**APPENDIX A**

**METHODOLOGY FOR THE 2000 GENERAL AVIATION AND AIR TAXI ACTIVITY
(GAATA) SURVEY**

1.  **Overview**

In 1993, the name of the General Aviation Activity (GAA) Survey was
changed to the General Aviation and Air Taxi Activity (GAATA) Survey to
reflect that the survey does include air taxi aircraft. Any aircraft
identified as a commuter was excluded from the survey results. The
number of computed aircraft types was expanded from 13 to 19. The
following new use categories have also been added: sightseeing and
external load in 1993, public use in 1996 and medical in 1999. In 2000,
public use was taken out as a separate question from other aircraft use
categories because it was not mutually exclusive with the other use
categories. Beginning in the 1999 survey, the survey excluded a
catch-all 'other' category as previous year surveys had. The survey
methods used for the 2000 survey are identical to those used in previous
surveys, with the exception that a non-respondent telephone survey was
not conducted and therefore not used to adjust active aircraft and hours
flown estimates. It was recommended that the non-respondent telephone
survey be discontinued because of the variability of telephone
non-respondent factors as a result of the inability to implement the
survey correctly. (see section 5.2, Adjustment of the 2000 GAATA Survey
Data, on page A-14).

1.  [Purpose of Survey]{.underline}

The purpose of the 2000 General Aviation and Air taxi Activity (GAATA)
Survey is to provide the Federal Aviation Administration (FAA) with
information on the activity of the general aviation and air taxi fleets.
The information obtained from the survey enables the FAA to monitor the
general aviation fleet so that it can, among other activities,
anticipate and meet demand for National Airspace System (NAS) facilities
and services, assess the impact of regulatory changes on the fleet, and
implement measures to assure the safe operation in the airspace of all
aircraft.

2.  [Background]{.underline}

Prior to the current survey method, the FAA used the Aircraft
Registration Eligibility, Identification, and Activity Report, AC Form
8050-73, to collect data on general aviation activity. The form was sent
annually to all owners of civil aircraft in the United States and served
two purposes: (1) Part 1 was the mandatory aircraft registration
revalidation form, and (2) Part 2 was voluntary and applied to general
aviation aircraft only, asking questions on the owner-discretionary
characteristics of the aircraft such as flight hours, avionics
equipment, base location, and use. The FAA used this information to
estimate aircraft activity.

In 1978, the FAA replaced AC Form 8050-73 with a new system: Part 1 was
replaced by a triennial registration program. In January 1978, the FAA
implemented a new procedure, known as triennial revalidation, for
maintaining its master file. Instead of requiring all aircraft owners to
revalidate and update their aircraft registration annually, FAA only
required revalidation for those aircraft owners who had not contacted
the FAA registry for three years. This less frequent updating of the
master file affected its accuracy and representativeness:

1)  the accuracy of current owners and their addresses has deteriorated;

2)  the master file combined a residue of aircraft which, under the old
    revalidation system, would have been reregistered and purged from
    the file but now remain under the new system.

Part 2 was replaced by the annual General Aviation Activity Survey, FAA
Form 1800-54. The 2000 version of Form 1800-54 is shown in Figure A.1.
The survey is conducted annually, based on a statistically selected
sample of aircraft, and it requests the same type of information as part
2 of AC Form 8050-73. The first survey took place in 1978, collecting
data on the 1977 general aviation fleet. The 2000 statistics in this
report were derived from the twenty-third survey, which was implemented
in 2001. Benefits resulting from the new system of data collection
include quicker processing of the results, improved data quality, and
considerable savings in time and money to both the public and the
Federal Government.

