KEY SAFETY TRENDS INGENERAL AVIATION

AEROSPACE DESIGN WORKSHOPBEIJING, CHINA

30.NOV.2016

AVIATION SAFETY IN THE U.S.

AviationRegulators

AccidentInvestigators

AviationCommunity

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

1960

1962

1964

1966

1968

1970

1972

1974

1976

1978

1980

1982

1984

1986

1988

1990

1992

1994

1996

1998

2000

2002

2004

2006

2008

2010

Fatal AccidentsAccidents

U.S. GENERAL AVIATION ACCIDENTSSource: FAA GA Accident Data, U.S.

2015 US GAJSC PARETOSOURCE: NTSB AVIATION ACCIDENT AND INCIDENT DATABASE 2008 – 2015 (NOTE: AS OF 21 NOV 2015)

5Federal AviationAdministration

Updated GAJSC Pareto and 2001-2011 TrendsMarch 13, 2012

5

Controlled Flight Into Terrain

0.230.24

0.22

0.25

0.23

0.19

0.17

0.130.12

0.08

0

0.05

0.1

0.15

0.2

0.25

0.3

2001 2002 2003 2004 2005 2006 2007 2008 2009 2010

Rate

per 1

00,00

0 Fligh

t Hou

rs

Rate3 Year Moving Average

GAJSC GA Accident Rate CY2001 – CY2010, CFITSource: NTSB Aviation Accident/Incident Database. FAA GA Survey Data 2001 – 2010.Note: 66% of fatal accidents have been finalized for 2010.

High/Low Δ = 0.17

Linear Slope = -0.0176

2015 US GAJSC PARETOSOURCE: NTSB AVIATION ACCIDENT AND INCIDENT DATABASE 2008 – 2015 (NOTE: AS OF 21 NOV 2015)

AEROPLANE STALL SPIN

AEROPLANE STALL SPIN

AEROPLANE STALL SPIN

AEROPLANE STALL SPIN

AEROPLANE STALL SPIN

EXAMPLE: LOSS OF CONTROLCS-23.2145 Stall characteristics, stallwarning, and spins

(a) The aeroplane must have controllable stall characteristics instraight flight, turning flight, and accelerated turning flight with aclear and distinctive stall warning that provides sufficient margin toprevent inadvertent stalling.(b) Levels 1 and 2 aeroplanes and level 3 single-engine aeroplanes,not certified for aerobatics, must

(1) Not have a tendency to inadvertently depart controlledflight; or(2) Have a benign behaviour when departing controlledflight; or(3) Have a system preventing departure from controlledflight.

(c) Level-3 multi-engine and all level-4 aeroplanes, not certified foraerobatics, must not have a tendency to suffer a loss of controlafter a likely critical loss of thrust.(d) Aeroplanes certified for aerobatics must have controllable stallcharacteristics and the ability to recover within one and one-halfadditional turns after initiation of the first control action from anypoint in a spin, not exceeding six turns or any greater number ofturns for which certification is requested, while remaining withinthe operating limitations of the aeroplane.(e) Aeroplanes intended for aerobatics have the ability to recoverfrom any manoeuvre, without exceeding limitations or exhibitingunsafe characteristics.

ASTM GENERAL AVIATION WORKSHOPS

• In-Flight Loss of Control Workshop• Orlando, FL - 26 October 2016

EXAMPLE: LOSS OF CONTROL

2015 US GAJSC PARETOSOURCE: NTSB AVIATION ACCIDENT AND INCIDENT DATABASE 2008 – 2015 (NOTE: AS OF 21 NOV 2015)

EXAMPLE: FUEL MISMANAGEMENT

• Running Out of Fuel• Fuel Operational Errors

2015 US GAJSC PARETOSOURCE: NTSB AVIATION ACCIDENT AND INCIDENT DATABASE 2008 – 2015 (NOTE: AS OF 21 NOV 2015)

Federal AviationAdministration 18

Decreased from 1.03

Federal AviationAdministration

19

Federal AviationAdministration 20

Decreased from 1.03

PATH INTO THE FUTUREEliminate Loss of Control & Increase Crashworthiness

CONTACT INFORMATIONGregory J. Bowles (gbowles@gama.aero)Vice President, GAMA Global Innovation & PolicyChairman, ASTM F44, General Aviation Aircraft Committee

General Aviation Manufacturers Association1400 K St. NW Ste. 801Washington, DC 20005USA+1.202.393.1500www.GAMA.aero

ASTM International100 Barr Harbor Drive

PO Box C700West Conshohocken, PA 19428-2959

USA+1.610.832.9585

www.ASTM.org