AIR SAFETY IN ADVANCED ECONOMIES

Transcription

1 . AIR SAFETY IN ADVANCED ECONOMIES A comparison of Australia s safety record with other advanced economies Safety Systems Office TRIM: D14/5926

2 Report Information Fields Document name Description A comparison of Australia s safety record with other advanced economies Filename TRIM Reference: D14/5926 Document release date 1/2/214 Document version Version 1. Author(s) Reviewer Endorsed by Dataset(s) Fred Fernandes, Section Head, SSA Sonja Marshall, A/Section Head, OSA Stephen Duffield, Manager Safety Performance (1) Australian Transport safety Bureau, Aviation Occurrence Statistics. (2) Transportation Safety Board of Canada, Statistical Summary Aviation Occurrences 21 and 211. (3) National Transportation Safety Board, Review of U.S. Civil Aviation Accidents Review of Aircraft Data and the report for 21. (4) Data for UK provided by J. Waites, Safety Analyst, Civil Aviation Authority, U.K. (5) Data for New Zealand provided by J. Stanton, Manager Safety Intelligence, Civil Aviation Authority New Zealand Data source (owner) As listed above. Data time period 22/1-211/12 Security classification Security caveat Notes / caveats section For Official Use Only For CASA use only. For external distribution, please contact Safety Performance. This report (including any enclosures and attachments) has been prepared solely to assist CASA in making decisions relating to civil aviation safety issues. It does not represent CASA s final position on any matter: it is merely to present information that CASA may consider along with other relevant evidence in deciding what action (if any) to take on those issues. This report must not be distributed or communicated to any third party without CASA s written consent. CASA does not accept any liability if this report is used for another purpose, nor to any third party in respect of this report. 2 Air Safety in Advanced Economies Document Version 1.

3 Contents EXECUTIVE SUMMARY INTRODUCTION Background to the report Objectives REVIEW OF AIR TRANSPORT OPERATIONS STRUCTURE IN ADVANCED ECONOMIES Structure of Air Transport Operations in Australia Structure of Air Transport Operations in Canada Structure of Air Transport Operations in New Zealand Structure of Air Transport Operations in the United States Air Transport in the UK METHODOLOGY Data Sources Method of Analysis RESULTS Australia and New Zealand Australia and Canada Australia and United Kingdom Australia and United States DISCUSSION Australia and New Zealand Australia and Canada Australia and UK Australia and US Australia and the Advanced Economies Compared Air Safety in Advanced Economies Document Version 1.

4 7. CONCLUSION APPENDICES Abbreviations Definitions Appendix 1: Table for Australia New Zealand Data Appendix 2: Table for Australia Canada Data Appendix 3: Table for Australia UK Data Appendix 4: Table for Australia US Data Air Safety in Advanced Economies Document Version 1.

5 EXECUTIVE SUMMARY A high-level comparison of Australia s air safety performance against four similarly advanced economies: Canada, New Zealand, the United Kingdom (UK) and the United States (US). The objective of the review was to cover high-capacity RPT, low-capacity RPT, charter, and aerial application agriculture operations, aerial work, private and business flying and the sports aviation sectors. However all sectors could not be compared across the four advanced economies. The review was confined to hours flown, accidents, fatal accidents, and resulting rates. In later editions of this report, it is intended that a comparative review of service defect reports, fatalities and the ten principal causes of accidents within sectors across the four advanced economies will be reported. To conduct the comparative review, data sets were created for sectors within the four advanced economies that were equivalent with the Australian sectors. While New Zealand, US and Canada did not present major problems, the data set for the UK had to be confined to the Public Transport and Non- Public Transport categories. Hence there were only three sectors in the UK that could be compared with the Australian sectors. A comparison of the Australian data set with data from the four advanced economies (where data permitted) indicates that Australia consistently maintains the lowest accident rates in most sectors. Exceptions to this were the charter and aerial application agricultural sectors. Factors contributing to this finding were outside the scope of this report, however further research in this area may assist in identifying areas for safety improvement in the Australian sectors noted. The US dominates the hours flown when all five advanced economies are combined across various sectors. Despite this, it continues to record the lowest accident rates in most sectors. An important point to note from the study was a remarkable similarity in size and diversity of the Canadian aviation industry with the Australian aviation industry. 5 Air Safety in Advanced Economies Document Version 1.

6 1. INTRODUCTION 1.1 Background to the report This report was produced at the request of the Deputy Director of Aviation Safety (DDAS) in order to compare Australian aviation safety trends with the advanced economies of Canada, New Zealand, United Kingdom and the United States. 1.2 Objectives The objectives of this report are to: Compare Australian accident rates with equivalent rates for Canada New Zealand, UK and the US. Compare Australian fatal accident rates with similar rates for Canada, New Zealand, UK and the US, and Compare the aviation activity of sectors in Australia with similar sectors in Canada, New Zealand, UK and the US. 2. REVIEW OF AIR TRANSPORT OPERATIONS STRUCTURE IN ADVANCED ECONOMIES 2.1 Structure of Air Transport Operations in Australia The Australian civil aviation industry can be divided into four main categories based on the Civil Aviation Regulations These are regular public transport (RPT), charter, aerial work and private/business operations. Regular public transport operations are those used for the commercial purpose of transporting persons generally, or transporting cargo generally, for hire or reward in accordance with fixed schedules to and from fixed terminals over specific routes with or without intermediate stopping places between terminals. Charter operations are those that carry passengers or cargo for hire or reward and either not on fixed schedules or not available for use by persons generally. 6 Air Safety in Advanced Economies Document Version 1.

7 Aerial work is further sub-divided as: aerial surveying; aerial spotting; agricultural operations; aerial photography; advertising; flying training; ambulance functions and any other purpose that is substantially similar to those specified above. Private/business operations include the personal transportation of the aircraft owner, operations for purposes that do not include remuneration. Figure 1: Australian Aviation Industry Australian Aviation Regular Public Transport General Aviation High Capacity Regular Public Transport Low Capacity Regular Public Transport Charter Aerial Work Private/Business Agriculture Flying Training Millitary Aviation Sport Aviation Other Aerial Work As shown in Figure 1, the Australian aviation industry is divided into several different groups for comparative purposes 1. The two major groups as shown in Figure 1 are RPT and general aviation, with RPT divided into high capacity and low capacity operations. General aviation is divided into charter, private and business, and aerial work. Aerial work includes operations involving agriculture, flying training and other aerial work. Further details can be obtained from the CASA Standards Development Manual Structure of Air Transport Operations in Canada The Canadian Aviation Industry can be divided into four main categories under the Civil Aviation Regulations 1996 (CAR). The CARs are governed under the Aeronautics Act As shown in Figure 2, the principal categories are: Commercial Air Services; Corporate, Private and State. The Commercial Air Services is the largest category in terms of flying hours and its principal sub-categories are the Canadian Air Carrier, Aerial Work, Air Ambulance, International Services and other operation types which provide commercial services. The Canadian Air Carrier sub-category has three principal sectors: Airliner, 1 ATSB statistical categories Air Safety in Advanced Economies Document Version 1.

8 Commuter and Air Taxi providing domestic scheduled and non-scheduled services 3. These three subcategories are covered by Canadian Aviation Regulations (CAR) 75, 74 and 73 respectively. Aerial Work is covered by CAR 72. Further details can be obtained from Part VII Commercial Services of the Canadian Aviation Regulations. 4 Figure 2: Canadian Aviation Industry Canadian Civil Aviation State Commercial Air Services Corporate Private International Services Other operation type Canadian Air Carrier* Aerial Work Air Ambulance Scheduled Non-scheduled Domestic Services Scheduled Domestic & Cross Border Services Non-Scheduled Aerial Advertising Aerial construction Aerial inspection Aerial harvesting Parachute jumping Human organs Airborne support service Airliner (75) Commuter (74) Air Taxi (72) Aerial mapping Aerial photography Flight testing Flight training Aerial sightseeing Forest fire management Aerial spraying Glider towing Aerial surveying Heli-logging Fire fighting Wild life management * Level 1 Air Carrier - Level 1A in each of the two previous years carried at least 6 million passengers, at least 2, tonnes of goods, or both. Level 1B carried at least I million passengers, at least 2, tonnes of goods, or both. Level II Air Carrier - in each of two previous years carried at least 1, passengers, at least 3, tonnes of goods, or both. Level III Air Carrier - in each of two previous years derived gross revenues of more than 1 million dollars from their licensed services. The data presented in this report covers aircraft operating in the commercial services, corporate and private categories. 2.3 Structure of Air Transport Operations in New Zealand Civil aviation in New Zealand operates within a system established and maintained in accordance with the Civil Aviation Act 199. The New Zealand civil aviation industry consists of three principal categories: Public Air transport; Other commercial operations and non-commercial operations. As shown in Figure 3, the Public Air Transport category consists of airline operations using large, medium and small aeroplanes and helicopters. Other commercial operations are equivalent to Australian charter, agricultural and aerial work operations, while non-commercial operations constitute flying operations for personal, business and sports. In the Public Air Transport category large aeroplanes are operated 3 Canadian Air Carriers are divided into four levels. Level I air carriers transport at least 2 million passengers (4 tonnes cargo); Level II air carriers transport less than 2 million passengers (less than 4 thousand and more than 5 thousand tonnes); Level III air carriers generate at least C$ 2 million revenue. Level IV air carriers generate less than C$ 2 million revenue Air Safety in Advanced Economies Document Version 1.

9 under Part 121, medium aeroplanes under Part 125 and small aeroplanes under Part Further details can be obtained from a Quarterly Aviation Safety Summary Report. 6 Figure 3: New Zealand Aviation Industry New Zealand Civil Aviation Public Air Transport Other Commercial Operations Non Commercial Operations Airline Operations Large Aeroplanes Part 121 Airline Operations Medium Aeroplanes Part 125 Commercial Operations Aeroplanes Commercial Operations Helicopters Private Operations Aeroplanes Private Operations Helicopters Airline Operations Small Aeroplanes Part 135 Airline Operations Helicopters Part Ambulance/EMS Agricultural Operations Aeroplanes Agricultural Operations Helicopters Private Operations Sport Sport Transport Agricultural Operations Sport 2.4 Structure of Air Transport Operations in the United States U.S. civil aviation makes a very broad distinction between commercial and general aviation operations as shown in Figure 4. Commercial operations are defined as those carriers that operate aircraft in revenue service, either for the purpose of passenger or cargo transport. These carriers are regulated by Parts 121 and Most air carriers regulated by Part 121 fly large, transport-category aircraft for the purpose of passenger travel. However, some carriers operating under Part 121 haul cargo only. Figure 4: US Aviation Industry United States Civil Aviation Commercial Air Transport General Aviation Sight-seeing Air Medical Operation Air Carriers Private Flying Instructional Flying Aerial Work Business Flying Public Aircraft operations Part 91 Sightseeing Part 121 Operations Part 125 Operations Part 135 Operations Aerial Applications Agriculture Aerial Observation Aerial Other External Load Scheduled Air Taxi Part 135 Non scheduled air tour Scheduled Non -Scheduled Fixed wing Helicopter 5 Large aeroplanes have seating capacity in excess of 3 seats, medium aeroplanes have seating capacity between 1 to 3 seats while small aeroplanes have seating capacity of less than 9 seats. 6 page The Federal Aviation Regulations are rules prescribed by the Federal Aviation Administration and govern all aviation activities in the United States. 9 Air Safety in Advanced Economies Document Version 1.

10 Part 135 applies to commuter and on-demand operations into airports that may not have the services required by Part 121. Part 135 has different regulatory requirements than those for Part 121 operators. Parts 121 and 135 operations can be further classified into scheduled and non-scheduled services. Scheduled operators offer set departure locations, departure times, and arrival locations in advance of the flight s departure. Non-scheduled operators, or on-demand operators, do not offer set locations and times, but instead rely on their customers to set the departure and arrival locations and times. Some examples of non-scheduled operations include Part 121 cargo operations, Part 135 air taxi operations, and certain emergency medical transport operations. In contrast, general aviation operations encompass all those not covered by Part 121 or Part 135 (or those covered by Part 129, which applies to foreign carriers operating in U.S. airspace). While Parts 121 and 135 operations are very specific, general aviation encompasses a wide variety of operations, involving an even wider array of aircraft. General aviation includes all non-commercial operations, including flying for pleasure and business, along with very specific commercial operations, such as flight training and banner or glider towing. 2.5 Air Transport in the UK In the United Kingdom, air operations as shown in Figure 5 are broadly grouped into: Commercial Air Transport; General Aviation; and Business Aviation. Figure 5: UK Aviation Industry UK Civil Aviation Commercial Air Transport General Aviation Business or Corporate Aviation Public Transport Non-Public Transport Aerial Work Recreational Flying Large Aeroplanes Large Aeroplanes Private Flying Small Aeroplanes Small Aeroplanes Aerial Photography Helicopters Helicopters Aerial Advertising Balloons Balloons Air Ambulance Air Taxis Commercial Air Transport or Public Transport activities are those for which passengers pay a fare, or payment is made for cargo to be carried. If a passenger is asked to contribute in any way towards the costs of a flight, valuable consideration 8, the flight is likely to be for the purpose of public transport. 8 The term valuable consideration can include methods of payment other than money, for example: free advertising or payment in kind. 1 Air Safety in Advanced Economies Document Version 1.

