Transportation Safety Databases - Accident Records and Exposure Data Special Library Association presentation June 9, 2

1. Transportation Safety Databases - Accident Records and Exposure DataSpecial Library Associationpresentation June 9, 2003

2. Federal Transportation Databases Accident vs INCIDENT Differences by mode drawn from BTS work �Safety in Numbers� Common criteria for reporting deaths and injuries common denominators Accident vs INCIDENT Differences by mode drawn from BTS work �Safety in Numbers� Common criteria for reporting deaths and injuries common denominators

3. The Purpose of Accident and Injury Data

4. Haddon Matrix

5. Safety ReportTransportation Safety DatabasesNTSB/SR-02/02 Talk about other studies/publicationsTalk about other studies/publications

6. Database Review Representativeness Accuracy Timeliness Completeness Intermodal Compatibility Budget and Staff Are the data statistically representative? What qualifies and accident/incident? How many entries per year? Are there data gaps? Who determine if event qualifies for inclusion? Who is responsible for reporting? Who is responsible for entering data? Are there data standards? Are there procedures for verifying correctness? How long after event before data record is entered? What percentage of records have missing data? How are fatalities, suicides, incidents, defined? What is the annual ops budget? How many staff are assigned for data collection? For database maintenance? How long does it take to change the data structure? What changes have been made in the past 10 years? How are changes made? Documented? Internet Access? Statistical Summaries?Are the data statistically representative? What qualifies and accident/incident? How many entries per year? Are there data gaps? Who determine if event qualifies for inclusion? Who is responsible for reporting? Who is responsible for entering data? Are there data standards? Are there procedures for verifying correctness? How long after event before data record is entered? What percentage of records have missing data? How are fatalities, suicides, incidents, defined? What is the annual ops budget? How many staff are assigned for data collection? For database maintenance? How long does it take to change the data structure? What changes have been made in the past 10 years? How are changes made? Documented? Internet Access? Statistical Summaries?

7. User Interviews Air Transport Association, Regional Airline Association, Allied Pilots Association, Aircraft Owners and Pilots Association, Flight Safety Foundation, Briling and Associates, AAA Foundation for Traffic Safety, American Trucking Association, Insurance Institute for Highway Safety Gas Research Institute, American Petroleum Institute, Association of Oil Pipelines Association of American Railroads, American Short Line Railroad Association, Union Pacific, Burlington Northern, CSX NASBLA, National Safe Boating Council To determine whether the data in the various transportation databases meet user needs, NTSB interviewed representatives of research organizations, industry, and advocacy groups. Asked: Has you organization made use of any of the accident databases? What databases do you use most, and for what purpose? How well do these accident/incident databases serve the needs of your <modal> community? Any comments? To determine whether the data in the various transportation databases meet user needs, NTSB interviewed representatives of research organizations, industry, and advocacy groups. Asked: Has you organization made use of any of the accident databases? What databases do you use most, and for what purpose? How well do these accident/incident databases serve the needs of your <modal> community? Any comments?

8. Lifecycle of a Database Development � Needs Assessment and Design Operation � Data Collection, Data Entry, Data Auditing, Data Analysis, Output Evaluation � External Feedback, Internal Feedback

9. Aviation Accident Dataa closer look at aviation accident eventsand how we measureexposure to risk

10. History of NTSB Aviation Accident Data Accident data starting in 1962 for airlines and 1964 for GA, commuters and air-taxi 1982-1984: Expanded data collection to include longer narrative, more detailed sequence of events, supplemental forms 2000: Transition to fully relational SQL Server database � Accident Data Management System (ADMS). Includes all accident data between 1982 � present The NTSB did not formally exist until 1967. Data previous to this were investigated by NTSB predecessor agency, the Civil Aeronautics Board (CAB) The NTSB did not formally exist until 1967. Data previous to this were investigated by NTSB predecessor agency, the Civil Aeronautics Board (CAB)

11. ADMS System Approximately 40,000 accidents and incidents from 1982 � present Each record can contains up to 650 data elements relating to personnel, aircraft and environment Data types include Alphanumeric code (e.g., engine type, sequence of events codes); Dates/Times (e.g., event date); Integers (e.g., altitude, runway length); Text (e.g., operator name, narrative); Multiple Response (e.g., crew certification) 650 is only approximate650 is only approximate

12. An INCIDENT is an occurrence other than an accident associated with the operation of an aircraft, which affects � or could affect � the safety of operation. Noted by an I or A in the 6th position of the accident number Total number of incident averages 72/yr Total and Average number of incidents per year since 1982: Part 121 = 821; 37/yr Commuter = 158; 8/yr Air Taxi = 160; 7/yr GA = 449; 20/yrAn INCIDENT is an occurrence other than an accident associated with the operation of an aircraft, which affects � or could affect � the safety of operation. Noted by an I or A in the 6th position of the accident number Total number of incident averages 72/yr Total and Average number of incidents per year since 1982: Part 121 = 821; 37/yr Commuter = 158; 8/yr Air Taxi = 160; 7/yr GA = 449; 20/yr