2.  **SURVEY COVERAGE**

    1.  [Aircraft]{.underline}

The 2000 General Aviation and Air Taxi Activity (GAATA) Survey covers,
through a stratified probability sample, all civil aircraft registered
with the FAA except those operated under Federal Aviation Regulations
(FAR) Part 121 as defined in Part 119. These regulations govern
operators carrying passengers and cargo for hire. They apply to
scheduled operations with ten or more passengers and turbojet operations
regardless of the number of passengers. They also apply to supplemental
(unscheduled passenger or cargo) operations with more than 30 seats
and/or a payload capacity of more than 7,500 pounds. Thus, the survey
includes aircraft operating under:

Part 91: General operating and flight rules.

> Part 125: Certification and operations: Airplanes having a seating
> capacity of 20 or more passengers or a maximum payload capacity of
> 6,000 pounds or more (but not for hire.)
>
> Part 133: Rotorcraft external load operations.
>
> Part 135: On-demand (air taxi) and commuter operations not covered by
> Part 121.
>
> Part 137: Agricultural aircraft operations.

Certain aircraft meeting the above criteria have been excluded from the
survey. This group includes N-numbers registered to manufacturers but
not associated with a completed aircraft, aircraft in the process of
being sold or with registration pending prior to 2000, aircraft with
known invalid addresses that have had an invalid address on the registry
for more than ten years, destroyed aircraft, aircraft that are museum
pieces and aircraft for which not enough information was available to
categorize them properly for sampling purposes.

2.  [Geographic]{.underline}

The sample survey covers general aviation and air taxi aircraft
registered within the United States Aircraft Registry as of December 31,
2000. Over 99 percent of these aircraft are registered to owners living
in the 50 states; the District of Colombia; Puerto Rico; and other U.S.
territories, which include American Samoa, Guam, and the Virgin
Islands.[^1]

3.  [Content]{.underline}

The survey questionnaire, FAA Form 1800-54 shown previously in Figure
A.1, requests the aircraft owner to provide the following information on
the sampled aircraft's characteristics and uses for various periods:

1)  Total hours flown and hours flown by use

2)  IFR hours, percentage of hours flown in Instrument Meteorological
    Conditions (IMC) and Visual Meteorological Conditions (VMC) during
    the day and evening,

3)  fuel type,

4)  number of landings for the entire calendar year 2000

5)  airframe hour reading and the aircraft's base location as of
    December 31, 2000;

6)  And starting in 2000, information about fractional ownership

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3.  **SURVEY METHOD**

The survey data was collected through mailing the questionnaire to the
owners of the sampled aircraft in three mailings. In 2000, an Internet
component was included in the survey. Sampled aircraft were sent a
postcard inviting them to participate in an Internet version of the
survey. The postcard was sent out on April 5, 2001 and the Internet
component continued through August 15, 2001. The response rate for the
Internet portion of the survey was 16.4%. The first questionnaire
mailing, sent out on April 24, 2001, covered all 31,039 aircraft in the
sample and had a response rate of 25.3 percent, as shown in Table A.1.
This accounted for approximately 75 percent of the total responses to
the survey. The second mailing was sent on June 1, 2001 and included
only those aircraft in the sample that had not yet responded to the
survey and were not part of the non-active sample. The second mailing
had a response rate of 13.2 percent, which accounted for approximately
15 percent of the total responses to the survey. The third mailing on
July 10, 2001 was sent to owners of the sampled aircraft who had not
responded to the first or second mailings as of a June 29, 2001. The
third mailing produced a response rate of 11 percent, or approximately
ten percent of the total responses to the survey. The overall survey
responses resulted in a response rate of 52.5 percent.

TABLE A.1 SUMMARY OR RESPONSE INFORMATION

  ---------------------- ----------------------- -------------------------- --------------------- -------------------------
  **[\                   **[VALID\               **[\                       **[RESPONSE           **[% TOTAL\
  PHASE]{.underline}**   SAMPLE]{.underline}**   RESPONSES]{.underline}**   RATE]{.underline}**   RESPONSE]{.underline}**

  Internet               31,039                  5,081                      16.4%                 33.7%

  1^ST^ Mailing          27,452                  6,948                      25.3%                 43.3%

  2^nd^ Mailing          19,158                  2,534                      13.2%                 15.8%

  3^rd^ Mailing          15,339                  1,638                      10.7%                 10.2%

  TOTAL:                 30,531[^2]              16,044^4^                  52.5%                 100.0%
  ---------------------- ----------------------- -------------------------- --------------------- -------------------------

The Postcard Invitation to the Internet Component is shown in Figure
A.2. Each of the three mailings was accompanied by a cover letter, shown
respectively in Figures A.3, A.4, and A.5 at the back of this appendix.

