Hi Readers: Having just read the January 2008 issue of Plane and Pilot (a GA - piston engine aircraft magazine), I,m happy to see some focus on the present low numbers of student pilots, pilots in general, and technicians. The articles by Peter Bunce of GAMA, and Marc C. Lee regarding the shortages and what can be done to reinvigorate GA interest was interesting, but barely scratching the surface for the root reasons. And, of course, the bulk of the shortages of pilots involve propjet and turbine jet pilots for the airlines and commuter flying.
In perspective, the shortages are not just GA, but well across the spectrum of aviation. Air travel is bursting at the seams, new types of airplanes, particularly jet types, are now being produced in numbers ---and where are the numbers of pilots, mechanics, and technicians to accommodate these increases?
Let's review the facts as seen by FAA: The total pilot population, now little greater than 598,000, will increase to about 722,000 by year 2030, an average growth over a 23-year period of 0.8%. The largest growth is expected in the Commercial and Student Pilot categories. Commercial aircraft operations (the sum of Air Carrier and Commuter/Air Taxi) at all U.S. airports (Towered and nontowered) are projected to increase from 29 million to 37.3 million in year 2020 and to 45.4 million in year 2030.
Meanwhile GA operations is forecasted to increase from about 81 million to 92.1 million in year 2020 and 100.4 million in year 2030. Much of the growth will be the result of increased use of a turbine fleet for Business/Corporate related flying. The Cargo jet fleet will have similar proportionate increases, and the Regional/Commuter fleet is expected to grow from about 2,800 aircraft to just under 5,000 by year 2030. By itself, GA aircraft is expected to increase from 227,000 to 275,000 in 2020, such growth because of flight-hour increases at a faster rate than the total aircraft fleet, but at the same time more sensitive to fuel prices and to variations in the general economic growth.
As for renewed interest by the younger populations in flying as pilots and other aviation careers, a study in itself, specific programs and efforts by Government, Aircraft Companies, and Training Schools must be designed and sponsored. I advocate a Govt-Industry sponsored Civilian Pilot and Technician Training Program (which I am currently working on), perhaps with service commitments to Military and Government Departments, to eliminate shortages and prepare for the future. Such a program was put in place by the Commerce Department in the 1930's, if you remember. In fact, I learned to fly in that very program, and was committed to service in the Army Air Forces.
The most plausible answer to the lack of interest and response to current aviation by the younger people, I think, is their lack of technical education, and the money, to pursue aviation pursuits and careers. Added to the problem is the seemingly lack of instructor people in the flying and technical aspects of the problem.
I'm still working on the November 2007 aircraft accident count and analysis.
To get away from some of our problems, I have a Cat story for you. I received the following in an early Christmas card from a friend in Monterey, California: (You don't have to own a cat to appreciate this one...)
A couple was dressed and ready to go out for the evening. They turned on a night light, turned on the telephone answering machine, covered their pet parakeet, and put the cat in the back yard. Then they phoned the local cab company and requested a taxi. The taxi arrived and the couple opened the front door to leave their house. The cat they had put out into the yard scoots back into the house. They don't want the cat shut in the house because "she" always tries to eat the bird. The wife goes out to the taxi while the husband goes inside to get the cat. The cat runs upstairs, the man in hot pursuit. The wife doesn't want the driver to know the house will be empty. She explains to the taxi driver that her husband will be out soon. "He's just going upstairs to say goodbye to my mother." A few minutes later, the husband gets into the cab. "Sorry I took so long," he says, as they drive away. "Stupid bitch was hiding under the bed. Had to poke her with a coat hangar to get her to come out! Then I had to wrap her in a blanket to keep her from scratching me. But it worked. I hauled her fat ass downstairs and threw her out into the back yard!" The cabdriver hit a parked car...
Thanks for listening. Robert Shaw.
Showing posts with label accidents. Show all posts
Showing posts with label accidents. Show all posts
Saturday, December 8, 2007
Thursday, November 15, 2007
October 2007 aircraft Accident/Incidents
Hi Readers: It time to review the October Accidents/Incidents as reported by NTSB ( There were none reported for Oct 1, 30th, and 31st).