13. What is an Injury? Fatal Injury results in death within 30 days of an accident Serious Injury- requires hospitalization for more than 48 hours, commencing within 7 days- results in a fracture of any bone- causes severe hemorrhages, nerve, muscle, or tendon damage- involves any internal organ- involves 2nd or 3rd degree burns or  burns affecting >5% of the body We had a call last week from GRA (company that does Aviation Research) asking why we don�t use AIS coding of injuries. AIS is a popular injury matrix used by hospitals, most notably for automobile accidents. It is designed to describe survivability in a hospital setting It is difficult to administer � requires an assessment of broken bones, bleeding, and consciousness - particularly difficult when many accidents are not visited by an investigator until after the people are removed. BUT can be determined for MAJOR accidents by using survivability group reports.We had a call last week from GRA (company that does Aviation Research) asking why we don�t use AIS coding of injuries. AIS is a popular injury matrix used by hospitals, most notably for automobile accidents. It is designed to describe survivability in a hospital setting It is difficult to administer � requires an assessment of broken bones, bleeding, and consciousness - particularly difficult when many accidents are not visited by an investigator until after the people are removed. BUT can be determined for MAJOR accidents by using survivability group reports.

14. What types of Aircraft Operations are Included? Part 121 Commercial Air Carriers (scheduled and nonscheduled) Part 135 Scheduled Operations Part 135 Nonscheduled Air Taxis Part 91 General Aviation Public Use Operations Part 103 Ultralights Part 129 Foreign Air Carriers Part 137 Agricultural Operations Part 133 Rotorcraft External Load In March 1997, the definition of Part 121 operations changed. Prior to the change, scheduled aircraft with 30 or more seats were operated under Part 121 and those with less than 30 seats were operated under Part 135. After the change, scheduled aircraft with 10 or more seats were classified as Part 121 operations; therefore many aircraft that were formerly operated under scheduled Part 135 have been reclassified as Part 121. According to 14 CFR, Part 119.3, a scheduled operation refers to, �any common carriage passenger-carrying operation for compensation or hire conducted by an air carrier or commercial operator for which the certificate holder or its representative offers in advance the departure location, departure time, and arrival location.� � By contrast, a nonscheduled operation refers to, �any operation for compensation or hire that is one of the following: (1) Passenger-carrying operations conducted as a public charter under part 380 of this title or any operations in which the departure time, departure location, and arrival location are specifically negotiated with the customer or the customer's representative Carriers operating under scheduled Part 135 typically fly short routes and a majority of operators are based in Alaska. By contrast, nonscheduled Part 135 operations are distributed throughout the US and represent a diverse group ranging from operators with one small aircraft to those with multiple large corporate jets. � There is also a Part 125 (20 passenger seats, 6,000 pounds) but that operation is being considered along with Part 135 (and will possibly become Part 135) In March 1997, the definition of Part 121 operations changed. Prior to the change, scheduled aircraft with 30 or more seats were operated under Part 121 and those with less than 30 seats were operated under Part 135. After the change, scheduled aircraft with 10 or more seats were classified as Part 121 operations; therefore many aircraft that were formerly operated under scheduled Part 135 have been reclassified as Part 121. According to 14 CFR, Part 119.3, a scheduled operation refers to, �any common carriage passenger-carrying operation for compensation or hire conducted by an air carrier or commercial operator for which the certificate holder or its representative offers in advance the departure location, departure time, and arrival location.� � By contrast, a nonscheduled operation refers to, �any operation for compensation or hire that is one of the following: (1) Passenger-carrying operations conducted as a public charter under part 380 of this title or any operations in which the departure time, departure location, and arrival location are specifically negotiated with the customer or the customer's representative Carriers operating under scheduled Part 135 typically fly short routes and a majority of operators are based in Alaska. By contrast, nonscheduled Part 135 operations are distributed throughout the US and represent a diverse group ranging from operators with one small aircraft to those with multiple large corporate jets. � There is also a Part 125 (20 passenger seats, 6,000 pounds) but that operation is being considered along with Part 135 (and will possibly become Part 135)

15. What is General Aviation? General Aviation isn�t defined by a type of airplane and it isn�t defined by a type of operation � its defined by flight operations that are not something else. Tools Database qryBGCGA_YearRange Note that for some of the things that are in GA, they are not used in calculating the rate Suicide, sabotage, stolen, terroristGeneral Aviation isn�t defined by a type of airplane and it isn�t defined by a type of operation � its defined by flight operations that are not something else. Tools Database qryBGCGA_YearRange Note that for some of the things that are in GA, they are not used in calculating the rate Suicide, sabotage, stolen, terrorist

16. What are included: Fixed wing aircraft Gliders Helicopters Balloons Experimental aircraft What are included: Fixed wing aircraft Gliders Helicopters Balloons Experimental aircraft

17. How many Aviation Accidents are in the NTSB Database? The number of variables for each accident record depends on how many flight crew, cabin crew, additional persons, aircraft if collisions, engines, occurrences within the accident event, etc Jana will cover more about the history and structure of the database later in the afternoon. The number of variables for each accident record depends on how many flight crew, cabin crew, additional persons, aircraft if collisions, engines, occurrences within the accident event, etc Jana will cover more about the history and structure of the database later in the afternoon.