In 2000, the survey contractor also worked with General Aviation
Associations to obtain correct address information. If a questionnaire
was returned because of an incorrect address in the first mailing,
association databases were used to update the record if a match was
located.

4.  **SAMPLE DESIGN**

    1.  [Sample Frame and Size]{.underline}

The FAA Mike Monroney Aeronautical Center in Oklahoma City maintains the
Aircraft Registration Master File, which is the official record of
registered civil aircraft in the United States.

The sample frame is made up of all aircraft identified as general
aviation in the master file (according to the definition in Section
2.1), with the following exception:

1)  aircraft registered to dealers;

2)  aircraft with "Sale Reported" or "Registration Pending" appearing in
    the record instead of the owner's name if changed to this status;

3)  aircraft with a known, inaccurate owner's address;

4)  aircraft with missing state of registration, aircraft
    make-model-series code, or aircraft type information; and

For calendar year 2000, the sample frame consisted of 256,927 general
aviation aircraft records from which 31,039 records were sampled,
yielding a 12.1 percent sample, very similar to prior years. However, it
was decided that excluding all aircraft with invalid addresses was most
likely underestimating the GA fleet. Therefore, starting in 1999, a
distinction was made between the sample frame and the GA population. The
GA population would include aircraft with invalid addresses that had
become invalid within the last ten years because of the high probability
that the majority of these aircraft are still flying. It was also
decided to include aircraft that were changed to the status 'sale
reported' or 'registration pending' within the survey year as these
aircraft were most likely part of the GA population at least for some
time during the survey year. Table A.2 shows, by aircraft type, the
distribution of the sample compared to that of the sample frame and the
estimated population. This clearly demonstrates the disproportionality
of the sample to the population, an intended result of the sample design
to gain efficiency and to control errors for the key design variable,
hours flown.

1.  [Description of Sample Design]{.underline}

The sample design employed was a stratified, systematic design from a
random start. The sample was selected from a two-way stratified frame
matrix. The two stratification criteria were:

1)  region of aircraft registration, and

2)  aircraft type

The 9 levels of the region criterion and the 19 levels of aircraft type
yielded a matrix of 9 by 19 or 171 cells (strata) among which the frame
was divided for sampling.

The FAA's primary requirement is for estimates of average annual flight
hours per aircraft, necessitating optimal determination of sample sizes
based on flight hour variation by region and by aircraft type, and not
on population. Hence, the sample was not proportional to size, but
instead sought to optimize the precision of hours flown in each cell.
Sample units were randomly selected within individual cells, yielding a
final sample size of 31,039 aircraft.

TABLE A.2 SAMPLE AND POPULATION\
DISTRIBUTION BY AIRCRAFT TYPE

  --------------------- --------------------------- ----------------------- --------------------- ---------------------------
  **[\                  **[APPROXIMATE\             **[RECORDS VALID FOR    **[SAMPLE\            **[SAMPLE AS % OF\
  TYPE]{.underline}**   POPULATION]{.underline}**   SAMPLE]{.underline}**   SIZE]{.underline}**   POPULATION]{.underline}**

  **Fixed Wing --                                                                                 
  Piston**                                                                                        

  1 Engine: 1-3 Seats   67,257                      57,725                  9,572                 14.2%

  1 Engine: 4+ Seats    125,474                     114,148                 8,143                 7.0%

  2 Engine: 1-6 Seats   17,174                      14,903                  1,480                 8.6%

  2 Engine: 7+ Seats    8,525                       7,100                   1,667                 19.5%

  Piston: Other         307                         190                     190                   61.9%

