrument approach accidents occurred at night.
--Only 12% of the accidents occurred at night
--75% of accidents related to pilot-related causes.
--67% of all 'deviations have to do with airspace and ATC services.
--G. A. aircraft make 68% of all runway incursions.
--An accident at night is three times as likely to be fatal as in the day time. (1999)
--44,000 transportation accidents
--General Aviation 621
--Bicycles 794
--Boaters 808
--People vs train 831

Seaplanes have a relatively high rate of accidents.75% of aircraft accidents happen inside a terminal area.
Any hour and a half flight is likely to have an accident in a terminal area 20% of the time.
Statistics flying year 1998 has aerial application doing 6.5% of total flight hours, with 6.6% of total accidents and 1.8% of fatal accidents.
Personal flying has 43.5% of total flying, for 68.8% of total accidents and 72.1% of fatal accidents.
Business flying had 13.2% of total flying, 2.8% of total accidents and 4.1% of fatal accidents.

1996 for 100,000 Hours of Flying
Singles 1.5
Twins 2.12
Homebuilts 2% of the flying and 10% of the accidents with aircraft destroyed 52% more often and pilots killed 69% more often.
The decision making process is the problem with general aviation not the knowledge. We wait until we are in the air before determining if the flight can be continued.
You will run out of gas ten times before you have a mid-air. Thus, by always having plenty of fuel you don't need to watch for airplanes.
Only 11% of cold weather accidents have anything to do with the weather. 50% of these cold weather accidents result in fatalities.
Airline weather decisions are made on the ground prior to takeoff, not in the air.
1996 Statistic
23% of accidents were related to weather. Of these 8% gave icing as a cause.
Pilot population peaked at 827,000 in 1980. In 1999 we are at 635,000 and only 5% are women.

1997 Nall Report
--An accident as a judgment failure.
--Pilots only spot one third of ATC traffic reported as significant.
--85% of scud running accidents result in fatalities
--Personal flying is 42% of all flying and 67% of the accidents
--Flight instruction is 20% of the flying and only 6% of the accidents.
--Pilots over 60 are more likely to die.
--Not having a current flight reviews have twice the accident risk as those who have taken a flight review.
--50% of airline accidents are survivable. 40% of airline fatalities are due to smoke and fire. Interior cabin materials are at fault and are being changed.

There are 60,000 CFIs
70 hour averge to private ticket.
50% of airspace vilations aoccur during VFR flight
1980 U.S. had 300,000 airplanes
2000 U.S. has fewer than 190,000 airplanes

Airline Pilots
The second most frequent cause of death among airline pilots prior to age 60 is a general aviation accident.

1998 Nall Report:
--VFR flight into IFR conditions is the leading source of fatalities. Judgment failures are the cause.
--Event-decision; event-decision sequence leads to accidents. Solution: Break chain.
--Scud running is dangerous because of past successes. 80% of scud accidents have fatalities.
--Most accidents occur in four summer months.
--Accident potential is determined by perceived importance, length, time and weather.
--Personal flying is over 40% of flying with nearly 70% of accidents.
--Instruction is 20% of flying with 6% of accidents. Make every flight instructional for safety's sake.
--Takeoff and climb are most dangerous during instruction. Go-arounds were #2 area.
--Takeoff and landing times have highest accident rate but few fatalities.
--Midairs occur during VFR, near an airport and at low altitudes.
--Two planes a week were crashing because fuel was not getting to the engine.
--No one was killed off-airport by an airplane.
--Nearly half of IFR approach accidents occur at night
--The hourly rate of IFR accidents is lower than the VFR rate but the fatality rate is three times higher.

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