18. How many accidents per year? Part 121 accidents average than 41/yr Part 121 scheduled avg 36/yr Part 121 nonscheduled avg 5/yr Part 135 scheduled avg 11/yr Part 135 nonscheduled avg 76/yr General Aviation avg 1,898/yr Totals around 2000 accidents per year For the last 10 years, the average for Part 121 scheduled and nonscheduled is 41.1 accidents per year, of these there are 3 / yr fatal (2002 was 41 and no fatals) The average for Part 121 scheduled is 36.5 accidents (2002 was 34 no fatals) The average for Part 121 nonscheduled is 4.6 accidents per year (2002 was 7 and no fatals) The average for Part 135 scheduled is 11.3 accidents per year and 2.3 fatal accidents (2002 was 8 and no fatals) The average for Part 135 nonscheduled is 76.1 accident per year (2002 was 58 and 17 fatals) The average for General Aviation is 1,898 accidents per year (2002 was 1714 and 343 fatals and 576 persons died) TOTALS average 2026 per year (10 year but has been decreasing)For the last 10 years, the average for Part 121 scheduled and nonscheduled is 41.1 accidents per year, of these there are 3 / yr fatal (2002 was 41 and no fatals) The average for Part 121 scheduled is 36.5 accidents (2002 was 34 no fatals) The average for Part 121 nonscheduled is 4.6 accidents per year (2002 was 7 and no fatals) The average for Part 135 scheduled is 11.3 accidents per year and 2.3 fatal accidents (2002 was 8 and no fatals) The average for Part 135 nonscheduled is 76.1 accident per year (2002 was 58 and 17 fatals) The average for General Aviation is 1,898 accidents per year (2002 was 1714 and 343 fatals and 576 persons died) TOTALS average 2026 per year (10 year but has been decreasing)

19. How Can I Get Accident Data? Aviation accident statistics from the webwww.ntsb.gov Investigations and Safety Studies Annual Review publications Full database is available on our web site ftp://www.ntsb.gov/avdata Accident queries via web site Accident statistics by year (2002 was posted in mid-March) appear in 12 tables issued as a press release Web access to .pdf Investigative reports and Studies Annual Reviews - Air Carrier and General Aviation THEN THE 2 MOST DETAILED SOURCES OF DATA � will introduce here and cover in more detail in the next two hours. Our web site contains 1982 � 2003 data in both Access database (.mdb) files and also, if you have Sequel Server the SQL script is also available, but before we discuss the full database, there are several other ways to access aviation accident data and statistics that you should be aware of: Accident Queries through our web site: visual basic interface to the database Query returns set from which you can select individual accident narratives to read. Accident statistics by year (2002 was posted in mid-March) appear in 12 tables issued as a press release Web access to .pdf Investigative reports and Studies Annual Reviews - Air Carrier and General Aviation THEN THE 2 MOST DETAILED SOURCES OF DATA � will introduce here and cover in more detail in the next two hours. Our web site contains 1982 � 2003 data in both Access database (.mdb) files and also, if you have Sequel Server the SQL script is also available, but before we discuss the full database, there are several other ways to access aviation accident data and statistics that you should be aware of: Accident Queries through our web site: visual basic interface to the database Query returns set from which you can select individual accident narratives to read.