                                                                                                  

  **Fixed                                                                                         
  Wing-Turboprop**                                                                                

  1 Engine: Total       792                         792                     340                   42.9%

  2 Engine: 1-12 Seats  4,131                       3,912                   906                   21.9%

  2 Engine: 13+ Seats   1,351                       1,351                   308                   22.8%

  Turboprop: Other      97                          92                      92                    94.8%

                                                                                                  

  **Fixed Wing --                                                                                 
  Turbojet**                                                                                      

  2 Engine              6,777                       6,777                   1,044                 15.4%

  Turbojet: Other       987                         927                     203                   20.6%

                                                                                                  

  **Rotorcraft**                                                                                  

  Piston                4,396                       3,482                   1,085                 24.7%

  1 Engine: Turbine     4,824                       4,589                   1,476                 30.6%

  Multi-Engine: Turbine 1,056                       1,056                   289                   27.4%

                                                                                                  

  **Other Aircraft**                                                                              

  Gliders               3,043                       2,681                   491                   16.1%

  Lighter-than-Air      6,997                       5,556                   1,427                 20.4%

                                                                                                  

  **Experimental**                                                                                

  Amateur               31,994                      25,569                  1,364                 4.3%

  Exhibition            2,806                       2,495                   430                   15.3%

  Other                 2,280                       2,032                   532                   23.3%

  **TOTAL:**            **290,269**[^3]             **256,927**[^4]         **31,039**            **10.7%**
  --------------------- --------------------------- ----------------------- --------------------- ---------------------------

Initially, each aircraft in the sample was given a weight which was the
inverse of its cell's sampling fraction, and which corresponded to the
number of aircraft in the population (as opposed to the sample frame as
in previous years surveys) represented by that aircraft. When all
responses to the survey were tallied, each weight was adjusted according
to the response rate for the cell. If a returned survey for an aircraft
did not answer any of the survey questions, they were counted as a
non-respondent. Other non-respondents include surveys returned by the
postmaster as undeliverable, owner deceased, or refusals. A returned
survey for an aircraft was only counted as a respondent if it answered
one of the following two key questions, if the aircraft was flown or the
hours the aircraft was flown in 2000.

The weight adjustment is described as follows:

1)  non-respondents' weights were changed to zero; and

2)  the weights of all responding aircraft were adjusted uniformly by
    dividing the initial weight by the response rate for the cell.

This method of weight adjustment has several attributes. It actually
incorporates the response rates into the final weights and simplifies
estimation procedures.

1.  [Error]{.underline}

Errors associated with estimates derived from sample survey results fall
into two categories: sampling and non-sampling errors. Sampling errors
occur because the estimates are based on a sample rather than the entire
population.

Non-sampling errors arise from a number of sources such as non-response,
inability or unwillingness of respondents to provide correct
information, differences in interpretation of questions, mistakes in
recording or coding the data obtained, and others. The following
sections discuss the two types of errors.

2.  [Sampling Error]{.underline}

In a designed survey, the sampling error associated with an estimate is
generally unknown, but a measurable quantity, known as the standard
error, is often used as a guide to the potential magnitude of sampling
error. The standard error measures the variation which would occur among
the estimates from all possible samples of the same design from the same
population. It measures the precision with which an estimate
approximates the average result of all possible samples or the result of
a survey in which all elements of the population were sampled.

Through sample design techniques, the statistician can control the sizes
of standard errors on a few key variables, known as design variables, in
the survey. The design variables in the GAATA Survey are the average
annual hours flown per aircraft by aircraft type and by region of
aircraft registration. The sample is designed to produce standard errors
on these variables at levels specified by the FAA. No controls are
placed on the standard errors of the non-design variables.

