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A previous study reported that in a data set of recreational boating fatalities 30% of the victims had blood alcohol concentrations above .10% by volume. These data alone did not permit estimation of increased risk of fatality due to intoxication because the prevalence of intoxication among recreational boat operators was unknown. The current study involved interviewing and breath testing recreational boat operators at several boat ramps and marinas in California in order to obtain the "exposure" data needed to estimate the increased risk of fatality associated with intoxication. A large percentage of those people who were approached willingly agreed to the interview and to the breath test. Combining the data from this exposure sample and the fatality data from the previous study enabled computation of a relative risk estimate. The best estimate of relative risk resulting from this research is 10.65, that is, boat operators with a blood alcohol concentration above .10% are estimated to be 10.65 times as likely to be killed in a boating accident than boat operators with zero blood alcohol concentration. A 95% lower confidence bound on this estimate is 4.74. Several possible sources of bias and their effects on the relative risk estimate are considered.

General aviation (GA) fatal accident records of airport transport pilots (ATPs) were compared to those of private pilots (PVTs). ATPs are safer GA pilots than the PVTs.They have comparable exposure in GA airplanes and account for 7.5% of all certified to fly, but only 3 4 5 % of the fatal accidents. ATPs are less often involved in pilot-induced accidents. Nearly 50% of ATP pilot-induced accidents occur during aerobatics. Often these risky aerial operations are performed below a safe altitude and are associated with the descriptors 'careless' and 'reckless'. The ATP aerobaticsrelated fatality is likely to occur in a multi-wing aeroplane with which he has little experience. The ATP aerobatics-related accident is likely to be of the spin, stall, or controlled flight into terrain variety, and to occur in summer or early autumn. 'The study used data from 13 680 general aviation (GA) accidents occurring between 1973 and 1983, inclusive. This represents approximately 30% of the 45 627 accidents that occurred during that period in GA aircraft.The accidents selected for study met the following criteria:(1) The GA flight was flown for personal (non-commercial) reasons.(2) The aircraft involved was a powered fixed-wing aeroplane.(3) The accident was a single-aircraft accident.(4) The aeroplane had not more than two pilots on board.

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