Note: Figures are preliminary as of Jan. 5, 2004. All five-year averages have been rounded, so totals sometimes do not equal the sum of averages.
Source: Transportation Safety Board of Canada
helicopters were grouped together in the fatal-accident category) were involved in fatal accidents in 2003 and the same num-ber in 2002, compared with an annual average of five in the 1998–2002 period. There were no fatal accidents involving business aircraft in 2003, compared with one in 2002 and an annual average of three in the 1998–2002 period. The fatal-accident total in all categories was 29 in 2003, 28 in 2002 and an annual average of 33 in the 1998–2002 period (table 2).
For all Canadian-registered aircraft in-
volved in reportable incidents in 2003 (a total of 649), the type of first event in the incident was categorized (table 3).
“declared emergency” was the category with the most aircraft involved (226, com-pared with 232 in 2002 and an annual average of 194 in the 1998–2002 period). Within that category in 2003, there were 31 aircraft involved in reportable incidents of landing gear failure, 24 in incidents of hydraulic failure, 10 in incidents of electri-cal failure, 72 in incidents of other compo-nent failure and 89 in “other” incidents.
“Risk of collision/loss of separation” was the incident type with the second-
largest number of aircraft involved in
2003 (199, compared with 273 aircraft in 2002 and an average of 246 aircraft per year in the 1998–2002 period). Within that category in 2003, 106 aircraft were
involved in reportable incidents de-
scribed as “air traffic services events” (compared with 171 aircraft in 2002 and an average of 143 aircraft per year in the 1998–2002 period).
[FSF editorial note: The data in this article
are derived from tables published on the
transportation Safety Board of Canada internet site at <www.tsb.gc.ca/en/stats/ air/2003_dec/index.asp>.]
Note
1. all data were preliminary as of Jan. 5,
2004.
Leadership Is Essential to
“Winning the Risk Game”
Leaders often make the difference in the outcome — if they understand the rules of the risk-management game, suggests the author of How Safe Is Safe Enough? 中国航空网 www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：Stabilized Approach And Flare Are Keys to Avoiding Hard Land(41)