20. Table 1 Accidents, Fatalities, and Rates, 2002 Preliminary Statistics, U.S. Aviation Table 2 Accidents and Accident Rates by NTSB Classification, 1983 - 2002, Part 121�� Table 3 Passenger Injuries and Injury Rates, 1983 - 2002, Part 121 Table 4 Number and Rate of Destroyed Aircraft, 1983 - 2002, Part 121 Tables 5 through 12 contain Accidents, Fatalities, and Accident Rates for the specified aviation categories. Table 5 Accidents, Fatalities, and Rates, 1983 - 2002, Part 121, Scheduled and Nonscheduled Service Table 6 Accidents, Fatalities, and Rates, 1983 - 2002, Part 121, Scheduled Service (Airlines) Table 7 Accidents, Fatalities, and Rates, 1983 - 2002, Part 121, Nonscheduled Service (Airlines) Table 8 Accidents, Fatalities, and Rates, 1983 - 2002, Part 135, Scheduled Service Table 9 Accidents, Fatalities, and Rates, 1983 - 2002, Part 135, Nonscheduled Service (On-demand Air Taxis) Table 9a Effects of FAA Revision of Flight Hour Estimates, Part 135, Nonscheduled Service (On-demand Air Taxis), 1993 - 2000 Table 10 Accidents, Fatalities, and Rates, 1983 - 2002, U.S. General Aviation Table 11 Fatal Accidents, 2002 Preliminary Data for All Operations Under 14 CFR 121 and for Scheduled Operations Under 14 CFR 135 Table 12 Air Carrier Occurrences Involving Illegal Acts (Sabotage, Suicide, or Terrorism), 1983 - 2002 Table 1 Accidents, Fatalities, and Rates, 2002 Preliminary Statistics, U.S. Aviation Table 2 Accidents and Accident Rates by NTSB Classification, 1983 - 2002, Part 121�� Table 3 Passenger Injuries and Injury Rates, 1983 - 2002, Part 121 Table 4 Number and Rate of Destroyed Aircraft, 1983 - 2002, Part 121 Tables 5 through 12 contain Accidents, Fatalities, and Accident Rates for the specified aviation categories. Table 5 Accidents, Fatalities, and Rates, 1983 - 2002, Part 121, Scheduled and Nonscheduled Service Table 6 Accidents, Fatalities, and Rates, 1983 - 2002, Part 121, Scheduled Service (Airlines) Table 7 Accidents, Fatalities, and Rates, 1983 - 2002, Part 121, Nonscheduled Service (Airlines) Table 8 Accidents, Fatalities, and Rates, 1983 - 2002, Part 135, Scheduled Service Table 9 Accidents, Fatalities, and Rates, 1983 - 2002, Part 135, Nonscheduled Service (On-demand Air Taxis) Table 9a Effects of FAA Revision of Flight Hour Estimates, Part 135, Nonscheduled Service (On-demand Air Taxis), 1993 - 2000 Table 10 Accidents, Fatalities, and Rates, 1983 - 2002, U.S. General Aviation Table 11 Fatal Accidents, 2002 Preliminary Data for All Operations Under 14 CFR 121 and for Scheduled Operations Under 14 CFR 135 Table 12 Air Carrier Occurrences Involving Illegal Acts (Sabotage, Suicide, or Terrorism), 1983 - 2002

21. NTSB Publications Under each of these links is a listing of publications offering a summary and a pdf connectionUnder each of these links is a listing of publications offering a summary and a pdf connection

22. Discuss the REDESIGN of the Annual Reviews Studies are a selected sampling of aviation-related reports The CD contains a link to the first, most recent one � Transportation DatabasesDiscuss the REDESIGN of the Annual Reviews Studies are a selected sampling of aviation-related reports The CD contains a link to the first, most recent one � Transportation Databases

23. Accident Reports List is taken for Annex 13 (Chicago Convention)List is taken for Annex 13 (Chicago Convention)

24. Annual Reviews

25. NTSB Website Query Tool Best for simple queries to find a set of accidents with a common basic feature, no aggregation Allows access to narrative descriptions and limited data for 1962-1981 accidents Results in report status, narrative, probable cause, contributing factors, and basic accident data Requires internet connectionhttp://www.ntsb.gov/ntsb/query.asp#query_start To search the NTSB Aviation Accident Database, enter your selection criteria into one or more of the boxes on the Database Query form. Some boxes (State, for example) contain a list of choices. Other boxes require you to enter the string of characters (including spaces) by which you want to search the database (City for example) The database ignores case, so you can use either upper- or lower-case letters. Use your mouse or [TAB] key to move from box to box. The search will return only those records that meet all of the criteria you have entered. If the search returns too many records, try to narrow the search by providing more specific information or by providing entries for more of the boxes. Conversely, if the search does not return the records you are looking for, try reducing the number of search criteria. To search the NTSB Aviation Accident Database, enter your selection criteria into one or more of the boxes on the Database Query form. Some boxes (State, for example) contain a list of choices. Other boxes require you to enter the string of characters (including spaces) by which you want to search the database (City for example) The database ignores case, so you can use either upper- or lower-case letters. Use your mouse or [TAB] key to move from box to box. The search will return only those records that meet all of the criteria you have entered. If the search returns too many records, try to narrow the search by providing more specific information or by providing entries for more of the boxes. Conversely, if the search does not return the records you are looking for, try reducing the number of search criteria.

26. Two other ways to get data, (1) here�s the aviation query and (2) by downloading the database will be covered more later. Two other ways to get data, (1) here�s the aviation query and (2) by downloading the database will be covered more later.

