A Regional Approach to Aviation Accident Analysis in Hawaii.

BACKGROUND: The geographical circumstances, such as mountains and ocean, and specific aviation operations, especially sightseeing, make the state of Hawaii stand out in aviation. These conditions support a regional approach to aviation accident analysis.METHODS:Accident reports of aviation accidents collected from the online National Transportation Safety Board database were used to study a 10-yr time period between 2008 and 2017.RESULTS: There was a significantly higher proportion of fatal accidents during night, dawn, and dusk (6 out of 13) than during daytime (13 out of 74). In addition, a significantly higher proportion of accidents occurred in diminished light conditions among fixed wing airplanes (11 out of 48) as opposed to other aircraft (2 out of 39), and among twin-engine aircraft (6 out of 12) as opposed to single-engine aircraft (7 out of 74). Out of seven weight-shift control aviation accidents, four were reported to be fatal; the latter all took place during instruction.DISCUSSION: Light conditions are the main environmental concern in Hawaiian aviation that particularly affect twin-engine fixed wing aircraft and warrant specific attention in advanced training exercises. Helicopter operations have not exhibited a diminished safety record since the 1990s, showing a lasting effect of a previous safety intervention. A relatively high number of fatal weight-shift control aircraft accidents requires further research in other parts of the United States.de Voogt AJ, Brause J. A regional approach to aviation accident analysis in Hawaii. Aerosp Med Hum Perform. 2023; 94(3):131-134.

Sightseeing Accidents with Helicopters and Fixed-Wing Aircraft.

BACKGROUND: Sightseeing operations are characterized by the presence of passengers as well as favorable light and weather conditions. They include both fixed-wing aircraft and helicopters, an aspect that allows for a comparison of these two types of aircraft in similar operations.METHODS: A total of 95 accident reports from 2008 until 2018 were extracted from the NTSB online database, with each mentioning commercial sightseeing as their operation.RESULTS: Out of a total of 95 accidents, 16 were fatal with a total of 58 people suffering fatal injuries. On average 3.625 people died in each fatal accident. There were significantly more accidents in Alaska and Hawaii than expected. There were significantly more accidents caused by the maintenance crew in helicopters than in airplanes, but significantly more pilot-related accidents in fixed-wing aircraft compared to helicopters. Despite favorable light and weather conditions, 37 accidents reported the environment as a contributing factor to the accident.CONCLUSION: Sightseeing accidents show a pronounced difference between helicopters and airplane accidents that point to different approaches when improving safety in either category. Although night and instrument meteorological conditions are largely absent in the dataset, wind conditions and unsuitable terrain are frequently mentioned. The experience of the pilots and the specific geography of the sightseeing area are likely to affect operational safety the most. The specific dangers of unsuitable terrain affect both helicopters and fixed-wing operations and may be assuaged by specific training or briefings.de Voogt AJ, Hummel Hohl C, Kalagher H. Sightseeing accidents with helicopters and fixed-wing aircraft. Aerosp Med Hum Perform. 2022; 93(6):532-535.

General Aviation Accidents Involving Fixed-Wing Aircraft on the Ground.

BACKGROUND: Accidents during start-up and shut-down procedures of aircraft can lead to fatalities or destroyed aircraft. Start-up procedures for propeller aircraft include the possibility of hand-propping, which may increase the occurrence of injuries from propeller strikes.METHODS: A set of 142 accidents from a 10-yr period were selected from the U.S. National Transportation Safety Board online database. Only fixed-wing aircraft in the "standing" phase of flight were included in the dataset. The significance of differences was determined using Pearson's Chi-squared analysis.RESULTS: The severity of the injuries sustained in the accidents were inversely related to the amount of damage to the aircraft. Hand-propping without properly securing the aircraft was more likely to result in substantial damage to the aircraft. Pilots with less than a thousand hours of flight experience were significantly more likely to use an incorrect hand-propping procedure.CONCLUSIONS: It is recommended to make the advisory on hand-propping a regulatory article of the Federal Aviation Administration so that pilots' knowledge of this procedure is mandatory and part of their initial training, especially securing the aircraft during hand-propping. Highlighting throttle positions in both regular and hand-propping procedures may optimize checklist design and further mitigate accidents during start-up procedures.de Voogt AJ, Kalagher H, Burns S. General aviation accidents involving fixed-wing aircraft on the ground. Aerosp Med Hum Perform. 2022; 93(7):597-600.

Fatality and Operational Specificity of Helicopter Accidents on the Ground.