An estimate and its standard error make it possible to construct an
interval estimate with the prescribed confidence that the interval will
include the average value of the estimate from all possible samples of
the population. Table A.3, on the following page, shows selected
interval widths and their corresponding confidence.

TABLE A.3 CONFIDENCE OF INTERVAL ESTIMATES

  ----------------------------------- -----------------------------------
  **[WIDTH OF INTERVAL]{.underline}** **APPROXIMATE CONFIDENCE\
                                      THAT INTERVAL INCLUDES\
                                      [AVERAGE VALUE]{.underline}**

  1 Standard error                    68%

  2 Standard error                    95%

  3 Standard error                    99%
  ----------------------------------- -----------------------------------

Every estimate resulting from a sample survey, whether it be for a
design or non-design variable, has sampling error associated with it.
The user of survey results must consider sampling error along with the
point estimate itself when making inferences or drawing conclusions
about the sample population. A large standard error relative to an
estimate indicates lack of precision and, inversely, a small standard
error indicates precision. To facilitate the comparison of estimates and
their errors, the tables in this publication display standard errors for
all estimated quantities. For the most part, the measure of precision
presented in this report is the relative standard error, which is merely
the ratio of the standard error to the estimate times 100 (to convert
the fraction to a percent). In addition to immediately communicating the
relative precision of the estimate, it allows ready comparison of the
survey\'' performance across variables. The following is an example of
how to use the relative standard error: from Table 2.1, a 95 percent
confidence interval for the number of active rotorcraft with piston
engines would be 2,564 plus or minus 2(23/100)(2,564) or the interval
between 1,384 and 3,743. One would say that with 95 percent confidence
that the number of active rotorcraft with piston engines lies somewhere
between 1,384 and 3,743. Another way of expressing this is that we are
highly confident (95 percent) that the number of active rotorcraft with
piston engines is within plus or minus 2(23.0) percent or 46.0 percent
of 2,564.

3.  [Non-Sampling Error]{.underline}

Sampling error can be reduced through survey design, however, the amount
of non-sampling error is difficult, if not impossible, to quantify in
any given design. There are, however, various techniques which can limit
non-sampling error.

Several of these techniques were incorporated into the design of the
GAATA Survey and are itemized below:

1)  A second and third mailing, including a prompting (reminder) letter,
    were sent to nonrespondents in addition to the original mailing in
    order to improve the response rate, since a low response rate is a
    major cause of non-sampling error.

2)  To assure the owners of the confidentiality of their responses, the
    questionnaire cover letter informed that:\
    \
    "The information you have provided in the past has never been
    published or released in any form that would reveal specific
    information reported by any individually identifiable respondent."
    [^5]

3)  Comprehensive editing procedures insured the accuracy of the data
    transcription to machine readable form and the internal consistency
    of responses.

4)  The official and most accurate source of information available on
    the general aviation and air taxi fleet, the FAA Aircraft
    Registration Master File, was used as the sampling frame.

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5.  RESPONSE RATE

The response rate for 2001 was 52.5% [^6]. Possible causes for the less
than 100% sample rate response include:

1.  The deterioration of the currency of aircraft owners' addresses in
    the Aircraft Registration Master File, the sample frame. This has
    caused a gradual increase in the percentage of PMRs. For the 2000
    Survey, at least 19% of the questionnaires had registry errors that
    limit survey return. These errors include post master returns, sold
    or destroyed aircraft, and air carriers.

2.  Repeated sampling of aircraft in two and possibly three or four
    successive years. Due to the design of the sample to achieve
    specified precision in estimates for states and aircraft type, it is
    impossible to avoid sampling some of the same aircraft in
    consecutive years. The repeated sampling of some aircraft has been
    exacerbated by the decreasing number of valid records on the
    Aircraft Registration Master File. Owners of such aircraft may have
    been less willing to respond. The re-design of the sampling
    technique may have somewhat mitigated the problem starting in 2000.

Table A.4, on the following page, reveals the responses by aircraft
type.