Therewere 74 accidents (4 incidents)( 3 non-U.S. accidents) of which 23 were fatal accidents accounting for 48 fatalities. One fatal accident occurred in Venezuela, accounting for 2 fatalities; one fatal accident occurred in Switzerland, accounting for 2 fatalities; and one Beech D55 accident (1 fatality) occurred near St.Croix, Virgin Islands - apparenty encountering IFR weather. Twenty fatal accidents occurred in the Continental U.S. accounting for 43 fatalities.
There were 4 Incidents during October - one, an Airbus 320 landing at Fargo, North Dakota with the nosegear turned 90 degrees, incurring minor damage; another, an Airbus received minor damage after landing when it struck a runway light at Chicago O'Hare Intl airport. In another incident, classified as a pilot deviation, a Cessna 525 made takeoff from Taxiway M, rather than Runway 36L, at Memphis Intl airport against Controller instructions. In the 4th incident a Bell Helicopter made a forced landing in the Gulf of Mexico.
There were 4 balloon landing accidents at Albuquerque, New Mexico - all during the International Balloon Fiesta, and all striking objects on landing (due to wind and gusts) resulting in one fatality, 7 serious injury, and one minor injury.
There was one amateur-built gyroplane accident (one fatal, one serious injury) due to engine failure and resulting in impact with trees. One glider crashed during day VFR maneuvering (one fatal). A formation flight of Yakovlev Yak50 aircraft landing atGillespie Field, El Cajon, CA. resulted in a collision of 2 aircraft on the landing runway; and a Piper PA-32R collided with a Cessna 152 in the traffic pattern at Farmingdale, New York - there were no injuries.
The remaining fatal accidents were a conglomeration of day and night flights - an interesting study of accident causes and safety aspects: To begin, there was a 10-fatal Cessna 208B Caravan propjet on a 402 mile VFR night flight (returning 9 skydivers from a skydiving event near Boise, Idaho to a home base in Shelton, Wa.) that crashed about 45 miles WSW of Yakima, WA. at about 4,300 ft. msl, just south of Mt. Ranier, in IFR weather. There were indications of a rapid descent (6,800 ft/min) from 8,900 ft. and a power-on impact with mountainous terrain at 4,300 ft. msl. Low clouds, misty rain, and low visibility were reported in the area of the accident site, and a hunter in the area observed the aircraft first on horizontal flight, followed by vertical flight. Icing and loss of control were indicated.
The FAA reported that no service was provided to the pilot, there was no flight plan, and there was no record of a preflight or other weather briefing. The report noted VFR weather conditions generally along the route of flight, but IFR conditions in the Cascade mountains and western foothills. There was an AIRMET for icing, low-level turbulence, and mountain obscuration. (I can't imagine a Commercial pilot based at Shelton, Wa. not being clued-in on the weather, in that area, particularly in October). This particular airplane was equipped with analog gauges and digital avionics, including autopilot, GPS, transponder, and de-icing boots. The Mode C transponder was operating and FAA radar was tracking the airplane and observed the target, first at 14,400 ft, then at 13,000 ft, and then 8,900 ft, all in a matter of seconds. The NTSB and Cessna Aircraft are investigating the accident. In armchair analysis (based on what has been reported), I would have to say, in spite of the analog and digital instrumentation of the airplane, that this pilot demonstrated how not to conduct a VFR night x-c flight.
A second accident (5 fatal) involved a Beech A36 forced landing on takeoff and impact with power lines during variable direction and velocity of high winds and gusts. The aircraft was unable to gain altitude and maintain climb speed. Witnesses reported a rough engine. The pilot was IFR qualified and an IFR flight plan had been filed. Visual flight conditions existed. I wonder if this airplane was overloaded.
The remaining fatal accidents (11) involved an Aero Commander 560F (4 fatal) that impacted terrain after takeoff with a possible engine failure; a Rathyeon C90A (3 fatal) on a night VFR Medical flight which crashed during en route descent; a Cessna 310N (2 fatal) at 13,000 ft in icing conditions with an engine problem; a Cessna 150L (2 fatal), an Instructor and student, impacted terrain during takeoff climb - loss of power and loss of control indicated; a Piper PA-28 (2 fatal) on a night VFR x-c flight encountered IFR conditions and impacted trees and the ground; a Piper PA-28 impacted terrain on a night flight to Las Vegas - encountering IFR conditions; a Piper PA-18 collided with powerlines on a day VFR flight; A Bellanca 7GCBC aircraft crashed on a day VFR x-c flight - an outer wing failure indicated; and another Bellanca 7GCAA crashed due to loss of control following a tailwheel shimmy during a glider-tow operation; an Amateur-built Lambert Variez aircraft crashed during the pilot's test of an installed speed brake; and a Piper PA-18 collided with power lines on a VFR flight.