INTRODUCTION: Accidents with aircraft standing are more likely with helicopters than fixed-wing aircraft due to the common presence of off-airport landings and the possibility of the rotor system to strike objects in its immediate surroundings.METHODS: A total of 115 accidents involving helicopters characterized as standing as a broad phase of flight were selected from the NTSB online database for the period 1998 until 2018.RESULTS: Accidents reporting fatal (8.7) or serious injuries (7.8) were significantly less likely to occur when the aircraft was substantially damaged (84.3) or destroyed (5.2). The majority of the cases occurred after off-airport landings (57.4), which were reported significantly more often in Alaska (N= 15). A main rotor strike with an individual was at the basis of each of the 10 fatal accidents in the dataset and in 8 of these cases the cause of the accident was attributed to the victim. None of the accidents occurred in instrument meteorological conditions, but, in particular, high winds and gusts proved a main cause of accident (18.3).CONCLUSION: Pilot, passengers, and crew endangered themselves when they were outside the aircraft while the rotors were still turning. Helicopter operating manuals should highlight the limitations and dangers for wind and wind gusts not only during takeoff and flight, but specifically when standing.de Voogt AJ, Hummel C, Kalagher H. Fatality and operational specificity of helicopter accidents on the ground. Aerosp Med Hum Perform. 2021; 92(7):593596.

Sports aviation accidents: fatality and aircraft specificity.

BACKGROUND: Sports aviation is a special category of general aviation characterized by diverse aircraft types and a predominantly recreational flight operation. A general comparison of aircraft accidents within sports aviation is missing, but should guide future research. METHODS: A comparison of accidents in sports aviation was made using 2118 records from the National Transportation Safety Board for the period 1982-2007. In addition, the available denominator data from the Federal Aviation Administration were used to interpret the data. RESULTS: The highest number of accidents was found with gliders (N = 991), but the highest relative number of fatal accidents came from ultra-light (45%) and gyroplane operations (40%), which are homebuilt more often than other aircraft types. The most common cause of accident in sports aviation was in-flight planning and decision-making (N = 200, 9.4%). The most frequent occurrences were hard landings and undershoots, of which the numbers differ significantly from one aircraft type to the other. CONCLUSIONS: Homebuilt aircraft are at particular risk in sports aviation. Although denominator data remain problematic for motorized sports aviation, these aircraft show a high proportion of homebuilt aircraft and, more importantly, a higher relative number of fatal accidents.

Accidents associated with aerobatic maneuvers in U.S. aviation.

BACKGROUND: Aerobatic flights are the most significant risk factor for fatal injury and make up 50% of U.S. accidents in general aviation involving airport transport pilots. METHOD: An analysis of the dangers of these maneuvers is presented using 25 yr of U.S. reported accidents. RESULTS: More than 80% of the 494 accidents were fatal. The main cause of accident was not maintaining (proper) altitude while adverse weather was not present as a cause of accident. Nearly half the number of pilots had over 7500 h of flight experience. Homebuilt aircraft appear significantly more likely to be part of a fatal accident, showing more structural, engine, and system failures. CONCLUSION: Although there is a downward trend in the number of aerobatic-related accidents, the reduction of accidents is much assisted by either regulation or awareness training of pilots using homebuilt aircraft in aerobatic maneuvers.

Approaches and landings at wrong airports: analysis of 54 incidents and 11 accidents, 1981-2004.

BACKGROUND: Inadvertent approaches and landings at airports other than the intended destination are instances of pilot disorientation. The circumstances that lead to such navigational errors point toward preventive measures. The objective was to gain insight into the circumstances of a wrong airport approach or landing as well as the moment at which the navigation error became apparent to the pilot. METHODS: Accident reports published by the National Safety Transportation Board for the period 1981 through 2004 were studied in combination with Federal Aviation Administration incident reports of the same period. RESULTS: In the studied period there were 54 incidents and 11 accidents. There were 15 pilots who tried to avoid a landing, which in 5 cases led to an accident. All other pilots made a full-stop landing at the wrong airport. Damage to the aircraft was significantly more likely during night flights and in flights with a student or pilot with a private pilot license. Corrective measures during the landing procedure, such as a go-around or a touch-and-go landing, accounted for 42% of the accidents. Eighty percent of the cases were reported in the first 12 yr of the studied period and 20% in the last 12 yr. CONCLUSIONS: A further implementation of GPS receivers in all aircraft could further reduce the number of incidents and accidents. Pilots need to be made aware of the dangers of a visual approach after an IFR flight without following an airport identification procedure. Recommendations include a comparison of airports in the vicinity of a destination airport and the use of GPS to assist in an identification procedure.

Glider accidents: an analysis of 143 cases, 2001-2005.