27. NTSB Website Query Tool Basic factual information about the selected records will be displayed in groups of the size you selected. The left-most column of the table or list will contain links to accident synopses for most cases. The link is an indication of the type of information contained in the synopsis (Prel, Fact, or Final) Synopses may not be available for dates before 1993, cases under revision, or accidents and incidents where the NTSB did not have primary investigation responsibility. This type of search may not be helpful if you want to search on a less common variable (e.g., homebuilt, number of engines, phase of flight) Basic factual information about the selected records will be displayed in groups of the size you selected. The left-most column of the table or list will contain links to accident synopses for most cases. The link is an indication of the type of information contained in the synopsis (Prel, Fact, or Final) Synopses may not be available for dates before 1993, cases under revision, or accidents and incidents where the NTSB did not have primary investigation responsibility. This type of search may not be helpful if you want to search on a less common variable (e.g., homebuilt, number of engines, phase of flight)

28. Downloadable datasets from NTSB FTP site Best for more complex queries requiring fields not available using Website Query Tool Allows highly customized searches Allows data aggregation/analysis Requires internet connection and 1995 or later version of MSAccess

29. The other sources I mentioned are �pre-packaged� but this is the way to get the original data. And the full database will be the focus of several of our lessons this afternoon. ftp://www.ntsb.gov/avdata/ The other sources I mentioned are �pre-packaged� but this is the way to get the original data. And the full database will be the focus of several of our lessons this afternoon. ftp://www.ntsb.gov/avdata/

30. Accident Investigation Process - How is the Accident Database developed? Accident data input from accident safety investigator via distributed data collection software Preliminary accident record appears within 5-10 days Factual data entered in about 6 months Final report with probable cause 12-18 months following the accident NTSB Aviation Investigation Staff 50 investigators, engineers, technical at HQ + 50 field investigators at 10 regional field offices (distinction between majors and field) Preliminary briefs contain information that, in the past, appeared on Form 6120.19. There are approx two dozen data fields entered in prelim � basic who what when Factual (Old Form 6120.4) replaces the preliminaryNTSB Aviation Investigation Staff 50 investigators, engineers, technical at HQ + 50 field investigators at 10 regional field offices (distinction between majors and field) Preliminary briefs contain information that, in the past, appeared on Form 6120.19. There are approx two dozen data fields entered in prelim � basic who what when Factual (Old Form 6120.4) replaces the preliminary

32. Types of Investigations Majors Field Limited Foreign What does the accident number tell us? Types of Investigations: Majors � Major accident investigations run from Headquarters with party involvement Expect different public docket structure of majors and Limited or Field Field � Investigated by NTSB field offices Limited � We collect information from the pilot, the FAA, manufacturer, but do not travel to the accident Foreign � role as accredited representative Types of Investigations: Majors � Major accident investigations run from Headquarters with party involvement Expect different public docket structure of majors and Limited or Field Field � Investigated by NTSB field offices Limited � We collect information from the pilot, the FAA, manufacturer, but do not travel to the accident Foreign � role as accredited representative

33. NTSB Number Decoder ATL02LA084 3-letter code: Office Identifier, ATL = Southeast regional office in Atlanta 2-digit fiscal year, 02 = 2002 1-letter type of investigation code, L = Limited 1-letter transportation mode code, A = Aviation 3-digit sequential numbering, 084 = 84th accident in 2002 for that regional office See Board Order NTSB 700 for decoding (consider copying for group)See Board Order NTSB 700 for decoding (consider copying for group)

34. Products of Investigations Final Accident Report Docket records ADMS Database records REPORTS Final Accident Report is listed on our web site under publications � mostly for larger investigations Comparable product for smaller investigations is �the brief of accident� DOCKET For major investigations, the docket contains the group factuals � human performance, ops, aircraft systems, maintenance, etc If there is a public hearing held in conjunction with the accident investigation, then the docket is usually released in conjunction with the hearing. For non-major accidents, the docket contains the IICs factual report and supporting documents. This material is made available to the public when factual report is accepted REPORTS Final Accident Report is listed on our web site under publications � mostly for larger investigations Comparable product for smaller investigations is �the brief of accident� DOCKET For major investigations, the docket contains the group factuals � human performance, ops, aircraft systems, maintenance, etc If there is a public hearing held in conjunction with the accident investigation, then the docket is usually released in conjunction with the hearing. For non-major accidents, the docket contains the IICs factual report and supporting documents. This material is made available to the public when factual report is accepted

35. What, When, and Why of Accidents WHAT � �Occurrences� WHEN � �Phase of Flight� WHY � �Sequence of Events� 54 occurrence codes, presented in order of occurrence 50 phase of flight codes, each linked to an occurrence Over 2,000 sequence of event codes 54 occurrence codes, presented in order of occurrence 50 phase of flight codes, each linked to an occurrence Over 2,000 sequence of event codes