The October accidents indicate loss of control associated with aircraft and weather factors, along with doubtful flight planning and en route weather knowledge and awareness. Icing conditions, which can appear at any time of the year, seem to be a particular problem to pilots. Knowing the freezing level in weather and how to avoid the icing conditions is of the utmost importance. Pilots should learn how to use all the available weather, and weather-forecasting services, prior to and during en route flight. And, in spite of advanced instrumentation and the services available, pilots will always have to make the decision to fly or stay, or to choose an alternate, or land at the first available airport - and it may not be easy.
Thanks for listening. R.S.
Therewere 74 accidents (4 incidents)( 3 non-U.S. accidents) of which 23 were fatal accidents accounting for 48 fatalities. One fatal accident occurred in Venezuela, accounting for 2 fatalities; one fatal accident occurred in Switzerland, accounting for 2 fatalities; and one Beech D55 accident (1 fatality) occurred near St.Croix, Virgin Islands - apparenty encountering IFR weather. Twenty fatal accidents occurred in the Continental U.S. accounting for 43 fatalities.
There were 4 Incidents during October - one, an Airbus 320 landing at Fargo, North Dakota with the nosegear turned 90 degrees, incurring minor damage; another, an Airbus received minor damage after landing when it struck a runway light at Chicago O'Hare Intl airport. In another incident, classified as a pilot deviation, a Cessna 525 made takeoff from Taxiway M, rather than Runway 36L, at Memphis Intl airport against Controller instructions. In the 4th incident a Bell Helicopter made a forced landing in the Gulf of Mexico.
There were 4 balloon landing accidents at Albuquerque, New Mexico - all during the International Balloon Fiesta, and all striking objects on landing (due to wind and gusts) resulting in one fatality, 7 serious injury, and one minor injury.
There was one amateur-built gyroplane accident (one fatal, one serious injury) due to engine failure and resulting in impact with trees. One glider crashed during day VFR maneuvering (one fatal). A formation flight of Yakovlev Yak50 aircraft landing atGillespie Field, El Cajon, CA. resulted in a collision of 2 aircraft on the landing runway; and a Piper PA-32R collided with a Cessna 152 in the traffic pattern at Farmingdale, New York - there were no injuries.
The remaining fatal accidents were a conglomeration of day and night flights - an interesting study of accident causes and safety aspects: To begin, there was a 10-fatal Cessna 208B Caravan propjet on a 402 mile VFR night flight (returning 9 skydivers from a skydiving event near Boise, Idaho to a home base in Shelton, Wa.) that crashed about 45 miles WSW of Yakima, WA. at about 4,300 ft. msl, just south of Mt. Ranier, in IFR weather. There were indications of a rapid descent (6,800 ft/min) from 8,900 ft. and a power-on impact with mountainous terrain at 4,300 ft. msl. Low clouds, misty rain, and low visibility were reported in the area of the accident site, and a hunter in the area observed the aircraft first on horizontal flight, followed by vertical flight. Icing and loss of control were indicated.
The FAA reported that no service was provided to the pilot, there was no flight plan, and there was no record of a preflight or other weather briefing. The report noted VFR weather conditions generally along the route of flight, but IFR conditions in the Cascade mountains and western foothills. There was an AIRMET for icing, low-level turbulence, and mountain obscuration. (I can't imagine a Commercial pilot based at Shelton, Wa. not being clued-in on the weather, in that area, particularly in October). This particular airplane was equipped with analog gauges and digital avionics, including autopilot, GPS, transponder, and de-icing boots. The Mode C transponder was operating and FAA radar was tracking the airplane and observed the target, first at 14,400 ft, then at 13,000 ft, and then 8,900 ft, all in a matter of seconds. The NTSB and Cessna Aircraft are investigating the accident. In armchair analysis (based on what has been reported), I would have to say, in spite of the analog and digital instrumentation of the airplane, that this pilot demonstrated how not to conduct a VFR night x-c flight.
A second accident (5 fatal) involved a Beech A36 forced landing on takeoff and impact with power lines during variable direction and velocity of high winds and gusts. The aircraft was unable to gain altitude and maintain climb speed. Witnesses reported a rough engine. The pilot was IFR qualified and an IFR flight plan had been filed. Visual flight conditions existed. I wonder if this airplane was overloaded.