INTRODUCTION: The majority of aviation crashes and casualties take place in general and sport aviation. Although gliding has gained popularity in recent decades, we could find no systematic analysis of glider accidents. This study determined factors associated with both non-fatal and fatal glider accidents to document their position within sport and general aviation accidents, and to suggest preventive measures and improvements. METHODS: We performed a retrospective review of glider accidents for the period 2001-2005 in the database maintained by the U.S. National Transportation Safety Board (NTSB). RESULTS: A total of 117 non-fatal and 26 fatal glider accidents were reported for the 5-yr period. Adverse weather was the cause in 20% of all non-fatal accidents, 60% of which occurred in the cruise phase. Logistic regression revealed that fatal accidents were predicted by pilot error, flight phase, and home-built aircraft. DISCUSSION: Factors contributing to glider crashes are specific to this type of sport aviation. Owners of home-built gliders should pay particular attention to the aircraft's specifications and design limits.

Balloon crash damage and injuries: an analysis of 86 accidents, 2000-2004.

BACKGROUND: General aviation accounts for the majority of aviation crashes and casualties in the United States. The role of ballooning in these statistics is not regularly studied. Since 2001, the National Transportation and Safety Board has made its accident reports more readily available, which presents opportunities for further study. OBJECTIVE: This study analyzes and compares a 5-yr period of accident reports and includes an analysis of injuries and balloon damage in hot-air and gas balloon accidents. METHODS: Balloon crash 2-page briefs and 5-page accident reports published by the National Transportation and Safety Board for the 5-yr time period 2000-2004 were examined. Data collected in the investigation of these crashes were analyzed and compared with the epidemiological data collected in earlier research. RESULTS: In 86 crashes during a 5-yr period, there were 4 fatalities and 75 people were seriously injured. Only one accident was reported involving a student pilot. Broken ankles and legs have been the most commonly recorded serious injury, but could not be linked to the severity of damage to the balloon. CONCLUSIONS: The absence of student pilot accidents may be explained by possible stricter supervision. Balloon basket and envelopes appear of sufficient quality to withstand crashes, but improving the protection of passengers during hard landings should help to decrease the number of serious injuries in ballooning.

Midair collisions in U.S. civil aviation 2000-2004: the roles of radio communications and altitude.

BACKGROUND: Midair collisions are destructive to aircraft and often fatal to occupants, with the additional possibility of death and destruction on the ground. We sought to determine the characteristics of civil aviation mid-air collisions in U.S. airspace with focus on the altitudes at which the collisions took place and radio communications prior to the collisions. METHODS: Accident reports published by the National Transportation and Safety Board for the period 2000-2004 were analyzed using descriptive statistics. Additional information was extracted from the narrative report of each accident. RESULTS: During the 5-yr period, 48 collisions in U.S. civil aviation occurred with 78 fatalities and 7 persons severely injured. There were 46 aircraft destroyed and 37 substantially damaged. In 14 cases no radio communication was reported. In 19 cases there appeared regular radio communication with a tower or other aircraft. CONCLUSIONS: Midair collisions resulted in fewer severe injuries at lower altitudes. Visibility and weather were not contributing factors. Radio communication is recommended to assist aircraft where practical, but pilots need to be made aware of the limitations of radio communication for the avoidance of midair collisions.

Ultralight aviation accident factors and latent failures: a 66-case study.

INTRODUCTION: Little research has been done on ultralight aviation accidents. A better understanding of accident factors allows for better development of preventive measures. This study analyzes ultralight accidents with respect to significant factors related to active and latent failures, as referred to in Reason's Swiss cheese model of human error. METHODS: There were 66 National Transportation Safety Board (NTSB) ultralight accident reports that were examined from 1985-2004. Contextual information about active and latent failures was identified, compiled, and cross-referenced with pilot, aircraft, and accident information for evidence of significant relationships. RESULTS: Pilots with less than 40 make/model-specific flying hours were significantly more likely to crash fatally (chi2 = 9.07; p < 0.005; df=1) than other pilots and/or because of losing control (chi2 = 7.24; p < 0.05; df=1) than other accident causes. In contrast, pilots with 40 or more make/model-specific flying hours were significantly more likely to crash as a result of engine failure (chi2 = 9.33; p < 0.005; df = 1). Loss of control as an active failure was usually associated with such latent failures as strong winds and insufficient mission planning, while the engine failure accidents involved inadequate maintenance. CONCLUSION: In order to reduce accident prevalence, ultralight self-regulation organizations should focus on training in mission planning, aircraft familiarity, and proper maintenance procedures. Further research should concentrate on explaining the prevalence of the active and latent failures shown here and determining the effects of the FAA's new light sport aircraft category.