11 Some exceptions to this rule are: some flights conducted to raise money for charities; where costs are shared between the pilot and up to three passengers; and flights where the passengers are joint owners of the aircraft. Air ambulance operations are considered public transport flights. They are distinct from Helicopter Emergency Medical Services (HEMS), where additional risks are defined and the relevant requirements applied. General Aviation activities encompass private flying, aerial work and recreational flying involving all types of aircraft. Aerial work, as described in the Air Navigation Order 29, means any purpose (other than public transport) for which an aircraft is flown if valuable consideration is given or promised in respect of the purpose of the flight and includes the following: aerial photography; aerial advertising; agricultural operations, horticulture and forestry operations and training for dropping of articles 9. An Aerial Application Certificate is granted when an applicant is competent to secure the safe operation of aerial work type activities. Business Aviation (also called Corporate Aviation) is where aircraft are operated by companies or organisations but do not carry fare-paying passengers. Business aircraft operators do not hold an Air Operators' Certificate (AOC). 3. METHODOLOGY 3.1 Data Sources The following sections outline the sources used for obtaining data on numbers of accidents, fatal accidents, fatalities and aviation activity (hours flown) Australia The ATSB Transport Safety Report AR was used to source data on the numbers of accidents, fatal accidents, fatalities and aviation activity. This included data for regular passenger transport, charter operations and aerial work. 1 Data for hours flown across various sectors in 211 are estimates. 9 Air Navigation Order Aviation Occurrence Statistics 22 to 211, ATSB Transport Safety Report, Aviation Research Report, AR Air Safety in Advanced Economies Document Version 1.

12 3.1.2 Canada The Transportation Safety Board of Canada (TSB) report Statistical Summary Aviation Occurrences 21 and 211 was used to obtain information on accident, fatal accidents, fatalities and aviation activity. This included data on all civil aviation operations excluding those involving sport and recreational aircraft. Operational statistics such as flying hours and departures for major Canadian Airlines Levels, 1, 1A, 2, 3 and 4 were obtained from Statistics Canada Service Bulletins New Zealand Information on accidents, fatal accidents, fatalities and aviation activity was provided by J. Stanton, Manager Safety Intelligence, Civil Aviation Authority, New Zealand. The New Zealand data was matched with the data according to operational categories defined by the ATSB United Kingdom Information on accidents, fatal accidents, fatalities and aviation activity for public and non-public transport was sourced from J. Waites, Principal Safety Analyst at the UK Civil Aviation Authority United States Information on accidents, fatal accidents, fatalities and aviation activity was sourced from the National Transportation Statistics 21 and the Report published by the National Transportation Safety Board Review of U.S. Civil Aviation Accidents Review of Aircraft Data and the report for Other data was obtained from NTSB Publications available on the web portal Method of Analysis The Australian dataset was matched to equivalent datasets for Canada, New Zealand, UK, and the US, taking into consideration the variation in operational definitions. This resulted in four separate datasets as shown below: 11 Civil Aviation, Annual Operating and Financial Statistics, Canadian Air Carriers, Statistics Canada, Aviation Statistics Centre, Catalogue No 51-4-X. 12 National Transportation Safety Board 9211) Review of U.S. Civil Aviation Accidents Review of Aircraft Accident Data 27-29, Annual Review/NTSB/ARA-11/ Air Safety in Advanced Economies Document Version 1.

13 3.2.1 New Zealand Operational definitions and equivalent definitions for Australia New Zealand Definition Airlines with large aeroplanes refer to all operations involving aircraft with 39 or more seats. This includes scheduled, unscheduled, passenger and freight operations. Airlines with medium aeroplanes refer to operations using aircraft with 38 seats or less. Airlines with small aeroplanes perform operations with aircraft using 9 seats or less. Other Commercial Operations include all non-public transport operations for hire or reward or as part of any commercial activity. Agricultural aeroplanes are aeroplanes with restricted category certificates or airworthiness limited to restricted category certificates of airworthiness for agricultural operations, ferry and training for agricultural operations. Private operations include aircraft owned or hired for private or cost sharing use. Australian equivalent All high capacity RPT operations involving Australian civil registered aircraft with a maximum seating capacity exceeding 38 or a maximum payload exceeding 4,2 kg. All low capacity RPT operations involving Australian civil registered aircraft with a maximum seating capacity of 38 or less, or a maximum payload of 4,2 kg or below. Charter refers to carriage of persons or cargo for hire or reward to or from any place, other than carriage in accordance with fixed schedules to and from fixed terminals. Agricultural operations involving the carriage and/or spreading of chemicals, seed, fertiliser or other substances for agricultural purposes, including operations for the purpose of pest and disease control Private operations include flying for pleasure, sport or recreation, or personal transport not associated with a business or profession. Business operations include flying by the aircraft owner, his/her employees or the hirer of the aircraft for business or professional reasons, but not directly for hire or reward. Sport aircraft include microlights, balloons, parachutes, gliders owned or hired for private or cost sharing use. Sport aircraft include microlights, balloons, parachutes, gliders owned or hired for private or cost sharing use Canadian Operational definitions and equivalent Australian definitions Canadian Definition Canadian Air Carrier Scheduled (Airliner) 75 This category includes operations authorized to operate an aircraft that has a takeoff weight of more than 19, pounds or for which a Canadian certificate has Australian equivalent All high capacity RPT operations involving Australian civil registered aircraft with a maximum seating capacity exceeding 38 or a maximum payload exceeding 4,2 kg. 13 Air Safety in Advanced Economies Document Version 1.

14 Canadian Definition been issued authorizing the transport of 2 or more passengers; or a helicopter that has a seating configuration of 2 passengers or more. In 211, there were 39 licensed 75 carriers in Canada. 14 Canadian Air Carrier Scheduled (Airliner) 74 Canadian Air Carrier Commuter74 This category includes operations with multi-engine aircraft that have a takeoff weight of 19, pounds or more and a seating configuration for 1 to 19 passengers; a turbo-jet-powered airplane that has a maximum zero-fuel weight of 5, pounds carrying not more than 19 passengers; and a multi-engine helicopter with a seating configuration for 1 to 19 passengers (unless it is an operation with just one pilot operated under visual flight rules). Australian equivalent All low capacity RPT operations involving Australian civil registered aircraft with a maximum seating capacity of 38 or less, or a maximum payload of 4,2 kg or below. Canadian Air Taxi 73 This category includes operations with single-engine aircraft or multi-engine aircraft (other than a turbo-jetpowered plane) that have a maximum takeoff weight of 19, pounds or less and a seating configuration of nine or fewer passengers. A multi-engine helicopter certified for operation by one pilot and operated under visual flight rules is also classified under air taxis. Charter refers to carriage of persons or cargo for hire or reward to or from any place, other than carriage in accordance with fixed schedules to and from fixed terminals. Other Commercial Operations Canadian Aerial Work 72 This category authorizes the person to operate an aeroplane or helicopter to conduct aerial work involving (a) the carriage on board of persons other than flight crew members; (b) the carriage of helicopter Class B, C or D external loads; (c) the towing of objects; or Aerial Work is one of the commercial purposes in CAR 26(1) and, therefore, is required by section 27(9) of the Act There are nine categories of aerial work purposes specified in CAR 26(1)(a): 1. aerial surveying 2. aerial spotting 3. agricultural operations 4. aerial photography 5. advertising 6. flying training, other than conversion training or training carried out under an experimental certificate issued under regulation A of CASR or under a permission to fly in force under sub regulation 317 (1) Air Safety in Advanced Economies Document Version 1.

15 Canadian Definition (d) the dispersal of products. Pleasure/Business Private operations include flying for pleasure, sport or recreation, or personal transport not associated with a business or profession. Australian equivalent 7. ambulance functions 8. carriage, for the purposes of trade, of goods being the property of the pilot, the owner or the hirer of the aircraft (not being a carriage of goods in accordance with fixed schedules to and from fixed terminals), or 9. any other purpose that is substantially similar to any of those specified in 1 to 7 (inclusive) above. Private operations include flying for pleasure, sport or recreation, or personal transport not associated with a business or profession. Business operations include flying by the aircraft owner, his/her employees or the hirer of the aircraft for business or professional reasons, but not directly for hire or reward US Operational definitions and equivalent Australian definitions US Definition US Air carrier refers to US civil registered aircraft operating under 14 CFR Parts 121 and 135 of the US Federal Aviation Regulations. This includes major airlines, cargo carriers, smaller commercial air carriers operating small jet and turboprop aircraft, and ondemand operations Australian equivalent All RPT and charter (passenger and cargo) operations involving Australian civil registered aircraft. U.S. scheduled airlines are classified by the government on the basis of the amount of revenue generated from operations. These classifications are major, national and regional. US Air Carriers (14 CFR) Part 121 Scheduled (Airlines) This category refers to passenger operations governed by Part 121. US Air Carrier (14 CFR) Part 135 Commuter refers to scheduled passenger operations governed by Part 135, sometimes referred to as commuter aviation, are restricted to aircraft with 9 or fewer passenger seats. US Air Taxi (Non-Scheduled or On-Demand Commercial Operations) to Parts 121, 135. Air Taxi does not include air medical and air tour operations. All high capacity RPT operations involving Australian civil registered aircraft with a maximum seating capacity exceeding 38 or a maximum payload exceeding 4,2 kg. All low capacity RPT operations involving Australian civil registered aircraft with a maximum seating capacity of 38 or less, or a maximum payload of 4,2 kg or below. Charter refers to carriage of persons or cargo for hire or reward to or from any place, other than carriage in accordance with fixed schedules to and from fixed terminals. 15 Air Safety in Advanced Economies Document Version 1.

16 Aerial Application Agriculture are Agricultural aircraft operations, sometimes referred to as aerial application, they are regulated under 14 CFR Part 137 Instructional Flying -Most of the instructional flying activity involves fixed-wing aeroplanes. Private/Business flying is the use of any GA aircraft for personal or business purposes, and it is distinct from corporate flying (involving a paid crew). Aerial Application - Agricultural Operations involving the carriage and/or spreading of chemicals, seed, fertiliser or other substances for agricultural purposes, including operations for the purpose of pest and disease control. Regulated under CASR Part 137 for fixed-wing aircraft. Flying training, is a commercial purpose as defined by CAR 26(1)(a)(vi), and it is required by s27(9) of the Act to be conducted under the authorisation of an AOC. CAR 26(1)(a)(vi) has two exclusions from the definition of the commercial purpose flying training : Conversion training Training carried out under an experimental certificate issued under CASR A or under a permission to fly in force under CAR 317(1). Private operations include flying for pleasure, sport or recreation, or personal transport not associated with a business or profession. Business operations include flying by the aircraft owner, his/her employees or the hirer of the aircraft for business or professional reasons, but not directly for hire or reward UK Operational definitions and equivalent Australian definitions UK Definition Public transport aircraft operations include the transport of passengers and/or cargo on scheduled or non-scheduled services, or other revenue services including air taxi and pleasure flights. In addition, it includes ambulance, police and search and rescue operations. Non-public transport aircraft operations include all operations other than public transport. This includes aerial applications, aerial survey, construction work, line inspections, club and group, business and executive, commercial operations, test, training, positioning and private flying. It does not include Australian equivalent All RPT and charter (passenger and cargo) operations involving Australian civil registered aircraft. Ambulance, police, and search and rescue operations are not included in the Australian data. All general aviation operations involving Australian civil registered aircraft. 16 Air Safety in Advanced Economies Document Version 1.

17 ambulance, police and search and rescue operations Notes and Assumptions 1. Accident rates are based on estimates of aviation activity (flying hours). 2. While every attempt has been made to maintain equivalency of sectors in the advanced economies with Australian statistical categories, there are areas where the matching may not be satisfactory as in the case of the 14 CFR Part 135 Commuter operations which use aircraft with 9 seats or less while the LCRPT addresses aircraft with 38 seats or less. 3. In case of the UK, exact match of CAA UK data to ATSB data was not possible as the UK data for public transport category includes ambulance, police and search and rescue operations. UK data for non-public transport category excludes these operations, but they are included in the ATSB data. 4. RESULTS 4.1 Australia and New Zealand The comparative trend in accidents, fatal accidents, hours flown and comparative scale of hours flown in Australia for statistics categories relating to high capacity RPT, low capacity RPT, charter, aerial agricultural and private/business in New Zealand for equivalent categories are discussed below. 17 Air Safety in Advanced Economies Document Version 1.

18 Accidents Accident Rate (per million hours flown) Hours flown High Capacity RPT Annual Hours Flown The average hours flown annually by Australian HCRPT aircraft between 22 and 211 was five and a half times greater than the average number of hours flown annually by New Zealand Airlines using large aeroplanes as shown in Figure 6. The annual growth in flying hours for RPT aircraft in Australia averages 4%, while that for Airline activity with large aeroplanes in New Zealand averages 1.5% as shown in Figure 7. Figure 6 Comparative Scale of Hours Flown Figure 7:: Comparative Trends in Hours Flown % 2% 4% 6% 8% 1% 1,5, 1,, 5, AUS High Capacity RPT Hours Flown NZ Airline Large Aeroplanes Hours Flown - AUS High Capacity RPT Hours Flown NZ Airline Large Aeroplanes Hours Flown Number of accidents and fatal accidents Both Australia and New Zealand recorded few accidents between 22 and 211 as shown in Figure 8. During the same period no fatal accidents or fatalities were recorded for Australian HCRPT and NZ Airlines with large aeroplanes. Figure 8: Comparative Trends in Accidents Figure 9: Comparative Trends in Accident Rates AUS High Capacity RPT NZ Airline Large Aeroplanes AUS High Capacity RPT Accident Rate NZ Airline Large Aeroplanes Accident Rate Accident Rates Comparative trends in accident rates (based on million hours) in Figure 9 show an accident rate of 2.34 for Australian HCRPT in 211 while that for New Zealand Airlines using large aeroplanes for the same year is substantially higher at Air Safety in Advanced Economies Document Version 1.