**TABLE A.4 RESPONSE RATE BY AIRCRAFT TYPE**

  ------------------------ -------------------------- ----------------------- ----------------------------- ---------------------
  **[TYPE]{.underline}**   **[SAMPLE]{.underline}**   **[NON QUALIFIED        **[RESPONSES]{.underline}**   **[RESPONSE
                                                      SAMPLE]{.underline}**                                 RATE]{.underline}**

  **Fixed Wing -- Piston**                                                                                  

  1 Engine: 1-3 Seats      9,572                      83                      5,308                         55.9%

  1 Engine: 4+ Seats       8,143                      54                      4,763                         58.9%

  2 Engine: 1-6 Seats      1,480                      15                      751                           51.3%

  2 Engine: 7+ Seats       1,667                      28                      644                           39.3%

  Piston: Other            190                        12                      91                            51.1%

                                                                                                            

  **Fixed Wing-Turboprop**                                                                                  

  1 Engine: Total          340                        4                       122                           36.3%

  2 Engine: 1-12 Seats     906                        13                      379                           42.4%

  2 Engine: 13+ Seats      308                        57                      69                            27.5%

  Turboprop: Other         92                         9                       23                            27.7%

                                                                                                            

  **Fixed Wing --                                                                                           
  Turbojet**                                                                                                

  2 Engine                 1,044                      111                     397                           42.6%

  Turbojet: Other          203                        11                      68                            35.4%

                                                                                                            

  **Rotorcraft**                                                                                            

  Piston                   1,085                      12                      473                           44.1%

  1 Engine: Turbine        1,476                      21                      556                           38.2%

  Multi-Engine: Turbine    289                        26                      109                           41.4%

                                                                                                            

  **Other Aircraft**                                                                                        

  Gliders                  491                        3                       291                           59.6%

  Lighter-than-Air         1,427                      17                      690                           48.9%

                                                                                                            

  **Experimental**                                                                                          

  Amateur                  1,364                      13                      817                           66.5%

  Exhibition               430                        1                       233                           54.3%

  Other                    532                        18                      260                           50.6%

  **TOTAL:**               **31,039**                 **508**                 **16,044**                    **52.5%**
  ------------------------ -------------------------- ----------------------- ----------------------------- ---------------------

1.  [Adjustments Based on a Telephone Survey of
    Nonrespondents]{.underline}

From the conduct of the first General Aviation Activity (GAAA) Survey in
1977 through the 1990 Survey year, the survey data were not adjusted to
account for nonrespondents (aircraft owners selected as part of the
survey sample but who chose not to complete and return the form). This
is because telephone surveys of nonrespondents conducted in 1977, 1978
and 1979 did not show any significant differences or inconsistencies
between respondents' and nonrespondents' replies. In 1980, the telephone
survey was discontinued as a cost-saving measure.

The GAATA Survey response rate has fallen from over 70 percent prior to
1980 to the 50 percent range in most years since 1983, and the number of
postmaster returns has greatly increased. Therefore, the FAA decided to
conduct a telephone survey of nonrespondents to the ratio of active
aircraft and inactive aircraft between mail respondents and telephone
respondents. Nonresponse adjustment factors derived from these survey
results have been applied to the GAA Survey up through 1995. In 1997, a
telephone survey of nonrespondents to the 1996 GAATA Mail survey was
conducted. In 1998, a telephone survey of nonrespondents to the 1997
GAATA Mail survey was conducted. This survey showed significant
differences between respondents and non-respondents to the mail survey.
This information was used to correct 1998 estimates for nonresponse
bias. The results of this telephone survey have also been integrated
into the 1991 through 1997 surveys to estimate more accurately active
aircraft and hours flown.