The remaining fatal accidents (11) involved an Aero Commander 560F (4 fatal) that impacted terrain after takeoff with a possible engine failure; a Rathyeon C90A (3 fatal) on a night VFR Medical flight which crashed during en route descent; a Cessna 310N (2 fatal) at 13,000 ft in icing conditions with an engine problem; a Cessna 150L (2 fatal), an Instructor and student, impacted terrain during takeoff climb - loss of power and loss of control indicated; a Piper PA-28 (2 fatal) on a night VFR x-c flight encountered IFR conditions and impacted trees and the ground; a Piper PA-28 impacted terrain on a night flight to Las Vegas - encountering IFR conditions; a Piper PA-18 collided with powerlines on a day VFR flight; A Bellanca 7GCBC aircraft crashed on a day VFR x-c flight - an outer wing failure indicated; and another Bellanca 7GCAA crashed due to loss of control following a tailwheel shimmy during a glider-tow operation; an Amateur-built Lambert Variez aircraft crashed during the pilot's test of an installed speed brake; and a Piper PA-18 collided with power lines on a VFR flight.
The October accidents indicate loss of control associated with aircraft and weather factors, along with doubtful flight planning and en route weather knowledge and awareness. Icing conditions, which can appear at any time of the year, seem to be a particular problem to pilots. Knowing the freezing level in weather and how to avoid the icing conditions is of the utmost importance. Pilots should learn how to use all the available weather, and weather-forecasting services, prior to and during en route flight. And, in spite of advanced instrumentation and the services available, pilots will always have to make the decision to fly or stay, or to choose an alternate, or land at the first available airport - and it may not be easy.
Thanks for listening. R.S.
Monday, September 17, 2007
July - August 2007 Aircraft Accidents
Hi Readers: Back from the hospital - a huge bit of vertigo and a spiking blood pressure caught me unawares. Now I'll finish what I started. Looks like July and August 2007 were two months of aircraft accidents and incidents indicating some very bad judgment and failure to follow the rules. The weather played a part, too. NTSB is still investigating.
There were 72 aircraft accidents and 5 incidents in August compared to 199 accidents and 3 incidents in July. The fatal accidents in August totaled 26, with 55 fatalities, compared to 39 fatal accidents, with 73 fatalities (not including the Brazilian airline fiasco, taking 186 lives) in July.
The record for August indicates an improvement until we look at the type and nature of the accidents. And, as we go along, we'll keep in mind the question, "could these accidents and incidents have been prevented?". Although it will take a detailed study and review to know why and how, the answer, of course, is a resounding yes.
The flying hours for each month, which at this point would still be estimated, would indicate a slight increase in the accident rate. The incidents and the fatal accidents, however, give us the insight that we need, since the incident is the beginning of an accident and the fatal accident has reached and passed its reality.
Without going into the details, both the July and August incidents indicated pilot error, local and ground control errors, as well as poor coordination in the taxi, takeoff, and landing operations. All of the operations occured in daylight and during VFR conditions.
The July and August accidents occured worldwide, with the majority being in the continental U.S., with Alaska accounting for 8 accidents in July and 11 accidents in August.
The fatal accidents, particularly in Alaska, are revealing of multiple errors:
Weather Involved: July 2007 - 9 , August 2007 - 4
Pilot Error (Loss of control, etc.): Jul - 13 ; Aug 9
Engine Failure: Jul - 1 ; Aug 2
Experimental / Amateur failures: Jul 1 ; Aug - 5
Unknown / Unreported: Jul - 10 ; Aug - 2
Inflight Fire: Jul 1 ; Aug - 0
Medical Flight: Jul - 1 ; Aug - 1
Suicide: Jul - 0 ; Aug - 1
Uncertificated Flight: Jul - 0; Aug - 1
Helicopter tail rotor failure: Jul - 1 ; Aug - 1
Helicopter collision: Jul - 1 ; Aug - 0
The collision of 2 TV Channel news helicopters in Phoenix, AZ while watching a police persuit on the ground, as unusual as it was, showed inattention in flight and poor coordination of operations (in fact there were a total of five helicopters in the air in the same operation).