19 Accidents Hlours Flown Low Capacity RPT Annual Hours Flown The average hours flown annually by Australian LCRPT aircraft between 22 and 211 were less than the average hours flown annually for New Zealand Airlines using medium and small aeroplanes as shown in Figure 11. The decline in flying hours for LCRPT aircraft in Australia has staged a recovery since 29 while that for medium and small aeroplanes used by Airlines in New Zealand enjoyed a modest turnaround in 211 as shown in Figure 1. Figure 1: Comparative Trends in Hours Flown 25, 2, 15, 1, 5, - AUS Low Capacity RPT Hours Flown NZ Airline Medium + Small Aeroplanes + Helicopters Hours Flown Figure 11: Comparative Scale of Hours Flown % 2% 4% 6% 8% 1% AUS Low Capacity RPT Hours Flown NZ Airline Medium + Small Aeroplanes + Helicopters Hours Flown Accidents and fatal Accidents Over the ten year period, New Zealand Airlines using medium and small aeroplanes recorded 49 accidents (with helicopters it was 84 accidents) while Australian LCRPT recorded 12 accidents as shown in Figure 12. The annual average for accidents over a ten year period for Australian LCRPT was 1.2 while that for New Zealand Airlines using medium and small aeroplanes was 4.9 and with helicopters it was 8.4. Between 22 and 212, the total number of fatal accidents in New Zealand with medium and small aeroplanes was 17 and with helicopters were 22 as shown in Figure 13. For the same period Australian LCRPT recorded 2 fatal accidents. Figure 12: Comparative Trends in Accidents 2 Figure 13: Comparative Trend in Fatal Accidents AUS Low Capacity RPT NZ Airline Medium + Small Aeroplanes NZ Airline Medium + Small Aeroplanes + Helicopters Fatal Accidents 4 2 AUS Low Capacity RPT NZ Airline Medium + Small Aeroplanes + Helicopters NZ Airline Medium + Small Aeroplanes 19 Air Safety in Advanced Economies Document Version 1.

20 Hours Flown Accident Rate (per million hours flown) Fatal Accident Rate (per million hours flown) Accident Rates Comparative trends in accident rates (based on million hours) in Figure 14 show a decreasing trend for Australian LCRPT while the trend is increasing for New Zealand Airlines using small and medium aeroplanes and helicopters. In 211 the accident rate for Australian LCRPT was 1.54 while that for New Zealand Airlines using medium and small aeroplanes for the same year the accident rate was substantially higher at Figure 15 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australia was nil while that for New Zealand was 34. The fatal accident trend in New Zealand is sharply increasing. Figure 14: Comparative Trends in Accident Rates (hours flown) Figure 15: Comparative Trends in Fatal Accident Rates Charter Annual hours flown AUS Low Capacity RPT Accident Rate NZ Airline Medium + Small Aeroplanes + Helicopters Accident Rate AUS Low Capacity RPT Fatal Accident Rate NZ Airline Medium + Small Aeroplanes + Helicopters Fatal Accident Rate The average hours flown annually by Australian charter aircraft between 22 and 211 was almost twice the average number of hours flown annually for similar aircraft in New Zealand as shown in Figure 16. As shown in Figure 17, the number of flying hours for charter aircraft in Australia and for aircraft performing commercial operations other than public transport in New Zealand over a ten year period has posted steady growth. Figure 16: Comparative Scale of Hours Flown Figure 17: Comparative Trends in Hours Flown % 2% 4% 6% 8% 1% AUS Charter Hours Flown NZ Other Commercial Aeroplanes + Helicopters Hours Flown 6, 5, 4, 3, 2, 1, AUS Charter Hours Flown NZ Other Commercial Aeroplanes + Helicopters Hours Flown 2 Air Safety in Advanced Economies Document Version 1.

21 Accident Rate (per million hours) Fatal Accident Rate (per million hours) Accidents Fatal Accidents Accidents and Fatal Accidents Over the 1 year period, New Zealand Commercial Operations other than Public Transport recorded a lower number of accidents at 149 while Australian charter operations recorded a higher number at 17 accidents as shown in Figure 18. The annual average for accidents over a 1 year period for Australian charter operations was 17 accidents while that for New Zealand Commercial Operations other than Public Transport excluding helicopters was 15 accidents. Between 22 and 212, the total number of fatal accidents in Australia for charter aircraft was 15 while that for New Zealand was 29. Figure 18: Comparative Trends in Accidents Figure 19: Comparative Trends in Fatal Accidents AUS Charter Accidents NZ Other Commercial Aeroplanes + Helicopters Accidents AUS Charter Fatal Accidents NZ Other Commercial Aeroplanes + Helicopters Fatal Accidents Accident Rates Comparative trends in accident rates (based on million hours) in Figure 2 for Australian charter operations and New Zealand Commercial Operations other than Public Transport show a declining but volatile trend. In 211 Australian charter operations recorded an accident rate of while that for New Zealand Commercial Operations other than Public Transport for the same year, the accident rate was Figure 21 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australia was 3.72 while that for New Zealand was The fatal accident trend in both Australia and New Zealand had been declining but since 29/1 the trend in both countries is increasing. Figure 2: Comparative Trends in Accident Rates Figure 21: Comparative Trends in Fatal Accident Rates AUS Charter Accident Rate NZ Other Commercial Aeroplanes + Helicopters Accident Rate 2 1 AUS Charter Fatal Accident Rate NZ Other Commercial Aeroplanes + Helicopters Fatal Accident Rate 21 Air Safety in Advanced Economies Document Version 1.

22 Accidents Fatal Accidents Hours flown Agricultural Operations Annual Hours Flown Comparative trends in hours flown by Australian and New Zealand aircraft conducting Aerial Application operations for the agriculture sector between 22 and 211 suggest an increasing trend as shown in Figure 22. Figure 23 shows the sector sizes for Aerial Application Agriculture operations in Australia and New Zealand to be similar. Figure 22:Comparative Trends in Hours Flown 14, 12, 1, 8, 6, 4, 2, - AUS Agricultural Operations Hours Flown NZ Agricultural Operations Aeroplanes + Helicopters Hours Figure 23: Comparative Scale of Hours Flown % 2% 4% 6% 8% 1% AUS Agricultural Operations Hours Flown NZ Agricultural Operations Aeroplanes + Helicopters Hours Flown Accidents and Fatal Accidents Over the 1 year period, New Zealand Aerial Application operations for the agriculture sector recorded 15 accidents while Australian Aerial application operations recorded 146 accidents as shown in Figure 24. The annual average for accidents over a ten year period for Australian and New Zealand Aerial Application operations was 15. Between 22 and 212, the total number of fatal accidents in Australia for Aerial Application operations was 14 accidents while that for New Zealand operations was considerably lower at 3 accidents as shown in Figure 25. The average annual number of fatal accidents for Australian Aerial Application operations was 1.4 accidents and that for New Zealand operations was.3. Figure 24: Comparative Trends in Accidents 3 Figure 25: Comparative Trends in Fatal Accidents AUS Agricultural Operations Accidents NZ Agricultural Aeroplanes + Helicopters Accidents AUS Agricultural Operations Fatal Accidents NZ Agricultural Aeroplanes + Helicopters Fatal Accidents 22 Air Safety in Advanced Economies Document Version 1.

23 Hours Flown Accident Rate (per million hours) Fatal Accident Rate (per million hours) Accident rates Comparative trends in accident rates (based on million hours) in Figure 26 for Aerial Application operations in the agriculture sector show a declining but volatile trend. In 211 Australian Aerial Application operations recorded an accident rate of while New Zealand operations recorded an accident rate of Figure 27 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australia was 8.67 while that for New Zealand was nil. Figure 26: Comparative Trends in Accident Rates AUS Agricultural Operations Accident Rate NZ Agricultural Aeroplanes + Helicopters Figure 27: Comparative Trends in Fatal Accident Rates AUS Agricultural Operations Fatal Accident Rate NZ Agricultural Aeroplanes + Helicopters Fatal Accident Rate Private/Business Operations Annual Hours Flown The average hours flown annually by Australian private/business aircraft between 22 and 211 was six and a half times greater than the average number of hours flown annually for similar aircraft in New Zealand as shown in Figure 28. Both countries show a stable trend in flying hours with New Zealand private/business aircraft flying hours commencing a declining trend in 27 as shown in Figure 29. Figure 28: Comparative Scale Hours Flown Comparative Scale of hours flown by Australian and NZ Private/Business Operations Figure 29: Comparative Trend in Hours Flown 5, % 1% 2% 3% 4% 5% 6% 7% 8% 9% 1% AUS Private/Business Hours Flown NZ Private Operations Aeroplanes + Helicopters Hours Flown 4, 3, 2, 1, - AUS Private/Business Hours Flown NZ Private Operations Aeroplanes + Helicopters Hours Flown 23 Air Safety in Advanced Economies Document Version 1.

24 Accident Rate (per million hours) Fatal Accident Rate (per million hours) Accidents Fatal Accidents Accidents and Fatal Accidents Over the ten year period, New Zealand recorded 173 accidents while Australia recorded 569 accidents as shown in Figure 3. The annual average for accidents over a ten year period for Australia and New Zealand was 57 and 15 respectively. Between 22 and 212, the total number of fatal accidents in Australia for private/business aircraft was 71 accidents while that for New Zealand was considerably lower at 3 accidents as shown in Figure 31. The average annual number of fatal accidents for Australia was 7.1 accidents and that for New Zealand was 3. Figure 3: Comparative Trends in Accidents Figure 31: Comparative Trends in Fatal Accidents AUS Private/Business Accidents AUS Private/Business Fatal Accidents NZ Private Operations Aeroplanes + Helicopters Accidents NZ Private Operations Aeroplanes + Helicopters Fatal Accidents Accident rates Comparative trends in accident rates (based on million hours) for private/business aircraft in Figure 32 show a declining but volatile trend with an accident rate of 18 for Australian private/business operations in 211 while that for New Zealand private/business operations, the accident rate is 246 Figure 33 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australia was 2 while that for New Zealand was 67. Figure 32: Comparative Trend in Accident Rates Figure 33: Comparative Trends in Fatal Accident Rates AUS Private/Business Accident Rate NZ Private Operations Aeroplanes + Helicopters 2 AUS Private/Business Fatal Accident Rate NZ Private Operations Aeroplanes + Helicopters Fatal Accident Rate 24 Air Safety in Advanced Economies Document Version 1.

25 Accidents Fatal Accidents Hours flown 4.2 Australia and Canada The comparative trend in accidents, fatal accidents, hours flown and comparative scale of hours flown in Australia for high capacity RPT, low capacity RPT, charter, aerial agricultural operations and in Canada for equivalent categories are discussed below High Capacity RPT Annual Hours Flown The average hours flown annually by Australian HCRPT aircraft between 22 and 211 was 15% higher than the average number of hours flown annually by Canadian Air Carrier Scheduled (Airliner) 75 as shown in Figure 35. As shown in Figure 34, the annual growth in flying hours for HCRPT in Australia averages 4%, while that for Canadian Air Carrier Scheduled (Airliner) 75 averages 1.5%. Figure 34: Comparative Trends in Hours Flown 2,, 1,5, Figure 35: Comparative Scale of Hours Flown ,, 5, AUS High Capacity RPT Hours Flown Canadian Air Carrier Scheduled (Airliner) 75 Hours Flown % 2% 4% 6% 8% 1% AUS High Capacity RPT Hours Flown Canadian Air Carrier Scheduled (Airliner) 75 Hours Flown Accidents and Fatal Accidents Over a ten year period, Canadian Air Carrier Scheduled (Airliner) recorded 5 accidents while Australian HCRPT recorded 17 accidents as shown in Figure 36. The annual average for accidents over a ten year period for Australian HCRPT and Canadian Air Carrier Scheduled (Airliner) 75 was 1.7 and 5 accidents respectively. Between 22 and 212, the total number of fatal accidents in Australia for Australian HCRPT was nil while that for Canadian Air Carrier Scheduled (Airliner) 75 was one accident as shown in Figure 37. Figure 36: Comparative Trend in Accidents Figure 37: Comparative Trend in Fatal Accidents AUS High Capacity RPT Accidents Canadian Air Carrier Scheduled (Airliner) 75 Accidents AUS High Capacity RPT Fatal Canadian Air Carrier Scheduled (Airliner) 75 Fatal Accidents 25 Air Safety in Advanced Economies Document Version 1.

