Air transport pilot involvement in general aviation accidents

Salvatore, Santo; Stearns, Mary D.; Huntley, M. Stephen; Mengert, Peter

doi:10.1080/00140138608967258

Cited by 12 publications

(4 citation statements)

References 1 publication

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“…Lower on-airport crash speeds, immediate availability of emergency personnel, and the absence of hazardous terrain all contribute to lower crash fatalities in airport settings (10). Consistent with this study’s finding that aerobatic flight increases the risk of air show–related fatal crashes, aerobatic flights have been described in the literature as the most significant risk factor for fatal injury, comprising 50% of U.S. general aviation crashes involving air transport pilots over a 20-year period (14). In an analysis of the dangers of these maneuvers that used NTSB-reported crash data from 1982 to 2006, de Voogt and van Doom found that more than 80% of the 494 crashes involving aerobatic maneuvers were fatal (15).…”

Section: Discussion Of Resultssupporting

confidence: 82%

U.S. Civil Air Show Crashes, 1993 to 2013

Ballard

Osorio²

2015

Transportation Research Record: Journal of the Transportation R

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This study provides new public health data about U.S. civil air shows. Risk factors for fatalities in civil air show crashes were analyzed. The value of the FIA score in predicting fatal outcomes was evaluated. With the use of the FAA’s General Aviation and Air Taxi Survey and the National Transportation Safety Board’s data, the incidence of civil air show crashes from 1993 to 2013 was calculated. Fatality risk factors for crashes were analyzed by means of regression methods. The FIA index was validated to predict fatal outcomes by using the factors of fire, instrument conditions, and away-from-airport location, and was evaluated through receiver operating characteristic (ROC) curves. The civil air show crash rate was 31 crashes per 1,000 civil air events. Of the 174 civil air show crashes that occurred during the study period, 91 (52%) involved at least one fatality; on average, 1.1 people died per fatal crash. Fatalities were associated with four major risk factors: fire [adjusted odds ratio (AOR) = 7.1, 95% confidence interval (CI) = 2.4 to 20.6, P < .001], pilot error (AOR = 5.2, 95% CI = 1.8 to 14.5, P = .002), aerobatic flight (AOR = 3.6, 95% CI = 1.6 to 8.2, P = .002), and off-airport location (AOR = 3.4, 95% CI = 1.5 to 7.5, P = .003). The area under the FIA score’s ROC curve was 0.71 (95% CI = 0.64 to 0.78). Civil air show crashes were marked by a high risk of fatal outcomes to pilots in aerobatic performances but rare mass casualties. The FIA score was not a valid measurement of fatal risk in civil air show crashes.

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Section: Discussion Of Resultssupporting

confidence: 82%

U.S. Civil Air Show Crashes, 1993 to 2013

Ballard

Osorio²

2015

Transportation Research Record: Journal of the Transportation R

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“…This difference could very well contribute to the lower level of aerodynamic stalls as a commercial license requires pilots to maintain control of the aircraft under conditions approaching a stall to a higher standard than aviators tested for the private pilot certificate (US Department of Transportation documents FAA-S-8081-12C and FAA-S8081-14B respectively). Moreover, earlier studies had reported a reduced involvement of ATP pilots in general aviation accidents (Salvatore et al, 1986) as well as fewer pilot errors (Li et al, 2001). On the other hand the logistic regression showed little evidence of a risk reduction for a fatal accident with advanced certification arguing against this possibility at least with respect to twin engine aircraft.…”

Section: Discussionmentioning

confidence: 95%

Causes and risk factors for fatal accidents in non-commercial twin engine piston general aviation aircraft