There were two fatal Part 135 sightseeing tour accidents out of Ketchikan, Alaska, one in July and one in August, both DeHavilland DHC-2 aircraft. Both directly involving VFR operations in IFR conditions of rain, fog, low clouds, and strong downdrafts. The July accident resulted in 5 fatalities and 4 serious injuries, and the August accident in 5 fatalities.
We will hope for better results in September. Thanks for listening.
RS
There were 72 aircraft accidents and 5 incidents in August compared to 199 accidents and 3 incidents in July. The fatal accidents in August totaled 26, with 55 fatalities, compared to 39 fatal accidents, with 73 fatalities (not including the Brazilian airline fiasco, taking 186 lives) in July.
The record for August indicates an improvement until we look at the type and nature of the accidents. And, as we go along, we'll keep in mind the question, "could these accidents and incidents have been prevented?". Although it will take a detailed study and review to know why and how, the answer, of course, is a resounding yes.
The flying hours for each month, which at this point would still be estimated, would indicate a slight increase in the accident rate. The incidents and the fatal accidents, however, give us the insight that we need, since the incident is the beginning of an accident and the fatal accident has reached and passed its reality.
Without going into the details, both the July and August incidents indicated pilot error, local and ground control errors, as well as poor coordination in the taxi, takeoff, and landing operations. All of the operations occured in daylight and during VFR conditions.
The July and August accidents occured worldwide, with the majority being in the continental U.S., with Alaska accounting for 8 accidents in July and 11 accidents in August.
The fatal accidents, particularly in Alaska, are revealing of multiple errors:
Weather Involved: July 2007 - 9 , August 2007 - 4
Pilot Error (Loss of control, etc.): Jul - 13 ; Aug 9
Engine Failure: Jul - 1 ; Aug 2
Experimental / Amateur failures: Jul 1 ; Aug - 5
Unknown / Unreported: Jul - 10 ; Aug - 2
Inflight Fire: Jul 1 ; Aug - 0
Medical Flight: Jul - 1 ; Aug - 1
Suicide: Jul - 0 ; Aug - 1
Uncertificated Flight: Jul - 0; Aug - 1
Helicopter tail rotor failure: Jul - 1 ; Aug - 1
Helicopter collision: Jul - 1 ; Aug - 0
The collision of 2 TV Channel news helicopters in Phoenix, AZ while watching a police persuit on the ground, as unusual as it was, showed inattention in flight and poor coordination of operations (in fact there were a total of five helicopters in the air in the same operation).
There were two fatal Part 135 sightseeing tour accidents out of Ketchikan, Alaska, one in July and one in August, both DeHavilland DHC-2 aircraft. Both directly involving VFR operations in IFR conditions of rain, fog, low clouds, and strong downdrafts. The July accident resulted in 5 fatalities and 4 serious injuries, and the August accident in 5 fatalities.
We will hope for better results in September. Thanks for listening.
RS
Sunday, July 22, 2007
Aviation's Big Picture - The Air Travelers Future
Hi Readers:
Let's take a good look at the total aviation picture of General Aviation (GA) and Air Carrier (the Airlines) to see how we have performed in the past and what is indicated for t he future, particularly for the air traveler. I have taken figures comparing 1986 and 2006, two representative years following the deregulation of the Airlines by the Civil Aeronautics Board (which was abolished in its entirety in 1984). The figures are as stated, researched from the FAA, Department of Transportation, NTSB, NBAA, and the ATA. I must say that the effort to get factual figures was not easy. 1990 was the first year of Recreational Flying, and 2005 was the first year of Sport Flying - therefore, they are not covered here.
___Certificated Pilots___
...........................1986...............2006
Students................150,273.............91,200
Private.................305,736............243,300 Commercial..............147,791............126,900
Air Transport Pilot-ATP..87,186............146,000
Students................150,273.............91,200
Private.................305,736............243,300 Commercial..............147,791............126,900
Air Transport Pilot-ATP..87,186............146,000
Helicopter................8,581..............8,830
Flight Instructor-CFI....57,355.............91,343
Flight Instructor-CFI....57,355.............91,343
Other *..................18,125.............21,210
Total...................709,118............637,440
* The Other category represents Glider, Balloon, and Lighter-than-Air
Analysis -
- Student pilot numbers are low, the progression from Private to ATP begs further study.
- Private pilot numbers decreased about 20% while Commercial and ATP combined decreased 25%.