26 Hours Flown Accident Rate (per million hours) Fatal Accident Rate (per million hours) Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 38 for Australian HCRPT and Canadian Air Carrier (Airliner) 75 has a declining but volatile trend with an accident rate of 2.34 for Australian HCRPT in 211 while that for Canadian Air Carrier Scheduled 75, the accident rate was 3.. Figure 39 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australia was nil while that for Canada was 1. Figure 38: Comparative Trend in Accident Rates AUS High Capacity RPT Accident Rate Canadian Air Carrier Scheduled (Airliner) 75 Accident Rate Figure 39: Comparative Trend in Fatal Accident Rates AUS High Capacity RPT Fatal Accident Rate Canadian Air Carrier Scheduled (Airliner) 75 Fatal Accident Rate Low Capacity RPT Annual Hours Flown The average hours flown annually by Canadian Air Carrier Commuter 74 is more than four times the number of hours flown by Australian LCRPT aircraft as shown in Figure 4. The Canadian Air Carrier Commuter 74 sector and the Australian LCRPT continue to stagnate as shown in Figure 41. Figure 4: Comparative Trends in Hours flown Figure 41: Comparative Scope of Hours Flown 1,, 8, 6, 4, % 2% 4% 6% 8% 1% AUS Low Capacity RPT Hours Flown Canadian Air Carrier Commuter 74 Hours Flown 2, - AUS Low Capacity RPT Hours Flown Canadian Air Carrier Commuter 74 Hours Flown Accidents and Fatal Accidents Over the ten year period, Canadian Air Commuter 74 sector recorded 5 accidents while the Australian LCRPT sector recorded 12 accidents as shown in Figure 42. The annual average for accidents over a ten 26 Air Safety in Advanced Economies Document Version 1.

27 Accident Rate (per million hours) Fatal Accident Rate (per million hours) Accidents Fatal Accidents year period for the Australian and Canadian sectors was 1.2 and 5 accidents respectively. Between 22 and 212, the total number of fatal accidents in Australia for LCRPT and Canadian Air Carrier Commuter sector was 2 and 4 accidents respectively as shown in Figure 43. Figure 42: Comparative Trends in Accidents 1 Figure 43: Comparative Trends in Fatal Accidents AUS Low Capacity RPT Accidents Canadian Air Carrier Commuter 74 Accidents AUS Low Capacity RPT Fatal Accidents Canadian Air Carrier Commuter 74 Fatal Accidents Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 44 for Australian HCRPT and Canadian Air Carrier (Airliner) 75 has a declining but volatile trend with an accident rate of nil for Australia in 211 while that for Canada the accident rate is The average annual accident rate between 22 and 212 for the Australian LCRPT and Canadian Commuter sectors were 1.43 and 7 respectively. Figure 45 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australia was nil while that for Canada was Figure 44: Comparative Trends in Accident Rates 25 2 Figure 45: Comparative Trends in Fatal Accident Rates AUS Low Capacity RPT Accident Rate Canadian Air Carrier Commuter 74 Accident Rate AUS Low Capacity RPT Fatal Accident Rate Canadian Air Carrier Commuter 74 Fatal Accident Rate Charter Annual Hours Flown The average hours flown annually by aircraft providing Canadian Commercial and Air Taxi 73 operations is about two and a half times the number of hours flown by Australian charter aircraft as shown in Figure 46. Since 22, the Canadian Commercial and Air Taxi sector 73 sector and the 27 Air Safety in Advanced Economies Document Version 1.

28 Accidents Fatal Accidents Hours flown Australian charter sector have demonstrated a similar growth pattern as shown in Figure 47. The annual growth in flying hours for charter aircraft in Australia averages 1.5% to 2 %, while that for Commercial and Air Taxi operations in Canada is marginal. Figure 46: Comparative Scale of Hours Flown Figure 47: Comparative Trends in Hours Flown % 2% 4% 6% 8% 1% 1,5, 1,, 5, - AUS Charter Hours Flown Canadian Commercial & Air Taxi 73 Hours Flown AUS Charter Hours Flown Canadian Commercial & Air Taxi 73 Hours Flown Accidents and Fatal Accidents Over the ten year period between 22 and 212, Canadian Commercial and Air Taxi sector 73 sector recorded 57 accidents while in Australia the charter sector recorded 17 accidents as shown in Figure 48. Over the ten year period, the annual average for accidents for the Australian charter and Canadian Air Taxi sectors was 17 and 57 accidents respectively. Between 22 and 212, the total number of fatal accidents in Australia for charter sector and in Canada for the Air Taxi sector was 15 and 84 accidents respectively as shown in Figure 49. Figure 48: Comparative Trends in Accidents 75 5 Figure 49: Comparative Trends in Fatal Accidents AUS Charter Accidents AUS Charter Fatal Accidents Canadian Commercial & Air Taxi 73 Accidents Canadian Commercial & Air Taxi 73 Fatal Accidents Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 5 for Australian charter and Canadian Air Taxi 73 sectors has a declining trend with an accident rate of for Australian charter operations in 211 while that for Canadian Air Taxi operations the accident rate is The average annual accident rate between 22 and 212 for the Australian charter and Canadian Air Taxi sectors were 35 and 45 respectively. Figure 51 shows comparative trends in fatal 28 Air Safety in Advanced Economies Document Version 1.

29 Hours Flown Accident rate (per million hours) Fatal Accident Rate (per million hours) accident rates between 22 and 211. In 211 the fatal accident rate for Australian charter was 3.72 while that for Canadian Air Taxis was Figure 5:Current Trends in Accident Rates 8 6 Figure 51:Current Trends in Fatal Accident Rates AUS Charter Accident Rate Canadian Commercial & Air Taxi 73 Accident Rate AUS Charter Fatal Accident Rate Canadian Commercial & Air Taxi 73 Fatal Accident Rate Aerial Work Annual Hours Flown The average hours flown annually by aircraft providing Canadian Aerial Work 72 operations slightly exceeds that generated by Australian Aerial Work operations as shown in Figure 52. Since 22, the Australian Aerial work operations and the Canadian Aerial Work 72 sector have grown modestly as shown in Figure 53. Figure 52: Comparative Scale of Hours Flown Figure 53: Comparative Trends in Hours Flown % 2% 4% 6% 8% 1% AUS Aerial Works Hours Flown Canadian Aerial Work 72 Hours Flown 8, 6, 4, 2, - AUS Aerial Works Hours Flown Canadian Aerial Work 72 Hours Flown Accidents and Fatal Accidents Over the ten year period between 22 and 212, Canadian Aerial Work 73 sector recorded 26 accidents while the Australian Aerial Work sector recorded 332 accidents as shown in Figure 54. Over the ten year period, the annual average for accidents for the Australian and Canadian sectors was 33 and 26 accidents respectively. Between 22 and 212, the total number of fatal accidents in Australia and Canada for Aerial work operations was 41 and 46 accidents respectively as shown in Figure Air Safety in Advanced Economies Document Version 1.

30 Accident Rate (per million hours) Fatal Accident Rate (per million hours) Accidents Fatal Accidents Figure 54: Comparative Trends in Accidents 6 4 Figure 55: Comparative Trends in Fatal Accidents AUS Aerial Work Accidents Canadian Aerial Work 72 Accidents AUS Aerial Works Fatal Accidents Canadian Aerial Work 72 Fatal Accidents Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 56 for Australian and Canadian Aerial work operations shows a declining trend with an accident rate of for Australian Aerial Work operations in 211 while the accident rate for Canadian Aerial Work 72 operations is The average annual accident rate between 22 and 212 for the Australian Aerial Work and Canadian Aerial Work 72 sectors were and respectively. Figure 57 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australian aerial work was while that for Canadian aerial work was 1.9. Figure 56: Trends in Accident Rates 15 Figure 57: Trends in Fatal Accident Rates AUS Aerial Work Accident Rate Canadian Aerial Work 72 Accident Rate AUS Aerial Work Fatal Accident Rate Canadian Aerial Work 72 Fatal Accident Rate Private/Business Operations Annual Hours Flown The average hours flown annually by aircraft conducting Canadian Private/Business operations exceeds that generated by Australian Private/Business operations by one and a half times as shown in Figure 58. Since 22, the Canadian and Australian Private/Business operations have not shown any significant growth as shown in Figure Air Safety in Advanced Economies Document Version 1.

31 Accidents Fatal Accident Hours Flown Figure 58: Comparative Trends in Hours Flown % 2% 4% 6% 8% 1% AUS Private/Busines Hours Flown Canadian Pleasure/Business Hours Flown Figure 59: Comparative Scale of Hours Flown Comparative Trend in Hours Flown by Australian and Canadian Hours flowm 8, 6, 4, 2, - AUS Private/Busines Hours Flown Canadian Pleasure/Business Hours Flown Accidents and Fatal Accidents Over the ten year period between 22 and 212, Canadian Private/Business sector recorded 1189 accidents while the Australian Private/Business sector recorded 569 accidents as shown in Figure 6. Over the ten year period, the annual average for accidents for the Australian and Canadian Private/Business sectors was 57 and 119 accidents respectively. Between 22 and 212, the total number of fatal accidents in Australia and Canada for Private/Business flying was 71 and 132 accidents respectively as shown in Figure 61. Figure 6: Comparative Accident Rates 15 Figure 61: Comparative Fatal Accident Rates AUS Private/Business Accidents Canadian Pleasure/Business Accidents AUS Private/Busines Fatal Accidents Canadian Pleasure/Business Fatal Accidents Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 62 for Australian and Canadian Private/Business operations shows a volatile but declining trend. In 211, the accident rates for Australian and Canadian Private/Business operations were and respectively. The average annual accident rate between 22 and 212 for the Australian and Canadian Private/Business sectors were and respectively. Figure 63 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australian private/business operations was 2.23 while that for Canadian equivalent was Air Safety in Advanced Economies Document Version 1.

32 Hours flown Accident rate (per million hours) Fatal Accident Rate (per million hours) Figure 62: Trend in Accident Rates Figure 63: Trend in Fatal Accident Rates AUS Private/Busines Accident Rate 1 5 AUS Private/Busines Fatal Accident Rate Canadian Pleasure/Business Accident Rate Canadian Pleasure/Business Fatal Accident Rate 4.3 Australia and United Kingdom The comparative trend in accidents, fatal accidents, hours flown and comparative scale of hours flown in Australia and Canada for statistical categories relating to high capacity RPT, low capacity RPT, charter, aerial work and private/business are discussed below Low Capacity RPT Annual Hours Flown The average hours flown annually by large aeroplanes conducting UK Commercial Air Transport/Public Transport operations is three times that generated by Australian HCRPT operations as shown in Figure 64. Since 22, the UK Public Transport with large aeroplanes and Australian HCRPT operations have grown annually by 3% and 2.5% respectively, as shown in Figure 65. Figure 64: Comparative Scale in Hours Flown Figure 65:Comparative Trends in Hours Flown 3,5, 3,, 2,5, 2,, 1,5, ,, 5, - AUS High Capacity RPT Hours Flown UK Commercial Air Transport/Public Transport Large Aeroplanes Hours Flown % 2% 4% 6% 8% 1% AUS High Capacity RPT Hours Flown UK Commercial Air Transport/Public Transport Large Aeroplanes Hours Flown Accidents and Fatal Accidents Over the ten year period between 22 and 212, the UK Public Transport with large aeroplanes recorded 98 accidents while the Australian HCRPT sector recorded 17 accidents as shown in Figure 66. The annual average for accidents for the Australian HCRPT and UK Public Transport with large 32 Air Safety in Advanced Economies Document Version 1.

33 Accident Rate (per million hours) Fatal Accident Rates Accidents Fatal Accidents aeroplanes was 1.7 and 7.2 accidents respectively. Between 22 and 212, the total number of fatal accidents in Australian HCRPT and UK Public Transport using large aeroplanes was nil and 1 accidents respectively as shown in Figure 67. Figure 66: Comparative Trends in Accidents Figure 67: Comparative Trends in Fatal Accidents AUS High Capacity RPT Accidents AUS High Capacity RPT Fatal UK Commercial Air Transport/Public Transport Large Aeroplanes Accidents UK Commercial Air Transport/Public Transport Large Aeroplanes Fatal Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 68 for Australian HCRPT show a slightly increasing trend while that for and UK Public Transport operations using large aeroplanes shows a sharp decline with an accident rate of 1.54 for Australian HCRPT operations in 211 while that for UK Public Transport operations the accident rate is.67. The average annual accident rate between 22 and 212 for the Australian HCRPT and UK Public Transport with large aeroplanes sectors were 1 and 3.67 respectively. Figure 69 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australian HCRPT was while that for UK equivalent was Figure 68: Comparative Accident Rates 8 Figure 69: Comparative Fatal Accident Rates AUS High Capacity RPT Accident Rate UK Commercial Air Transport/Public Transport Large Aeroplanes Accident Rate AUS High Capacity RPT Fatal Accident Rate UK Commercial Air Transport/Public Transport Large Aeroplanes Fatal Accident Rate Low Capacity RPT Annual Hours Flown The average hours flown annually by Australian LCRPT aircraft is three times that generated by small aeroplanes conducting UK Commercial Air Transport/Public Transport operations as shown in Figure Air Safety in Advanced Economies Document Version 1.

34 Accidents Fatal Accidents Hours flown Since 22, the UK Public Transport with small aeroplanes and Australian HCRPT operations have stagnated while Australian LCRPT have declined significantly by almost 5%, as shown in Figure 71. Figure 7: Comparative Scale in Hours Flown % 2% 4% 6% 8% 1% AUS Low Capacity RPT Hours Flown Figure 71: Comparative Trends in Hours Flown 25, 2, 15, 1, 5, - AUS Low Capacity RPT Hours Flown UK Commercial Air Transport/Public Transport Small Aeroplanes Hours Flown Accidents and Fatal Accidents Over the ten year period between 22 and 212, the UK Public Transport with small aeroplanes recorded 14 accidents while the Australian LCRPT sector recorded 12 accidents as shown in Figure 72. Over the ten year period, the annual average for accidents for the Australian HCRPT and UK Public Transport with small aeroplanes was 1.2 and 1.4 accidents respectively. Between 22 and 212, there were no fatal accidents for UK Public Transport using small aeroplanes while LCRPT operations recorded 2 fatal crashes as shown in Figure 73. UK Commercial Air Transport/Public Transport Small Aeroplanes Hours Flown Figure 72: Comparative Trends in Accidents AUS Low Capacity RPT Accidents UK Commercial Air Transport/Public Transport Small Aeroplanes Accidents Figure 73: Comparative Trends in Fatal Accidents 2 1 AUS Low Capacity RPT Fatal Accidents UK Commercial Air Transport/Public Transport Small Aeroplanes Fatal Accidents Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 74 for Australian LCRPT shows a flat trend while that for an UK Public Transport operations using small aeroplanes shows a volatile trend. In 211 Australian LCRPT operations reported a nil accident rate while UK Public Transport operations reported an accident rate that was The average annual accident rate between 22 and 212 for the Australian LCRPT and UK Public Transport with small aeroplanes sector were 6.84 and respectively. Figure 75 shows comparative trends in fatal accident rates between 34 Air Safety in Advanced Economies Document Version 1.