Boyd

2015

Accident Analysis & Prevention

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Accidents in twin-engine aircraft carry a higher risk of fatality compared with single engine aircraft and constitute 9% of all general aviation accidents. The different flight profile (higher airspeed, service ceiling, increased fuel load, and aircraft yaw in engine failure) may make comparable studies on single-engine aircraft accident causes less relevant. The objective of this study was to identify the accident causes for non-commercial operations in twin engine aircraft. A NTSB accident database query for accidents in twin piston engine airplanes of 4-8 seat capacity with a maximum certified weight of 3000-8000lbs. operating under 14CFR Part 91 for the period spanning 2002 and 2012 returned 376 accidents. Accident causes and contributing factors were as per the NTSB final report categories. Total annual flight hour data for the twin engine piston aircraft fleet were obtained from the FAA. Statistical analyses employed Chi Square, Fisher's Exact and logistic regression analysis. Neither the combined fatal/non-fatal accident nor the fatal accident rate declined over the period spanning 2002-2012. Under visual weather conditions, the largest number, n=27, (27%) of fatal accidents was attributed to malfunction with a failure to follow single engine procedures representing the most common contributing factor. In degraded visibility, poor instrument approach procedures resulted in the greatest proportion of fatal crashes. Encountering thunderstorms was the most lethal of all accident causes with all occupants sustaining fatal injuries. At night, a failure to maintain obstacle/terrain clearance was the most common accident cause leading to 36% of fatal crashes. The results of logistic regression showed that operations at night (OR 3.7), off airport landings (OR 14.8) and post-impact fire (OR 7.2) all carried an excess risk of a fatal flight. This study indicates training areas that should receive increased emphasis for twin-engine training/recency. First, increased training should be provided on single engine procedures in the event of an engine failure. Second, more focus should be placed on instrument approaches and recovery from unusual aircraft attitude where visibility is degraded. Third, pilots should be made aware of appropriate speed selection for inadvertent flights in convective weather. Finally, emphasizing the importance of conducting night operations under instrument flight rules with its altitude restrictions should lead to a diminished proportion of accidents attributed to failure to maintain obstacle/terrain clearance.

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“…The improper handling of aircraft dynamics, errors in decisionmaking systems, and negligence were the most common causes of pilot errors, which should be focused on the pilot training [4]. Salvatore S found that aviation accidents were most likely to occur in summer and early autumn [5]. Sun Ruishan found that the occurrence time of global aviation accidents was different in different periods.…”

Section: Introductionmentioning

confidence: 99%

The Analysis of Spatial Pattern and Hotspots of Aviation Accident and Ranking the Potential Risk Airports Based on GIS Platform

Liang

2018

Journal of Advanced Transportation

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Aviation accident analysis is an important task to ensure aviation safety. The existing researches mainly focus on the analysis of aviation accident time characteristics and accident causes and less analysis of the spatial characteristics of aviation accidents. The spatial characteristics analysis of aviation accidents can identify hot spots of aviation accidents, improve the accuracy of aviation accident emergency management, and provide decision support for airport route planning. This study established the severity index of aviation accident based on aviation accident data, using GIS spatial analysis methods to study the spatial distribution characteristics of aviation accidents. The hot spots were identified in the aviation accidents. Finally, airports around the accident hot spots were ranked to obtain the airports with high potential aviation risks based on RI, taking Florida as an example. It was found that in the Florida aviation accident, general aviation accidents accounted for the majority, but the aviation accident severity index for air route flight was far greater than general aviation accidents. From the spatial distribution point of view, accidents with high severity index were distributed around large international airports. The Density Center for Aviation Accidents was located in Tampa, Miami, and some airports link areas in Florida. In terms of the Moran’s I index, the distribution of aviation accidents tended to aggregate in the region as a whole. However, aviation accident severity index was randomly distributed for each year separately. At the level of significance of 0.01, there were a total of 75 accident hotspots in the Florida region, mainly in the north and southwest. Airports with high RI in the Florida area were mainly concentrated in the Miami area and the Tampa Bay area, and Orlando Airport was ranked outside the top 10.

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Air transport pilot involvement in general aviation accidents

Cited by 12 publications

References 1 publication

U.S. Civil Air Show Crashes, 1993 to 2013

U.S. Civil Air Show Crashes, 1993 to 2013

Causes and risk factors for fatal accidents in non-commercial twin engine piston general aviation aircraft

The Analysis of Spatial Pattern and Hotspots of Aviation Accident and Ranking the Potential Risk Airports Based on GIS Platform

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