In 1999 this telephone survey was again conducted nationally to ask
non-respondents about active aircraft and hours flown. However, although
the methodology of the non-respondent survey is sound, it does not allow
for correct implementation because only a small percent of
non-respondents can be located. Furthermore, an analysis of the
estimates from the telephone survey show great variability over the
years compared to the much more stable mail survey estimates. The
difficulty in implementing the survey and variability of telephone
estimates resulted in the finding that the telephone survey was not a
constructive addition to the estimates. Therefore, the telephone
non-respondent survey was not used to adjust 2000 estimates and its
implementation has been discontinued as of this time.

![](media/image1.wmf)**Federal Aviation Administration**

**C/O PA Consulting Group**

**2711 Allen Blvd. Suite 200**

**Middleton, WI 53562**

***2000 General Aviation and Air Taxi Activity and Avionics Survey***

**(As of December 31, 2000)**

**[Instructions:]{.underline} [Aircraft Characteristics:]{.underline}**

-   Please answer questions for the aircraft shown to the right. If
    this\
    is not your aircraft, please check this box and return the survey\
    in the enclosed postage-paid envelope.

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-   Mark all answers in the spaces provided. Do not write outside the
    answer\
    spaces or make stray marks on the survey.

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-   Please fill out the survey as legibly as possible. When entering
    numbers,\
    use numbers that look like this:

Submission of this form is voluntary. The information provided will be
used only for statistical purposes and will not be published or released
in any form that would reveal specific information reported by an
individually identifiable respondent.

**When reporting aircraft activity, please report for
*[all]{.underline}* operators of this aircraft. If you do not know the
exact information for a particular question, please provide your best
estimate.**

**Q1 Was this aircraft flown in 2000? *(Check one)***

Yes Continue to Q2

No **Why was this aircraft inactive? *(Check one)***

Under restoration Destroyed Other

Under construction Sold

**Q2 In 2000, was this aircraft leased to an air carrier or operated
primarily as an air carrier (FAR Part 121 or 129)? *(Check one)***

Yes Do not complete the rest of this survey. Please return the form in
the enclosed postage-paid envelope.

No Please complete the rest of this survey.

**Q3 In 2000, was this aircraft leased to a commuter or operated
primarily as a commuter (FAR Part 135 operator performing scheduled
passenger service)? *(Check one)***

Yes

No

**Q4 In 2000, was this aircraft part of a fractional ownership
program?**

Yes

No

**Q5** **In what U.S. state or territory was this aircraft based as of
December 31, 2000?**

  ----------------------------------- -----------------------------------
                                      

  ----------------------------------- -----------------------------------

**Q6** **What were the total lifetime airframe hours as of December 31,
2000?**

  ----------- ----------- ----------- ----------- ----------- -----------
                                                              

  ----------- ----------- ----------- ----------- ----------- -----------

**Q7 How many total hours did this aircraft fly in 2000? *(Include
estimated rental and leased hours; if you purchased this aircraft in
2000, only include hours flown since the date of purchase; NOTE: there
are 8,784 hours in 2000)***

  ----------------- ----------------- ----------------- -----------------
                                                        

  ----------------- ----------------- ----------------- -----------------

**Q8 For what percent of the total hours flown in 2000 was the aircraft
rented or leased\
to others? *(Enter 0 if the aircraft was not rented or leased to
others)***

  ----------------- ----------------- ----------------- -----------------
                                                        \%

  ----------------- ----------------- ----------------- -----------------

**Q9 For what percent of the total hours flown in 2000 was the aircraft
owned by or leased to the federal, state, or local government for the
purpose of fulfilling a governmental function? *(Enter 0 if the aircraft
was not used for the purpose of fulfilling a governmental function)***

  ----------------- ----------------- ----------------- -----------------
                                                        \%

  ----------------- ----------------- ----------------- -----------------

> Q10 What percent of the total hours flown by this aircraft in 2000
> were flown in each of the\
> following categories? *(Estimate the percentage of total hours flown
> in 2000 in each of\
> the following categories so that the total equals 100%. Enter 0 if
> there were no aircraft\
> hours in a category -- do not leave any category blank)*