35 Hours flown Accident Rate (per million hours) Fatal Accidents 22 and 211. In 211 the fatal accident rate for both Australian LCRPT and UK Public Transport with small aeroplanes was nil. Figure 74: Comparative Trends in Accident Rates 1 Figure 75: Comparative Trends in Fatal Accident Rates AUS Low Capacity RPT Accident Rate Commercial Air Transport/Public Transport Small Aeroplanes Accident Rate AUS Low Capacity RPT Fatal Accidents UK Commercial Air Transport/Public Transport Small Aeroplanes Fatal Accidents Charter Annual Hours Flown The average hours flown annually by UK aircraft conducting Non-Public Transport operations is almost twice that recorded by Australian charter aircraft as shown in Figure 76. Since 22, UK Non-Public Transport operations have been gradually declining while Australian charter operations have been steadily growing as shown in Figure 77. Average annual growth for Australian charter operations is around 1.5%. Figure 76: Comparative Scale of Hours Flown % 2% 4% 6% 8% 1% AUS Charter Hours Flown UK Non-Public Transport Aeroplanes + Helicopters Hours Flown Figure 77: Comparative Trends in Hours Flown 1,2, 1,, 8, 6, 4, 2, - AUS Charter Hours Flown UK Non-Public Transport Aeroplanes + Helicopters Hours Flown Accidents and Fatal Accidents Over the ten year period between 22 and 212, the UK Non-Public Transport operations recorded 1538 accidents while the Australian charter sector recorded 17 accidents as shown in Figure 78. Over the ten year period, the annual average for accidents for the Australian HCRPT and UK Public Transport with small aeroplanes was 17 and 154 accidents respectively. Between 22 and 212, there were Air Safety in Advanced Economies Document Version 1.

36 Accident Rate (per million hours) Fatal Accident rate (per million hours) Accidents Fatal Accidents fatal accidents for UK Non-Public Transport while charter operations recorded 15 fatal crashes as shown in Figure 79. Figure 78: Comparative Trends in Accidents 2 15 Figure 79: Comparative Trends in Fatal Accidents AUS Charter Accidents UK Non-Public Transport Aeroplanes + Helicopters Accidents 1 5 AUS Charter Fatal Accidents UK Non-Public Transport Aeroplanes + Helicopters Fatal Accidents Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 8 for Australian charter shows a flat gradually decreasing trend while that for and UK Non-Public Transport operations shows a volatile trend with a tendency to increase. Accident rates recorded for Australian charter operations and UK Non-Public Transport operations in 211 was 33 and 152 respectively. The average annual accident rate between 22 and 212 for the Australian LCRPT and UK Public Transport with small aeroplanes sector was and respectively. Figure 81 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for both Australian charter and UK Public Transport was 3.72 and respectively. Figure 8: Comparative Trends in Accident Rates 2 15 Figure 81: Comparative Trends in Fatal Accident Rates AUS Charter Accident Rate UK Non-Public Transport Aeroplanes + Helicopters Accident Rate AUS Charter Fatal Accident Rate UK Non-Public Transport Aeroplanes + Helicopters Fatal Accident Rate 4.4 Australia and United States The comparative trend in accidents, fatal accidents, hours flown and comparative scale of hours flown in Australia for statistical categories relating to high capacity RPT, low capacity RPT, charter, aerial work and private/business and equivalent categories in the US are discussed below. 36 Air Safety in Advanced Economies Document Version 1.

37 Accidents Fatal Accidents Hours Flown High Capacity RPT Annual Hours Flown The average hours flown annually by US Air Carriers conducting Part 121 Scheduled (Airlines) operations is almost eleven times that recorded by Australian HCRPT aircraft as shown in Figure 82. During the period 22-7, the number of flying hours generated by US Air Carriers providing Part 121 Scheduled operations increased significantly while the Australian HCRPT sector growth was not quite as strong as that shown in the US. However the decline in the US Air Carrier Part 121 market commenced in 29 and since then the sector has remained stagnant as shown in Figure 83. Figure 82: Comparative Scale of Hours Flown % 2% 4% 6% 8% 1% AUS High Capacity RPT Hours Flown US Air Carriers Part 121 Scheduled (Airlines) Hours Flown Figure 83: Comparative Trends in Hours Flown 2,, 15,, 1,, 5,, - AUS High Capacity RPT Hours Flown US Air Carriers Part 121 Scheduled (Airlines) Hours Flown Accidents and Fatal Accidents Over the ten year period between 22 and 212, the US Air carriers Part 121 Scheduled operations recorded 295 accidents while the Australian HCRPT sector recorded 17 accidents as shown in Figure 84. Over the ten year period, the annual average for accidents for the Australian HCRPT and US Air Carriers Part 121 Scheduled operations was 1.7 and 29.5 accidents respectively. Between 22 and 212, there were 9 fatal accidents for US Air Carriers while Australian HCRPT operations did not record any fatal crash as shown in Figure 85. Figure 84: Comparative Trends in Accidents 6 Figure 85: Comparative Trends in Fatal Accidents AUS High Capacity RPT Accidents US Air Carriers Part 121 Scheduled (Airlines) Accidents AUS High Capacity RPT Fatal Accidents US Air Carriers Part 121 Scheduled (Airlines) Fatal Accidents 37 Air Safety in Advanced Economies Document Version 1.

38 Hours flown Accident Rate (per million hours) Fatal Accident Rate (per million hours) Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 86 for Australian HCRPT and US Air Carrier Part 121 Scheduled operations show a gradually decreasing trend, however the volatility in accident rates seems to be higher for Australian HCRPT. Accident rates recorded for Australian HCRPT operations and US Air Carriers Part 121 Scheduled operations in 211 was 2.34 and 1.62 respectively. The average annual accident rate between 22 and 212 for the Australian HCRPT and US Air Carriers was.99 and 1.66 respectively. Figure 87 shows comparative trends in fatal accident rates between 22 and 211. In 211 both Australian HCRPT and US Air Carriers Part 121 Scheduled operations did not record any fatal accidents resulting in a nil fatal accident rate. Figure 86: Comparative Trend in Accident Rates Figure 87: Comparative Trend in Fatal Accident Rates AUS High Capacity RPT Accident Rate US Air Carriers Part 121 Scheduled (Airlines) Accident Rate AUS High Capacity RPT Fatal Accident Rate US Air Carriers Part 121 Scheduled (Airlines) Fatal Accident Rate Low Capacity RPT The average hours flown annually by Australian LCRPT aircraft is about three and half times the number of hours flown by US Air Carrier Part 135 Commuter as shown in Figure 88. The US Air Carrier Part 135 Commuter sector continues to stagnate, while the Australian LCRPT sector has declined significantly since 22 as shown in Figure 89. Figure 88: Comparative Scale of Hours Flown Figure 89: Comparative Trend in Hours Flown % 2% 4% 6% 8% 1% AUS Low Capacity RPT Hours Flown US Air Carrier Part 135 Commuter Hours Flown 35, 3, 25, 2, 15, 1, 5, AUS Low Capacity RPT Hours Flown US Air Carrier Part 135 Commuter Hours Flown 38 Air Safety in Advanced Economies Document Version 1.

39 Accidents Fatal Accidents Accidents and fatal Accidents Over the ten year period, US Air Carrier Part 135 commuter operations recorded a high number of accidents at 44 while Australia recorded 12 accidents as shown in Figure 96. The annual average for accidents over a ten year period for Australia LCRPT was 1.2 while that for US Part 135 Commuter operations was 4.4. Between 22 and 212, 2 fatal accidents were reported for the US Part 135 Commuter and Australian LCRPT sectors as shown in Figure 91. Figure 9: Comparative Trends in Accidents 8 Figure 91: Comparative Trends in Fatal Accidents AUS Low Capacity RPT Accidents US Air Carrier Part 135 Commuter Accidents AUS Low Capacity RPT Fatal Accidents US Air Carrier Part 135 Commuter Fatal Accidents Accident rates Comparative trends in accident rates (based on million hours) as shown in Figure 92 for Australian LCRPT and US Air Carrier Part 135 Commuter operations has a volatile trend that is declining. The accident rate for Australian LCRPT in 211 was nil while that for US Air Carrier Part 135 Commuter sector the accident rate was The average annual accident rate between 22 and 212 for the Australian LCRPT and US Commuter sectors were 1.43 and respectively. Figure 93 shows comparative trends in fatal accident rates between 22 and 211. In 211 there were no fatal accidents for both the Australian LCRPT and US Part 135 Commuter operations resulting in a nil fatal accident rate. 39 Air Safety in Advanced Economies Document Version 1.

40 Hours flown Accident Rate (per million hours) Fatal Accidents (per million hours) Figure 92: Comparative Trends in Accident Rate Figure 93: Comparative Trends in Fatal Accidents AUS Low Capacity RPT Accident Rate US Air Carrier Part 135 Commuter Accident Rate AUS Low Capacity RPT Fatal Accident Rate US Air Carrier Part 135 Commuter Fatal Accident Rate Charter Annual hours flown The average hours flown annually by US Non-Scheduled Parts 121, 135 and 91 operations is almost twelve times the size of Australian charter operations as shown in Figure 94. Between 22 and 211 the average annual number of hours flown by US Carriers was 5.66 million hours while Australian charter flew.49 million hours as shown in Figure 95. While US charter show a long-tern decline, Australian charter operations continue to grow modestly. The annual growth in flying hours for charter aircraft in Australia and US Non-Scheduled commercial operations over a ten year period averages 2% and 1% respectively. Figure 94: Comparative Scale of Hours Flown Figure 95: Comparative Trend in Hours Flown ,, 6,, 26 4,, % 2% 4% 6% 8% 1% 2,, - AUS Charter Hours Flown US Non-Scheduled Parts 121, 135 and 91 Hours Flown AUS Charter Hours Flown US Non-Scheduled Parts 121, 135 and 91 Hours Flown Accidents and Fatal Accidents Over the ten year period, US Non-Scheduled operators recorded 11 accidents while Australia charter sector recorded 17 accidents as shown in Figure 96. The annual average for accidents over a ten year period for Australian charter was 17 while that for US Non-Scheduled operators was 11. Between 22 and 212, the total number of fatal accidents in Australia for charter aircraft was 15 while that for US Non-Scheduled operators was 325 as shown in Figure Air Safety in Advanced Economies Document Version 1.

41 Accident Rate (per million hours) Fatal Accident Rate (per million hours) Accidents Fatal Accidents Figure 96: Comparative Trend in Accidents 15 Figure 97: Comparative Trend in Fatal Accidents AUS Charter Accidents US Non-Scheduled Parts 121, 135 and 91 Accidents AUS Charter Fatal Accidents US Non-Scheduled Parts 121, 135 and 91 Fatal Accidents Accident Rates Comparative trends in accident rates (based on million hours) in Figure 98 show a declining but slightly volatile trend for both Australian charter operations and US Air Carrier Non-Scheduled operations which recorded an accident rate of and respectively in 211. Figure 99 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australian charter was 3.72 while that for US Air Carriers with non-scheduled operations was Figure 98: Comparative Trend in Accident Rates AUS Charter Accident Rate US Non-Scheduled Parts 121, 135 and 91 Accident Rate Figure 99: Comparative Trend in Fatal Accident Rates AUS Charter Fatal Accident Rate US Non-Scheduled Parts 121, 135 and 91 Fatal Accident Rate Agricultural Operations Annual Hours Flown The average hours flown annually by aircraft to conduct US Aerial Application (agriculture) operations between 22 and 211 is almost fourteen times the average number of hours flown by similar aircraft in Australia as shown in Figure 1. The annual growth in flying hours over a ten year period for Aerial Application (Agriculture) operations in Australia and the United States is marginal with the US showing a gradual decline as shown in Figure Air Safety in Advanced Economies Document Version 1.

42 Accidents Fatal Accidents Hours flown Figure 1: Comparative Scale of Hours Flown Figure 11: Comparative Trends in Hours Flown 1,5, 1,, 5, % 2% 4% 6% 8% 1% AUS Aerial Applications Hours Flown US Aerial Applications Hours Flown - AUS Aerial Applications Hours Flown US Aerial Applications Hours Flown Accidents and Fatal Accidents Over the ten year period, the US Aerial Application (Agriculture) sector recorded 774 accidents while Australian Aerial Agriculture sector recorded 146 accidents as shown in Figure 12. The annual average for accidents over a ten year period for Australian Aerial Agriculture operations is 1.8 accidents and for US Aerial Application (Agriculture) sector was 77 accidents. Between 22 and 212, the total number of fatal accidents in Australia for agricultural aircraft was 14 accidents while that for US Aerial Application (Agriculture) was 72 accidents as shown in Figure 13. The average annual number of fatal accidents for Australian Aerial Agriculture was 1.4 accidents and that for US Aerial Application (Agriculture) was 7.2. Figure 12: Comparative Trends in Accidents 15 Figure 13: Comparative Trends in fatal Accidents AUS Aerial Applications Accidents US Aerial Applications Accidents AUS Aerial Applications Fatal Accidents US Aerial Applications Fatal Accidents Accident rates Comparative trends in accident rates in Figure 14 show a declining but slightly volatile trend for both Australian Aerial Agriculture operations and US Aerial Application (Agriculture) operations which recorded an accident rate of 165 and 68 respectively in 211. Figure 15 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australian Aerial Agriculture operations was 8.67 while that for US Aerial Application (Agriculture) operations was Air Safety in Advanced Economies Document Version 1.