- ATP pilot certification have increased steadily since 1932.
- Other category has increased steadily since 1960 - probably due to a greater Glider/Ultralight population.
- FAA estimated 324,000 instrument rated pilots in 2006. These would include Private, Commercial, ATP and Helicopter pilots.
- Certificated Flight Instructors - CFIs - have increased steadily since 1960, the first year counted.
- AOPA says that 20% of all pilots are actively employed.
__GA Aircraft__
...........................1986...............2006
Piston..................195,647............162,110
Turboprop.................5,964..............7,500
Turbojet..................4,480..............9,200
Rotorcraft................6,943..............7,080
Other.....................7,010.............16,120
Total...................220,044............223,100
__Air Carrier Aircraft__
...........................1986...............2006
Piston......................420..................0
Turboprop.................1,204..............1,057
Turbojet..................3,283..............4,883
Rotorcraft....................2..................0
Total.....................4,909..............5,940
The actual Air Carrier numbers for 2006 were hard to come by, considering the estimates used by the sources. Estimates of the Commercial fleet involved Regional Carriers and includes 3,886 air carrier passenger aircraft, 997 mainline air cargo, and 2,743 regional aircraft - jets, turboprop, and piston aircraft.
The 2006 mainline Carriers passenger jet fleet dropped by 39 since the year 2000, but the mainline cargo fleet increased to 997 in 2006. Regional carrier jet numbers have increased, while turboprop and pistons have declined in numbers. It is estimated that the total jet numbers will increase by 3,886 to 6,041 in 2020.
__Aircraft Production__
U.S. GA aircraft production, reported by the General Aviation Manufacturers Association (GAMA), for 2006 were shipments of 3,146 aircraft - a 10.1% increase over 2005. All aircraft shared in this increase; jet aircraft was up 15.5%; piston aircraft was up 9.2%, and turboprop aircraft was up 6.7%.
Aircraft Billings for 1986 were: SE Piston - $81,218, ME Piston $311,594, Turboprop $1,720,000, and Turbojet $5,811,475. Billings for 2005 (2006 not available) were Piston $805
million, Turboprop$1,174 million, and Turbojet $13,161 million.
__ Total Flying Hours__
...........................1987...............2006
General Aviation.....26,972,000.........28,330,000
Air Carrier..........10,315,000.........18,900,000
Low-cost carrier passengers yield increased 10.3% in 2006, while whole network carriers passenger yield increased only 8.7%.
The future of Regional Carriers is closely tied to the fortunes of the larger network carriers for whom they provide feed at major air carrier airports.
__ Total Passengers__
(in millions)
...........................1986.........(est)2006
General Aviation..........118.9.............120.0
Air Carrier...............418.5.............659.0
Total.....................537.4.............779.0
Passengers for Air Carriers in 2007 is estimated to be 661 million.
Revenue passenger enplanements for 2006 was $ 744,586,000.
.
.
__ Fuel Consumption __
(in millions of gallons)
(in millions of gallons)
.
...........................1986...............2006
.
General Aviation..........113.5............1,331.2
Air Carrier............13,682.3...........19,285.6
Total cost.............$7,631.3..........$37,862.9
Cost per gallon...........$0.56..............$1.96
.
.
__ Forecast - Air Travel Passengers __
.
The FAA 2007 - 2020 Forecast predicts 768 million passengers in 2007, more than one billion by 2015, and 1.2 billion by 2020.
General Aviation flying hours are expected to increase 59% by 2020.
Sunday, June 10, 2007
Correction of Accidents -Safety - NTSB
Hi - Pilots and Readers: Today I must correct the figures in my last post on Accidents - Safety - Traffic Delays. My apology. The errors were either typographical or I'm working too hard. The May 2007 aircraft accidents reported was 74 instead of 47, resulting in 32 fatal accidents and 50 fatalities. This was a considerable improvement over April 2007 with 6 in-
cidents, 120 accidents, 31 of which were fatal accidents with 71 fatalities. In my thinking, this is not a good record of safety. No wonder the NTSB Investigators are behind in their reports. So you see we have much work to do. I'll check to see what we did wrong and give you a report.
cidents, 120 accidents, 31 of which were fatal accidents with 71 fatalities. In my thinking, this is not a good record of safety. No wonder the NTSB Investigators are behind in their reports. So you see we have much work to do. I'll check to see what we did wrong and give you a report.
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