36. Underlying the accident statistics is a very basic fraction�necessary to compare accidents from different groups. This is a separate issue but I wanted to highlight the importance of exposure numbers. For example, comparing the # of accidents for two different airlines depends on how many flight they fly. Discuss Cross Modal Exposure measures How common exposure measures are Used: Allocate resources across federal programs, state programs and between modes To make modal choices for public travel ID Risky trans occupations or activities Monitor system safety performance and target interventions for the most benefit Strategic planning Support runelakingUnderlying the accident statistics is a very basic fraction�necessary to compare accidents from different groups. This is a separate issue but I wanted to highlight the importance of exposure numbers. For example, comparing the # of accidents for two different airlines depends on how many flight they fly. Discuss Cross Modal Exposure measures How common exposure measures are Used: Allocate resources across federal programs, state programs and between modes To make modal choices for public travel ID Risky trans occupations or activities Monitor system safety performance and target interventions for the most benefit Strategic planning Support runelaking

37. Here we can see the accidents for different groups. GA rate for 2002 = 6.56 based on 1,714 accidents/26,078,000 flight hrs (10 yr avg is 7.4) Public Use averages 3.66 accidents per 100,000 ft hrs Non scheduled Part 135 Air Taxi for 2002 was 1.9 = 58/3,051,000 (10 yr avg = 2.55) Scheduled Part 135 for 2002 was 2.59 = 8/308,300 (10 yr avg = 1.77) Commercial aviation Part 121 for 2002 was .228= 41/18,011,000 (10 yr avg = .225) Here we can see the accidents for different groups. GA rate for 2002 = 6.56 based on 1,714 accidents/26,078,000 flight hrs (10 yr avg is 7.4) Public Use averages 3.66 accidents per 100,000 ft hrs Non scheduled Part 135 Air Taxi for 2002 was 1.9 = 58/3,051,000 (10 yr avg = 2.55) Scheduled Part 135 for 2002 was 2.59 = 8/308,300 (10 yr avg = 1.77) Commercial aviation Part 121 for 2002 was .228= 41/18,011,000 (10 yr avg = .225)

38. GA Accidents, Flight Hours While the number of accidents stays fairly constant, the activity measures vacillateWhile the number of accidents stays fairly constant, the activity measures vacillate

39. Estimated GA Flight Hours by Category (in Millions)

40. Aviation Flight Hours by Type(in Hundred-Thousands)

42. Total Aircraft Occupants and Injury Totals

43. GA Aircraft Shipped

44. Estimated Active GA Aircraft

45. Highest Certificate for Accident Involved GA Pilots

46. DATA STUDYSurvivability of Accidents Involving Part 121 U.S. Air Carrier Operations, 1983-2000

47. Occupant Survival for All Part 121 Accidents

48. Survivable Accidents Forces transmitted to occupants through their seat and restraint systems cannot exceed the limits of human tolerance for abrupt accelerations Structure in the occupants� immediate environment must remain substantially intact to the extent that a livable volume is provided throughout the crash

49. Occupant Survivalfor Survivable Part 121 Accidents

50. Report Definition of a Serious Accident At least one serious injury or fatality Substantial damage or completedestruction of an aircraft Fire (Pre-crash or Post-crash)

51. Occupant Survival for Serious Part 121 Accidents

52. 96 percent survive all accidents 56 percent survive serious accidents 77 percent survive serious-survivable accidents Conclusions

53. Data Sources Related to Accidents

54. NTSB Safety Recommendations Rail 16% Pipeline 10% Marine 19% Intermodal 2% Highway 16% Aviation 37 % Overall NTSB has an 82% Acceptance Rate for our Safety Recommendations As of March 2003, there were a total of 1082 Open Recommendations Rail 16% Pipeline 10% Marine 19% Intermodal 2% Highway 16% Aviation 37 % Overall NTSB has an 82% Acceptance Rate for our Safety Recommendations As of March 2003, there were a total of 1082 Open Recommendations