43 Hours Flown Accident rate (per million hours) Fatal Accident Rate (per million hours) Figure 14: Comparative Accident Rate Figure 15: Comparative Fatal Accident Rate AUS Aerial Applications Accident Rate US Aerial Applications Accident Rate AUS Aerial Applications Fatal Accident Rate US Aerial Application Fatal Accident Rate Flying Training Annual Hours Flown The average annual hours flown by aircraft to conduct US Instructional Flying operations between 22 and 211 is almost nine times the average number of hours flown by similar aircraft conducting flying training in Australia as shown in Figure 16. The demand for flying training in Australia and the United States over a ten year period remains static with US flying training activity showing a decline as shown in Figure 17. Figure 16: Comparative Scale of Hours Flown Figure 17: Comparative Trend in Hours Flown % 2% 4% 6% 8% 1% 5,, 4,, 3,, 2,, 1,, - AUS Flying Training Hours Flown US Instructional Flying Hours Flown AUS Flying Training Hours Flown US Instructional Flying Hours Flown Accidents and Fatal Accidents Over the ten year period, the US Instructional Flying sector recorded 2248 accidents while Australian Flying Training sector recorded 184 accidents as shown in Figure 18. The annual average for accidents over a ten year period for Australian flying training operations is 18.4 accidents and for US Flying Instructional Training sector were accidents. Between 22 and 212, the total number of fatal accidents in Australia for flying training was 13 accidents while that for US Instructional Flying sector was 23 accidents as shown in Figure 19. The average annual number of fatal accidents for Australian Flying Training was 1.3 accidents and that for US Instructional Flying was Air Safety in Advanced Economies Document Version 1.

44 Accident rate (per million hours) Fatal Accident Rate (per million hours) Accidents Fatal Accidents Figure 18: Comparative Trend in Accidents Figure 19: Comparative Trend in Fatal Accidents AUS Flying Training Accidents US Instructional Flying Accidents AUS Flying Training Fatal Accidents US Instructional Flying Fatal Accidents Accident rates Comparative trends in accident rates in Figure 11 show a declining but slightly volatile trend for both Australian Flying Training operations and US Instructional Flying operations which recorded an accident rate of and 49.3 respectively in 211. Figure 111 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for flying training was 2.21 while that for US instructional flying was Figure 11: Comparative Trends in Accident Rates Figure 111: Comparative Trend in Fatal Accident Rates AUS Flying Training Accident Rate AUS Flying Training Fatal Accident Rate US Instructional Flying Accident Rate US Instructional Flying Fatal Accident Rate Private/Business Operations Annual Hours Flown The average hours flown annually for private/business flying in the United States between 22 and 211 is almost thirty-one times the average number of private/business hours flown in Australia as shown in Figure 112. The number of flying hours for private/business flying in Australia and the United States over a ten year period continues to stagnate and in the US suffers a severe decline as shown in Figure Air Safety in Advanced Economies Document Version 1.

45 Accidents Fatal Accidents Hours Flown Figure 112: Comparative Scale of Hours Flown Figure 113: Comparative Trend in Hours Flown 2,, 15,, 1,, % 2% 4% 6% 8% 1% 5,, AUS Private/Business Hours Flown US Personal/Business Hours Flown AUS Private/Business Hours Flown US Personal/Business Hours Flown Accidents and Fatal Accidents Over the ten year period, the private/business flying sector in the US recorded 11,143 accidents while the Australian private/business flying sector recorded 569 accidents as shown in Figure 114. The annual average for accidents over a ten year period for Australian private /business flying operations is 57 accidents and that for US private/business flying was 1114 accidents. Between 22 and 212, the total number of fatal accidents in Australia for flying training was 71 accidents while that for US private/business flying was 2291 accidents. The average annual number of fatal accidents for Australian Flying Training was 7.1 accidents and that for US private/business flying was 229 as shown in Figure 115. Figure 114: Comparative Trend in Accidents 15 1 Figure 115: Comparative Trend in Fatal Accidents AUS Private/Business Accidents US Personal/Business Accidents 5 AUS Private/Business Fatal Accidents US Personal/Business Fatal Accidents Accident rates Comparative trends in accident rates in Figure 116 shows a gradually increasing trend for Australian private/business flying while the trend for US private/business flying is declining. US and Australian private/business flying recorded accident rates of and respectively in 211. Figure 117 shows comparative trends in fatal accident rates between 22 and 211. In 211 the fatal accident rate for Australian and US private/business flying was 2.23 and respectively. 45 Air Safety in Advanced Economies Document Version 1.

46 Accident Rate (per million hours) Fatal Accident Rate Figure 116: Comparative Trend in Accident Rates 2 Figure 117: Comparative Trend in Fatal Accident Rates AUS Private/Business Accident Rate US Personal/Business Accident Rate AUS Private/Business Fatal Accident Rate US Personal/Business Fatal Accident Rate 46 Air Safety in Advanced Economies Document Version 1.

47 6. DISCUSSION The objective of this report was to compare Australian accidents, fatal accidents, accident rates, fatal accident rates and flying hours with data from Canada, New Zealand, UK and US. To do this, the Australian dataset for the period was matched with datasets established for Canada, New Zealand, UK and US. A number of Australian operational types which included high capacity RPT, low capacity RPT, charter, Aerial agricultural operations, private and business flying and sports aviation were compared with equivalent operation types in Canada, New Zealand, UK and US. Accident rates were determined using the number of flying hours recorded for the operation type Australia and New Zealand Australia had a much higher number of flying hours across all operation types than New Zealand. Details of flying hours for Australia for high capacity RPT, Low capacity RPT, charter, Aerial Agriculture, Private/Business and Sports and New Zealand equivalent categories are shown in the relevant figures in section 4.1. The Australian RPT sector represented 42% of Australian flying activity while New Zealand airliner activity represented 53% of New Zealand flying activity. Charter activity in Australia represents 17% of Australian flying activity while in New Zealand Other Commercial Operations represented 3% of New Zealand flying activity In relation to accident rates, Australia has substantially lower accident rates and fatal accident rates across all sector s except the Agricultural Operations sector. No fatal accidents have occurred in the Aerial Application Agriculture sector in New Zealand since 28 while the fatal accident rate in Australia peaked in 29. Although the number flying hours for Aerial Agriculture in Australia and New Zealand are similar, the accident rate in Australia continues to increase with 19 accidents reported in Australia and Canada The average number of hours flown annually by Australian aircraft is almost 3% less compared with Canadian registered aircraft. Details of flying hours for Australia for high capacity RPT, Low capacity RPT, charter, Aerial Work, and Private/Business and Canadian equivalent categories are shown in the relevant figures in section 4.2. The RPT sector represents 42% of Australian flying activity while in Canada airliner activity represents 35% of Canadian flying activity. Charter activity in Australia represents 19% of Australian flying activity while in Canada Air Taxi activity represented 21% of Canadian flying activity. In relation to accident rates, Australia has substantially lower accident rates and 15 As the number of flying hours is obtained through surveys, a more accurate measure is to determine accident rates by using the number of departures as the denominator. However the number of departures is not readily obtained for all operation types and is generally confined to RPT operations. 47 Air Safety in Advanced Economies Document Version 1.

48 fatal accident rates across all sectors except the Aerial Work and Pleasure/Business sectors. Although the number of flying hours by Air Taxi sector is similar to that of the Australian charter sector, the accident rates of the Air Taxi sector are twice that for the Australian charter sector. In 211 the Australian charter sector recorded an accident rate of per million hours while the Air Taxi sector in Canada recorded accidents per million hours. The higher accident rates in the Air Taxi sector can be attributed to the environment, itinerant pilots and operational pressure. 5.3 Australia and UK The average number of hours flown annually by Australian aircraft is almost twice as compared with Australian registered aircraft. Details of flying hours for Australian high capacity RPT, Low capacity RPT, charter, Aerial Work, and Private/Business and Canadian equivalent categories are shown in the relevant figures in section 4.3. The RPT sector represents 42% of Australian flying activity while in UK Commercial Air Transport/Public Transport activity represents 7% of UK flying activity. Charter activity in Australia represents 19% of Australian flying activity while in UK Non-Public Transport aircraft activity represents 15% of UK flying activity. In relation to accident rates, Australia has substantially lower accident rates and fatal accident rates across all sectors including the Commercial Air Transport/Public Transport large Aeroplane sectors although the UK has shown a more rapid decline in the accident rate and a nil fatal accident rate over the period under review. 5.3 Australia and US The average number of hours flown annually by US aircraft is almost seven times the number of hours flown by Australian registered aircraft. As shown in Figure 41, the US Air Carriers (Parts 121 and 135) flew ten times the number of hours flown by Australian RPT aircraft. Details of flying hours for Australia for high capacity RPT, Low capacity RPT, charter, Aerial Work, and Private/Business and Canadian equivalent categories are shown in the relevant figures in section 4.4. The RPT sector represents 42% of Australian flying activity while in US Air Carrier activity represents 7% of US flying activity. Charter activity in Australia represents 19% of Australian flying activity while in US Air Taxi activity represented 25% of US flying activity In relation to accident rates, US has substantially lower accident rates and fatal accident rates across all sectors except the US Air Carrier Part 135 Commuter operations, Flying Training and Private/Business sectors. The higher accident rates in the Commuter sector can be attributed to the Alaskan environment where most of the accidents have occurred. 48 Air Safety in Advanced Economies Document Version 1.

49 5.3 Australia and the Advanced Economies Compared From an analysis of flying hours for Canada, New Zealand, UK and US, the US flying hours far exceeds that of the other economies as shown in Figure 118. Figure 118: Share of Advanced Economies in the HCRPT sector % 1% 2% 3% 4% 5% 6% 7% 8% 9% 1% AUS High Capacity RPT Hours Flown NZ Airline Large Aeroplanes Hours Flown Figure 119 shows the share of the LCRPT sector among the advanced economies. Australia accounts for a major share of the LCRPT sector along with Canada. It is important to note that as air transport markets become increasingly sophisticated the size of the LCRPT and equivalent sectors in advanced economies shrinks. Figure 119: Share of Advanced Economies in the LCRPT sector % 1% 2% 3% 4% 5% 6% 7% 8% 9% 1% AUS Low Capacity RPT Hours Flown NZ Airline Medium + Small Aeroplanes + Helicopters Hours Flown Canadian Air Carrier Commuter 74 Hours Flown UK Commercial Air Transport/Public Transport Small Aeroplanes Hours Flown US Air Carrier Part 135 Commuter Hours Flown Figure 12 shows Australia accounts for a significant proportion of the charter sector across advanced nation states. The Canadian Air Taxi sector also accounts for a significant share of the sector. 49 Air Safety in Advanced Economies Document Version 1.

50 Figure 12: Share of Advanced Economies in the Charter Sector % 2% 4% 6% 8% 1% AUS Charter Hours Flown NZ Other Commercial Aeroplanes + Helicopters Hours Flown Canadian Commercial & Air Taxi 73 Hours Flown UK Non-Public Transport Aeroplanes + Helicopters Hours Flown US Non-Scheduled Parts 121, 135 and 91 Hours Flown Figure 121 demonstrates that the US accounts for a very large share of the Aerial Application Agriculture operations across the selected advanced economies. Figure 121: Share of Advanced Economies in Aerial Applications Agriculture Operations % 2% 4% 6% 8% 1% AUS Agricultural Operations Hours Flown NZ Agricultural Operations Aeroplanes + Helicopters Hours Flown US Aerial Applications Hours Flown Figure 122 shows Australia has consistently maintained a low accident rate while other nation states have demonstrated significant volatility in their accident rates. 5 Air Safety in Advanced Economies Document Version 1.

51 Figure 122: Accident Rates for HCRPT sector across Advanced Economies Figure 123 shows Australia having the lowest accident rate across the group of nation states. Unlike the volatility in the accident rates with other nation states, Australia s accident rate has not only been low but it has also been stable. AUS High Capacity RPT Accident Rate NZ Airline Large Aeroplanes Accident Rate Canadian Air Carrier Scheduled (Airliner) 75 Accident Rate UK Commercial Air Transport/Public Transport Large Aeroplanes Accident Rate US Air Carriers Part 121 Scheduled (Airlines) Accident Rate Figure 123: Accident Rates for LCRPT across Advanced Economies AUS Low Capacity RPT Accident Rate NZ Airline Medium + Small Aeroplanes + Helicopters Accident Rate Canadian Air Carrier Commuter 74 Accident Rate UK Commercial Air Transport/Public Transport Small Aeroplanes Accident Rate US Air Carrier Part 135 Commuter Accident Rate Figure 124 shows the US with the lowest accident rates in the charter sector followed closely by Australia. The US along with Canada continues to maintain a stable trend while Australia and the other states demonstrate significant volatility in their trends. 51 Air Safety in Advanced Economies Document Version 1.

52 Figure 124: Accident Rates for the Charter Sector across Advanced Economies AUS Charter Accident Rate NZ Other Commercial Aeroplanes + Helicopters Accident Rate Canadian Commercial & Air Taxi 73 Accident Rate UK Non-Public Transport Aeroplanes + Helicopters Accident Rate US Non-Scheduled Parts 121, 135 and 91 Accident Rate Figure 125 shows the US with the lowest accident rate in the Aerial Application Agriculture sector followed by New Zealand. Australia s accident rate is significantly higher. Figure 125: Accident Rates for Aerial Application Agriculture across Advanced Economies AUS Agricultural Operations Accident Rate NZ Agricultural Aeroplanes + Helicopters US Aerial Applications Accident Rate 7. CONCLUSION The comparative review of the Australia s air safety performance with four advanced economies comprising Canada, New Zealand, UK and US over a ten year period indicates that Australian accident rates across most sectors have been consistently low. Two sectors where Australia needs to address the accident rates are the charter sector and the Aerial Application Agriculture. In terms of the size of the national aviation market and its accompanying sectors the US continues to maintain a supremacy over the other advanced economies 52 Air Safety in Advanced Economies Document Version 1.

53 Appendices 53 Air Safety in Advanced Economies Document Version 1.

54 Abbreviations AOC ATSB BITRE CAA New Zealand CAA UK CAR - Canada CAR - Australia CASR CFR GA HCRPT LCRPT NTSB RPT TSB Air Operator s Certificate Australian Transport Safety Bureau Bureau of Infrastructure, Transport and Regional Economics Civil Aviation Authority - NZ Civil Aviation Authority - UK Canadian Aviation Regulations - Canada Civil Aviation Regulations - Australia Civil Aviation Safety Regulations Code of Federal Regulations General Aviation High Capacity RPT Low Capacity RPT National Transportation Safety Board Regular Public Transport Transportation Safety Board 54 Air Safety in Advanced Economies Document Version 1.

55 Definitions These definitions relate to Australian aviation. Equivalent definitions for advanced economies can be found in Section 3 Methodology. Agriculture Flying involving the carriage and/or spreading of chemicals, seeds, fertilisers or Accident Business Charter General Aviation Hours flown Occurrence Private Regular Public Transport Training other substances for agricultural purposes, including for the purposes of pest and disease control. An occurrence involving an aircraft where: (a) A person dies or suffers serious injury (b) The aircraft is destroyed, or is seriously damaged; or (c) Any property is destroyed or seriously damaged Flying associated with a business or profession, but not directly for hire or reward (including adventure flights) Flying involving the carriage of passengers or cargo by the aircraft operator or his/her employees for hire or reward (but excluding scheduled regional operations). All non-scheduled (non RPT) flying activities other than flying activities performed by major Australian airlines. Flying time performed, measured on a wheels start to wheels stop basis. An accident or incident Flying for private pleasure, sport, recreation, including parachute dropping, or personal transport associated with a business or profession. Scheduled airline services available to the public for carriage of passengers or cargo, including domestic, regional and international airline operations. Flying involving training for the issue or renewal of license or rating, aircraft type endorsement or conversion training. Includes solo navigation exercises conducted as part of a course of applied flying training. 55 Air Safety in Advanced Economies Document Version 1.

56 Appendix 1: Table for Australia New Zealand Data Commercial Air Transport Accidents High Capacity RPT Accidents AUS High Capacity RPT NZ Airline Large Aeroplanes AUS High Capacity RPT Fatal NZ Airline Large Aeroplanes Fatal AUS High Capacity RPT Fatalities NZ Airline Large Aeroplanes Fatalities AUS High Capacity RPT Hours Flown NZ Airline Large Aeroplanes Hours Flown 28, 197, 24, 21, 181, 166, 132, 18, 115, 122, ,58 284, ,44 38,6 39,6 32, , ,77 322,76 321,726 AUS High Capacity RPT Departures NZ Airline Large Aeroplanes Flights 31, 326, 379, 44, 421, 439, 49, 488, 518, 549,8 13,21 113, , , ,94 184, , , ,28 181,89 AUS High Capacity RPT Accident Rate NZ Airline Large Aeroplanes Accident Rate AUS High Capacity RPT Fatal Accident Rate (million hours) NZ Airline Large Aeroplanes Fatal Accident Rate (million hours) AUS High Capacity RPT Accident Rate NZ Airline Large Aeroplanes Accident Rate AUS High Capacity RPT Fatal Accident Rate (million departures) NZ Airline Large Aeroplanes Fatal Accident Rate (million flights) Low Capacity RPT Accidents TRIM: D14/5926

57 AUS Low Capacity RPT NZ Airline Medium + Small Aeroplanes NZ Airline Medium + Small Aeroplanes + Helicopters AUS Low Capacity RPT 1 1 NZ Airline Medium + Small Aeroplanes + Helicopters NZ Airline Medium + Small Aeroplanes AUS Low Capacity RPT Fatalities 15 2 NZ Airline Medium + Small Aeroplanes + Helicopters Fatalities AUS Low Capacity RPT Hours Flown NZ Airline Medium + Small Aeroplanes + Helicopters Hours Flown AUS Low Capacity RPT Departures NZ Airline Small + Medium Aeroplanes Flights 28, 197, 24, 21, 181, 166, 132, 18, 115, 122, ,27 2,232 27, , , , , , ,47 173, , 24, 192, 196, 174, 162, 134, 122, 131, 14,17 158, , ,12 163, , ,72 151,32 152, , ,431 AUS Low Capacity RPT Accident Rate NZ Airline Medium + Small Aeroplanes + Helicopters Accident Rate AUS Low Capacity RPT Fatal Accident Rate NZ Airline Medium + Small Aeroplanes + Helicopters Fatal Accident Rate AUS Low Capacity RPT Accident Rate NZ Airline Medium + Small Aeroplanes Accident Rate AUS Low Capacity RPT Fatal Accident Rate NZ Airline Medium + Small Aeroplanes Fatal Accident Rate Air Safety in Advanced Economies Document Version 1.

58 Charter Operations AUS Charter Accidents NZ Other Commercial Aeroplanes + Helicopters Accidents AUS Charter Fatal Accidents NZ Other Commercial Aeroplanes + Helicopters Fatal Accidents AUS Charter Fatalities NZ Other Commercial Aeroplanes + Helicopters Fatalities AUS Charter Hours Flown NZ Other Commercial Aeroplanes + Helicopters Hours Flown 439, 423, 475, 478, 474, 539, 513, 464, 52, 537, 169, ,45 185, , ,35 28,794 35,61 351,373 35,647 38,64 AUS Charter Departures NZ Other Commercial Aeroplanes Flights 69, 62, 584, 645, 61, 65, 618, 593, 628, 648, 136, , , ,94 141,632 23, , ,65 253, ,51 AUS Charter Accident Rate NZ Other Commercial Aeroplanes + Helicopters Accident Rate AUS Charter Fatal Accident Rate NZ Other Commercial Aeroplanes + Helicopters Fatal Accident Rate Agricultural Operations AUS Agricultural Operations Accidents NZ Agricultural Aeroplanes + Helicopters Accidents AUS Agricultural Operations Fatal Accidents Air Safety in Advanced Economies Document Version 1.

59 NZ Agricultural Aeroplanes + Helicopters Fatal Accidents AUS Agricultural Operations Fatalities NZ Agricultural Aeroplanes + Helicopters Fatalities AUS Agricultural Operations Hours Flown NZ Agricultural Operations Aeroplanes + Helicopters Hours Flown 7, 69, 86, 94, 61, 62, 78, 73, 13, 115,36 82,889 87,718 89,5 94,93 99,615 12,959 89,899 77,832 86,54 1,867 AUS Agricultural Operations Accident Rate NZ Agricultural Aeroplanes + Helicopters AUS Agricultural Operations Fatal Accident Rate NZ Agricultural Aeroplanes + Helicopters Fatal Accident Rate Flying Training Flying Training Accidents Flying Training Aeroplanes + Helicopters Accidents Flying Training Hours Flown Flying Training Aeroplanes + Helicopters Hours Flown 415, 425, 357, 42, 429, 461, 49, 51, 44, 453,2 Flying Training Accident Rate (million hours) Flying Training Aeroplanes + Helicopters Accident Rate (million hours) Flying Training Fatal Accident Rate (million hours) Flying Training Aeroplanes + Helicopters Fatal Accident Rate (million hours) Flying Training Operations Aeroplanes + Helicopters Accident Rate (million flights) Private/Business Operations 59 Air Safety in Advanced Economies Document Version 1.

60 AUS Private/Business Accidents NZ Private Operations Aeroplanes + Helicopters Accidents AUS Private/Business Fatal Accidents NZ Private Operations Aeroplanes + Helicopters Fatal Accidents AUS Private/Business Fatalities NZ Private Operations Aeroplanes + Helicopters Fatalities AUS Private/Business Hours Flown NZ Private Operations Aeroplanes + Helicopters Hours Flown 415, 385, 393, 391, 374, 379, 382, 39, 384, 395,52 55,87 58,298 6,482 63,73 65,721 66,354 62,64 6,961 56,494 44,67 AUS Private/Business Departures NZ Private Operations Aeroplanes + Helicopters Flights AUS Private/Business Accident Rate NZ Private Operations Aeroplanes + Helicopters AUS Private/Business Fatal Accident Rate NZ Private Operations Aeroplanes + Helicopters Fatal Accident Rate Sports AUS Sports Accidents NZ Sports Aeroplanes + Helicopters Accidents AUS Sports Fatal Accidents NZ Sports Aeroplanes + Helicopters Fatal Accidents AUS Sports Fatalities Air Safety in Advanced Economies Document Version 1.

61 NZ Sports Aeroplanes + Helicopters Fatalities AUS Sports Hours Flown NZ Agricultural Operations Aeroplanes + Helicopters Hours Flown 234,9 237,5 248,4 454,7 48, 64,2 444,9 52,1 512,9 535,7 14,228 16,519 22,222 13,849 11,839 11,8 13,488 17,145 13,813 17,678 AUS Sports Departures NZ Sports Aeroplanes + Helicopters Flights AUS Sports Accident Rate NZ Sports Aeroplanes + Helicopters ,46 2,63 2,7 2,816 3,463 3,35 3,188 3,33 3,475 2,489 AUS Sports Fatal Accident Rate NZ Sports Aeroplanes + Helicopters Fatal Accident Rate Air Safety in Advanced Economies Document Version 1.

62 Appendix 2: Table for Australia Canada Data Commercial Air Transport Accidents High Capacity RPT Accidents AUS High Capacity RPT Accidents Canadian Air Carrier Scheduled (Airliner) 75 Accidents AUS High Capacity RPT Fatal Canadian Air Carrier Scheduled (Airliner) 75 Fatal Accidents 1 AUS High Capacity RPT Fatalities Canadian Air Carrier Scheduled (Airliner) 75 Fatalities 12 AUS High Capacity RPT Hours Flown Canadian Air Carrier Scheduled (Airliner) 75 Hours Flown 72, 758, 883, 944, 978, 1,27, 1,122, 1,128, 1,22, 1,28,13 1,586,34 1,51,8 1,575, 1,575, 1,634,22 1,761,6 1,761,6 1,594,74 1,721,58 1,665,72 AUS High Capacity RPT Departures Canadian Air Carrier Scheduled (Airliner) 75 Flights 31, 326, 379, 44, 421, 439, 49, 488, 518, 549,8 2,127,68 2,38,8 1,978,56 1,969,92 2,18,56 2,183,68 2,192,64 2,92,8 2,51,84 1,998,4 AUS High Capacity RPT Accident Rate Canadian Air Carrier Scheduled (Airliner) 75 Accident Rate AUS High Capacity RPT Fatal Accident Rate Canadian Air Carrier Scheduled (Airliner) 75 Fatal Accident Rate AUS High Capacity RPT Accident Rate Canadian Air Carrier Scheduled (Airliner) 75 Accident Rate AUS High Capacity RPT Fatal Accident Rate (million departures) Canadian Air Carrier Scheduled (Airliner) 75 Fatal Accident Rate (million flights).5 62 Air Safety in Advanced Economies Document Version 1.

63 Low Capacity RPT Accidents AUS Low Capacity RPT Accidents Canadian Air Carrier Commuter 74 Accidents AUS Low Capacity RPT Fatal Accidents 1 1 Canadian Air Carrier Commuter 74 Fatal Accidents AUS Low Capacity RPT Fatalities 15 2 Canadian Air Carrier Commuter 74 Fatalities AUS Low Capacity RPT Hours Flown Canadian Air Carrier Commuter 74 Hours Flown 28, 197, 24, 21, 181, 166, 132, 18, 115, 122, ,4 714,8 75, 637,5 778,2 838,6 712,81 683,46 696,83 674,22 AUS Low Capacity RPT Departures Canadian Air Carrier Commuter 74 Flights 22, 24, 192, 196, 174, 162, 134, 122, 131, 14,17 664,9 636,9 618,3 615,6 63,8 682,4 685,2 654, 641,2 624,5 AUS Low Capacity RPT Accident Rate Canadian Air Carrier Commuter 74 Accident Rate AUS Low Capacity RPT Fatal Accident Rate Canadian Air Carrier Commuter 74 Fatal Accident Rate AUS Low Capacity RPT Accident Rate Canadian Air Carrier Commuter 74 Accident Rate AUS Low Capacity RPT Fatal Accident Rate Canadian Air Carrier Commuter 74 Fatal Accident Rate Air Safety in Advanced Economies Document Version 1.