55. NTSB Public Docket Archive of materials pertinent to an accident/incident History: Microfiche, Mainframe based, Docket Management System (DMS) Public Access Public Reference Room at NTSB HQ Online Request Form (http://www.ntsb.gov/pubmail/pubmail.asp) Contractor: General Microfilm 301-929-8888 Oldest records on microfiche, DMS currently has files dating back to 1993, more coming. The plan is to release DMS for public consumption via internet but there are privacy issues to work out and we are still testing it internally. Documents and information may be in the form of microfiche, electronic image or hard copy. A self-service duplicator is located in the reference room for your convenience at a nominal cost. If you are reviewing a lengthy list of documents, you may call ahead to make arrangements to have the information ready for review upon your visit to the Safety Board. Costs for NTSB services, including publications, reproduction costs, and searches may be waived for qualifying foreign countries, international organizations, nonprofit public safety entities, Federal, State, and local government transportation agencies, colleges and universities and news media. In addition, such fees may be waived or reduced for other recipients not in any of the foregoing categories when determined by the Records Management Officer to be in the interest of and contributing to the NTSB program. Information searches generally involve a fee when they require more than one hour for a record search; no search fee will be charged for any request involving a record search of one hour or less. If you are requesting docket information and are not qualified for fee-exemption, your request will be referred to a fulfillment contractor. For faster service, you may make your request directly with the contractor.Oldest records on microfiche, DMS currently has files dating back to 1993, more coming. The plan is to release DMS for public consumption via internet but there are privacy issues to work out and we are still testing it internally. Documents and information may be in the form of microfiche, electronic image or hard copy. A self-service duplicator is located in the reference room for your convenience at a nominal cost. If you are reviewing a lengthy list of documents, you may call ahead to make arrangements to have the information ready for review upon your visit to the Safety Board. Costs for NTSB services, including publications, reproduction costs, and searches may be waived for qualifying foreign countries, international organizations, nonprofit public safety entities, Federal, State, and local government transportation agencies, colleges and universities and news media. In addition, such fees may be waived or reduced for other recipients not in any of the foregoing categories when determined by the Records Management Officer to be in the interest of and contributing to the NTSB program. Information searches generally involve a fee when they require more than one hour for a record search; no search fee will be charged for any request involving a record search of one hour or less. If you are requesting docket information and are not qualified for fee-exemption, your request will be referred to a fulfillment contractor. For faster service, you may make your request directly with the contractor.

56. Items in the NTSB Public Docket Preliminary report Hearing documents IIC factual reports Group chair factual reports Studies by board staff Board reports Supporting Material

57. NTSB Public Docket Supporting Materials may include Pilot/operator aircraft report Witness statements or records of interviews Maps/charts Excerpts from manuals Weather reports Transcripts of radio communications Statement of party representatives Pilot Operator Report 6120.1 is being web enabled Witness statement is 6120.11Pilot Operator Report 6120.1 is being web enabled Witness statement is 6120.11

58. NTSB Public Docket Supporting Materials may include Reports from other federal agencies Reports from state or local agencies Submissions or correspondence from parties to the investigations Flight Data Recorder (FDR) data Cockpit Voice Recorder (CVR) transcript Release of wreckage form Toxicology reports

59. NTSB Public Docket Supporting Materials may include Transcripts from hearings/depositions Petitions for reconsideration Related safety recommendations and/or safety studies Drawings (e.g., engineering sketches) Photographs pertinent to the accident Data files Other materials (flight plans, fueling records, load manifests, etc.)

60. NTSB Public Docket Supporting Materials may include Reports from other federal agencies Reports from state or local agencies Submissions or correspondence from parties to the investigations Flight Data Recorder (FDR) data Cockpit Voice Recorder (CVR) transcript Release of wreckage form Toxicology reports

61. What is NOT on the NTSB Public Docket Autopsy reports or photos Proprietary, confidential or �trade secret� items Contracts or dollar amounts that are irrelevant to understanding the event Privacy-protected material: names, addresses, SSN, etc Preliminary documents/notes

62. Aviation Safety Data Sources Other than NTSB

63. National Aviation Safety Data Analysis Center  The FAA aircraft registry tracks civil aircraft registered in the United States. Registration occurs at the Federal Aviation Administration in Oklahoma City where information is obtained and recorded from the aircraft purchaser. The Registry maintains the permanent records of over 320,000 active civil aircraft. The Aviation Safety Reporting System (ASRS) receives, processes, and analyzes reports of unsafe occurrences and hazardous situations that are voluntarily submitted by pilots, air traffic controllers, and others. Information collected by the ASRS is used to identify hazards and safety discrepancies in the National Airspace System. The data from the Bureau of Transportation Statistics (BTS) shows the amount of airline traffic and capacity. The Accident/Incident Data System (AIDS) database contains data records for general aviation and commercial air carrier incidents since 1978. The NASDAC database for AIDS contains incidents only because NASDAC uses the NTSB accident database as the primary source for accident information. The information contained in AIDS is gathered from several sources including incident reports on FAA Form 8020-5. The Near Midair Collision System (NMACS) database is used to record reports of in flight incidents where two aircraft have closed to an unsafe distance and avoided an actual collision. The National Transportation Safety Board (NTSB) -This database contains the NTSB recommendations to the FAA and the FAA responses. The National Transportation Safety Board (NTSB) Aviation Accident and Incident Data System contains information collected during an NTSB investigation of an accident or incident involving civil aircraft within the United States, its territories and possessions, and in international waters. The World Aircraft Accident Summary (WAAS) produced on behalf of the British Civil Aviation Authority, by Airclaims Limited, provides brief details of all known major operational accidents to jet and turboprop aircraft and helicopters and the larger piston-engine types worldwide. The FAA aircraft registry tracks civil aircraft registered in the United States. Registration occurs at the Federal Aviation Administration in Oklahoma City where information is obtained and recorded from the aircraft purchaser. The Registry maintains the permanent records of over 320,000 active civil aircraft. The Aviation Safety Reporting System (ASRS) receives, processes, and analyzes reports of unsafe occurrences and hazardous situations that are voluntarily submitted by pilots, air traffic controllers, and others. Information collected by the ASRS is used to identify hazards and safety discrepancies in the National Airspace System. The data from the Bureau of Transportation Statistics (BTS) shows the amount of airline traffic and capacity. The Accident/Incident Data System (AIDS) database contains data records for general aviation and commercial air carrier incidents since 1978. The NASDAC database for AIDS contains incidents only because NASDAC uses the NTSB accident database as the primary source for accident information. The information contained in AIDS is gathered from several sources including incident reports on FAA Form 8020-5. The Near Midair Collision System (NMACS) database is used to record reports of in flight incidents where two aircraft have closed to an unsafe distance and avoided an actual collision. The National Transportation Safety Board (NTSB) -This database contains the NTSB recommendations to the FAA and the FAA responses. The National Transportation Safety Board (NTSB) Aviation Accident and Incident Data System contains information collected during an NTSB investigation of an accident or incident involving civil aircraft within the United States, its territories and possessions, and in international waters. The World Aircraft Accident Summary (WAAS) produced on behalf of the British Civil Aviation Authority, by Airclaims Limited, provides brief details of all known major operational accidents to jet and turboprop aircraft and helicopters and the larger piston-engine types worldwide.