64 Charter Accidents AUS Charter Accidents Canadian Commercial & Air Taxi 73 Accidents AUS Charter Fatal Accidents Canadian Commercial & Air Taxi 73 Fatal Accidents AUS Charter Fatalities Canadian Commercial & Air Taxi 73 Fatalities AUS Charter Hours Flown Canadian Commercial & Air Taxi 73 Hours Flown 439, 423, 475, 478, 474, 539, 513, 464, 52, 537, 1,28,64 1,143,68 1,2, 1,2, 1,245,12 1,341,76 1,215,4 1,215,4 1,311,68 1,269,12 AUS Charter Departures Canadian Commercial & Air Taxi 73 Departures 69, 62, 584, 645, 61, 65, 618, 593, 628, 648, AUS Charter Accident Rate Canadian Commercial & Air Taxi 73 Accident Rate AUS Charter Fatal Accident Rate Canadian Commercial & Air Taxi 73 Fatal Accident Rate Aerial Work Accidents AUS Aerial Work Accidents Canadian Aerial Work 72 Accidents AUS Aerial Works Fatal Accidents Canadian Aerial Work 72 Fatal Accidents Air Safety in Advanced Economies Document Version 1.

65 AUS Aerial Work Fatalities Canadian Aerial Work 72 Fatalities AUS Aerial Works Hours Flown Canadian Aerial Work 72 Hours Flown 41, 44, 412, 426, 412, 445, 464, 446, 514, 539,7 566,55 536,1 562,5 562,5 583,65 628,95 628,95 569,55 614,85 594,9 AUS Aerial Work Accident Rate Canadian Aerial Work 72 Accident Rate AUS Aerial Work Fatal Accident Rate Canadian Aerial Work 72 Fatal Accident Rate Personal/Business Flying Accidents AUS Private/Business Accidents Canadian Pleasure/Business Accidents AUS Private/Business Fatal Accidents Canadian Pleasure/Business Fatal Accidents AUS Private/Business Hours Flown Canadian Pleasure/Business Hours Flown 415, 385, 393, 391, 374, 379, 382, 39, 384, 395,52 63,2 571,84 637,5 637,5 622,56 67,88 67,88 588, ,84 634,56 AUS Private/Business Accident Rate Canadian Pleasure/Business Accident Rate AUS Private/Business Fatal Accident Rate Canadian Pleasure/Business Fatal Accident Rate Air Safety in Advanced Economies Document Version 1.

66 Appendix 3: Table for Australia UK Data Commercial Air Transport Accidents High Capacity RPT Accidents AUS High Capacity RPT Accidents UK Commercial Air Transport/Public Transport Large Aeroplanes Accidents AUS High Capacity RPT Fatal UK Commercial Air Transport/Public Transport Large Aeroplanes Fatal AUS High Capacity RPT Fatalities UK Commercial Air Transport/Public Transport Large Aeroplanes Fatalities AUS High Capacity RPT Hours Flown UK Commercial Air Transport/Public Transport Large Aeroplanes Hours Flown 72, 758, 883, 944, 978, 1,27, 1,122, 1,128, 1,22, 1,28,13 2,387, 2,464, 2,633, 2,735, 2,897, 2,977, 3,14, 2,819, 2,938, 3,25, AUS High Capacity RPT Departures UK Commercial Air Transport/Public Transport Large Aeroplanes Flights 31, 326, 379, 44, 421, 439, 49, 488, 518, 549,8 1,83,55 1,78,292 1,136,934 1,175,69 1,21,551 1,238,364 1,227,211 1,15,388 1,135,21 1,195,329 AUS High Capacity RPT Accident Rate UK Commercial Air Transport/Public Transport Large Aeroplanes Accident Rate AUS High Capacity RPT Fatal Accident Rate (million flight hours) UK Commercial Air Transport/Public Transport Large Aeroplanes Fatal Accident Rate AUS High Capacity RPT Accident Rate (million departures) UK Commercial Air Transport/Public Transport Large Aeroplanes Accident Rate AUS High Capacity RPT Fatal Accident Rate (million departures) UK Commercial Air Transport/Public Transport Large Aeroplanes Fatal Accident Rate Air Safety in Advanced Economies Document Version 1.

67 Low Capacity RPT Accidents AUS Low Capacity RPT Accidents UK Commercial Air Transport/Public Transport Small Aeroplanes Accidents AUS Low Capacity RPT Fatal Accidents 1 1 UK Commercial Air Transport/Public Transport Small Aeroplanes Fatal Accidents AUS Low Capacity RPT Fatalities 15 2 UK Commercial Air Transport/Public Transport Small Aeroplanes Fatalities AUS Low Capacity RPT Hours Flown UK Commercial Air Transport/Public Transport Small Aeroplanes Hours Flown 28, 197, 24, 21, 181, 166, 132, 18, 115, 122,475 38, 38, 44, 44, 43, 49, 49, 47, 38, 38, AUS Low Capacity RPT Departures Commercial Air Transport/Public Transport Small Aeroplanes Departures 22, 24, 192, 196, 174, 162, 134, 122, 131, 14,17 65,529 6,55 67,349 67,149 64,828 68,994 68,821 62,2 62,568 62,499 AUS Low Capacity RPT Accident Rate (million flight hours) Commercial Air Transport/Public Transport Small Aeroplanes Accident Rate AUS Low Capacity RPT Fatal Accident Rate (million flight hours) Commercial Air Transport/Public Transport Small Aeroplanes Fatal Accident Rate AUS Low Capacity RPT Accident Rate (million departures) Commercial Air Transport/Public Transport Small Aeroplanes Accident Rate AUS Low Capacity RPT Fatal Accident Rate (million departures) Commercial Air Transport/Public Transport Small Aeroplanes Fatal Accident Rate 67 Air Safety in Advanced Economies Document Version 1.

68 Public Transport Helicopters PT Helicopter Accidents PT Helicopter Fatal Accidents PT Helicopter Fatalities PT Helicopter Flight hours PT Helicopter Departures 136, 132, 128, 136, 143, 145, 138, 132, 125, 133, , 263, 259, 277, 274, 279, 267, 262, 254, Accidents per million flight hours Accidents per million departures Fatal accidents per million flight hours Fatal accidents per million departures Fatalities per million flight hours Fatalities per million departures Charter Operations AUS Charter Accidents UK Non-Public Transport Aeroplanes + Helicopters Accidents AUS Charter Fatal Accidents UK Non-Public Transport Aeroplanes + Helicopters Fatal Accidents AUS Charter Fatalities UK Non-Public Transport Aeroplanes + Helicopters Fatalities AUS Charter Hours Flown UK Non-Public Transport Aeroplanes + Helicopters Hours Flown 439, 423, 475, 478, 474, 539, 513, 464, 52, 537, 993, 1,1, 1,2, 1,3, 976, 954, 89, 98, 98, 836, 68 Air Safety in Advanced Economies Document Version 1.

69 AUS Charter Departures UK Non-Public Transport Aeroplanes + Helicopters Flights 69, 62, 584, 645, 61, 65, 618, 593, 628, 648, AUS Charter Accident Rate UK Non-Public Transport Aeroplanes + Helicopters Accident Rate AUS Charter Fatal Accident Rate UK Non-Public Transport Aeroplanes + Helicopters Fatal Accident Rate Air Safety in Advanced Economies Document Version 1.

70 Appendix 4: Table for Australia US Data Commercial Air Transport Accidents High Capacity RPT Accidents AUS High Capacity RPT Accidents US Air Carriers Part 121 Scheduled (Airlines) Accidents AUS High Capacity RPT Fatal US Air Carriers Part 121 Scheduled (Airlines) Fatal Accidents AUS High Capacity RPT Fatalities US Air Carriers Part 121 Scheduled (Airlines) Fatalities AUS High Capacity RPT Hours Flown US Air Carriers Part 121 Scheduled (Airlines) Hours Flown 72, 758, 883, 944, 978, 1,27, 1,122, 1,128, 1,22, 1,28,13 16,718,181 16,887,756 18,184,16 18,712,191 18,647,896 19,14,677 18,551,362 17,16,572 17,222,996 17,756, AUS High Capacity RPT Departures US Air Carriers Part 121 Scheduled (Airlines) Flights 31, 326, 379, 44, 421, 439, 49, 488, 518, 549,8 1,276,17 1,227,924 1,782,989 1,91,46 1,627,481 1,734,17 1,271,446 9,542,493 9,462,31 8,91, AUS High Capacity RPT Accident Rate US Air Carriers Part 121 Scheduled (Airlines) Accident Rate AUS High Capacity RPT Fatal Accident Rate US Air Carriers Part 121 Scheduled (Airlines) Fatal Accident Rate AUS High Capacity RPT Accident Rate US Air Carriers Part 121 Scheduled (Airlines) Accident Rate AUS High Capacity RPT Fatal Accident Rate (million departures) US Air Carriers Part 121 Scheduled (Airlines) Fatal Accident Rate (million flights) Air Safety in Advanced Economies Document Version 1.

71 Low Capacity RPT Accidents AUS Low Capacity RPT Accidents US Air Carrier Part 135 Commuter Accidents AUS Low Capacity RPT Fatal Accidents 1 1 US Air Carrier Part 135 Commuter Fatal Accidents 1 1 AUS Low Capacity RPT Fatalities 15 2 US Air Carrier Part 135 Commuter Fatalities 2 2 AUS Low Capacity RPT Hours Flown US Air Carrier Part 135 Commuter Hours Flown 28, 197, 24, 21, 181, 166, 132, 18, 115, 122, , ,26 32, ,775 31, ,71 293,499 38,482 38,221 37, AUS Low Capacity RPT Departures US Air Carrier Part 135 Commuter Flights 22, 24, 192, 196, 174, 162, 134, 122, 131, 14,17 513, ,26 538,77 527, , , ,23 578,16 593,452 56, AUS Low Capacity RPT Accident Rate US Air Carrier Part 135 Commuter Accident Rate AUS Low Capacity RPT Fatal Accident Rate US Air Carrier Part 135 Commuter Fatal Accident Rate AUS Low Capacity RPT Accident Rate US Air Carrier Part 135 Commuter Accident Rate AUS Low Capacity RPT Fatal Accident Rate US Air Carrier Part 135 Commuter Fatal Accident Rate Air Safety in Advanced Economies Document Version 1.

72 Charter Accidents AUS Charter Accidents US Non-Scheduled Parts 121, 135 and 91 Accidents AUS Charter Fatal Accidents US Non-Scheduled Parts 121, 135 and 91 Fatal Accidents AUS Charter Fatalities US Non-Scheduled Parts 121, 135 and 91 Fatalities AUS Charter Hours Flown US Non-Scheduled Parts 121, 135 and 91 Hours Flown 439, 423, 475, 478, 474, 539, 513, 464, 52, 537, 5,24,434 5,347,888 5,697,974 6,429,676 6,254,626 6,476,29 5,392,2 4,784,724 5,416,73 5,579,75 AUS Charter Departures US Non-Scheduled Parts 121, 135 and 91 Flights AUS Charter Accident Rate US Non-Scheduled Parts 121, 135 and 91 Accident Rate AUS Charter Fatal Accident Rate US Non-Scheduled Parts 121, 135 and 91 Fatal Accident Rate Aerial Applications Accidents AUS Aerial Applications Accidents US Aerial Applications Accidents AUS Aerial Applications Fatal Accidents US Aerial Applications Fatal Accidents Air Safety in Advanced Economies Document Version 1.

73 AUS Aerial Applications Fatalities US Aerial Applications Fatalities AUS Aerial Applications Hours Flown US Aerial Applications Hours Flown 7, 69, 86, 94, 61, 62, 78, 73, 13, 115,36 1,182, 1,99, 1,142, 1,31, 946, 1,415, 922, 96, 1,7, 935, AUS Aerial Applications Departures US Aerial Applications Flights AUS Aerial Applications Accident Rate US Aerial Applications Accident Rate AUS Aerial Applications Fatal Accident Rate US Aerial Application Fatal Accident Rate Flying Training Accidents AUS Flying Training Accidents US Instructional Flying Accidents AUS Flying Training Fatal Accidents US Instructional Flying Fatal Accidents AUS Flying Training Fatalities 3 US Instructional Flying Fatalities AUS Flying Training Hours Flown US Instructional Flying Hours Flown 415, 425, 357, 42, 429, 461, 49, 51, 44, 453,2 4,182, 4,393, 4,35, 3,635, 4,322, 3,84, 4,427,7 3,444, 3,885, 3,976, 73 Air Safety in Advanced Economies Document Version 1.

74 AUS Flying Training Accident Rate US Instructional Flying Accident Rate AUS Flying Training Fatal Accident Rate US Instructional Flying Fatal Accident Rate Private/Business Accidents AUS Private/Business Accidents US Personal/Business Accidents AUS Private/Business Fatal Accidents US Personal/Business Fatal Accidents AUS Private/Business Fatalities US Personal/Business Fatalities AUS Private/Business Hours Flown 415, 385, 393, 391, 374, 379, 382, 39, 384, 395,52 US Personal/Business Hours Flown 14,312, 14,628, 13,488, 12,51, 12,375, 11,77, 1,784, 11,72, 1,393, 1,88, AUS Private/Business Accident Rate US Personal/Business Accident Rate AUS Private/Business Fatal Accident Rate US Personal/Business Fatal Accident Rate Air Safety in Advanced Economies Document Version 1.