64. AirClaims � CASE2 Airclaims � 2 major insurance agencies do claims adjustment for 40% of airline accidents Client Aviation System Enquiry (CASE) software and subscription service Worldwide accident/loss information Records back to 1948 Full histories of approx 80K aircraft, including transfers, hours, cycles, weight, seating, etc. CASE2 includes: * Full histories of over 80,000 aircraft including commercial jets, turboprops and business jets. * Comprehensive accident data on all known jet and turboprop major accidents and total losses worldwide. * Technical data covering jets and turboprops including weights, seating, capacities, dimensions. * Hours and cycles data for jets and turboprops. * Scheduled deliveries, lease expiries and aircraft conversions. * Locations of stored aircraft. * Transaction and market information for new and used aircraft sales, leases and financing. Background data on Airline ownership and shareholdings with route and fleet plans. CASE2 includes: * Full histories of over 80,000 aircraft including commercial jets, turboprops and business jets. * Comprehensive accident data on all known jet and turboprop major accidents and total losses worldwide. * Technical data covering jets and turboprops including weights, seating, capacities, dimensions. * Hours and cycles data for jets and turboprops. * Scheduled deliveries, lease expiries and aircraft conversions. * Locations of stored aircraft. * Transaction and market information for new and used aircraft sales, leases and financing. Background data on Airline ownership and shareholdings with route and fleet plans.

65. ICAO Reportingfor ADREP 2000 System www.icao.int 2,250 kg = approx 5000 lbs 5000 lbs is right about the line of the light piston twin. Examples would be the Beech Baron 58 (5400lbs max gross) Cessna 310R (5500lbs max gross) and the C model of the Piper Aztec (5200lbs). If it helps illustrate your point at all, a B model Aztec is only 4800lbs. Annex 13 to the Convention on International Civil Aviation (Chicago Convention) Reports go to: State of Registry State of Occurrence State of the Operator State of Manufacturer ICAO Any state with relevant info, significant facilities or experts 2,250 kg = approx 5000 lbs 5000 lbs is right about the line of the light piston twin. Examples would be the Beech Baron 58 (5400lbs max gross) Cessna 310R (5500lbs max gross) and the C model of the Piper Aztec (5200lbs). If it helps illustrate your point at all, a B model Aztec is only 4800lbs. Annex 13 to the Convention on International Civil Aviation (Chicago Convention) Reports go to: State of Registry State of Occurrence State of the Operator State of Manufacturer ICAO Any state with relevant info, significant facilities or experts

66. FAA Civil Aerospace Medical Institute (CAMI) The Civil Aerospace Medical Institute (CAMI), is the medical certification, research, and education wing of the United States Department of Transportation Federal Aviation Administration's Office of Aerospace Medicine at the Mike Monroney Aeronautical Center in Oklahoma City, Oklahoma. Our overall mission is aviation safety. The Civil Aerospace Medical Institute (CAMI), is the medical certification, research, and education wing of the United States Department of Transportation Federal Aviation Administration's Office of Aerospace Medicine at the Mike Monroney Aeronautical Center in Oklahoma City, Oklahoma. Our overall mission is aviation safety.

67. Bureau of Transportation StatisticsAirline Activity Data Source of exposure data for commercial sector of aviationSource of exposure data for commercial sector of aviation