  ---------------------------------------------------------- --------- ------- ------- -------
  **Category**                                               **% of                    
                                                             Hours                     
                                                             Flown**                   

  **Personal/Recreation** -- Flying for personal reasons                               **%**
  (excludes business transportation)                                                   

  **Instructional** -- Flying under the supervision of a                               **%**
  flight instructor (includes student pilot solo; excludes                             
  proficiency flight)                                                                  

  **Business Transportation** -- Individual use for business                           **%**
  transportation *[without]{.underline}* a paid,                                       
  professional crew                                                                    

  **Corporate/Executive Transportation** -- Business                                   **%**
  transportation *[with]{.underline}* a paid, professional                             
  crew                                                                                 

  **Regional/Commuter** -- FAR Part 135                                                **%**
  *[scheduled]{.underline}* passenger service only                                     

  **Air Taxi** -- FAR Part 135 *[on-demand]{.underline}*                               **%**
  passenger and all cargo operations (not scheduled                                    
  passenger service or air tours)                                                      

  **Air Tours** -- Commercial sight-seeing conducted under                             **%**
  FAR Part 135                                                                         

  **Sight-seeing** -- Commercial sight-seeing conducted                                **%**
  under FAR Part 91                                                                    

  **Aerial Observation** -- Aerial mapping/photography,                                **%**
  patrol, search and rescue, hunting, traffic advisory,                                
  ranching, surveillance, oil and mineral exploration, etc.                            

  **Aerial Application in Agriculture and Forestry** -- Crop                           **%**
  and timber production and protection                                                 

  **Other Aerial Application** -- Public health sprayings,                             **%**
  cloud seeding, fire fighting including forest fires, etc.                            

  **External Load** -- Operation under FAR Part 133,                                   **%**
  rotorcraft external load operations, examples include:                               
  helicopter hoist, hauling logs, etc.                                                 

  **Air Medical Services** -- Air ambulance services,                                  **%**
  rescue, human organ transportation, emergency medical                                
  services                                                                             

  **Other Work Use** -- Construction work (not FAR Part 135                            **%**
  operation), parachuting, aerial advertising, towing                                  
  gliders, etc.                                                                        

  **TOTAL**                                                  **1**     **0**   **0**   **%**
  ---------------------------------------------------------- --------- ------- ------- -------

Q11 What percent of the total hours flown by this aircraft in 2000 were
flown under...

  ---------------------------------------------------------- ------- ------- ------- -------
  IFR Flight Plans                                                                   **%**

  VFR Flight Plans                                                                   **%**

  No Flight Plans                                                                    **%**

  **TOTAL**                                                  **1**   **0**   **0**   **%**
  ---------------------------------------------------------- ------- ------- ------- -------

**Q12 *\[If the aircraft was flown under IFR flight plans in 2000\]***
What percent of IFR flight hours were flown under...

  ---------------------------------------------------------- ------- ------- ------- -------
  Day Instrument Meteorological Conditions (IMC)                                     **%**

  Day Visual Meteorological Conditions (VMC)                                         **%**

  Night Instrument Meteorological Conditions (IMC)                                   **%**

  Night Visual Meteorological Conditions (VMC)                                       **%**

  **TOTAL**                                                  **1**   **0**   **0**   **%**
  ---------------------------------------------------------- ------- ------- ------- -------

**Q13 *\[If the aircraft was flown under VFR flight plans or no flight
plans in 2000\]***\
What percent of VFR flight hours were flown under...

  ---------------------------------------------------------- ------- ------- ------- -------
  Day Visual Meteorological Conditions (VMC)                                         **%**

  Night Visual Meteorological Conditions (VMC)                                       **%**

  **TOTAL**                                                  **1**   **0**   **0**   **%**
  ---------------------------------------------------------- ------- ------- ------- -------

**Q14 How many landings did this aircraft perform in 2000? *(Include
water and touch-and-go landings)***

  -------------- -------------- -------------- -------------- --------------
                                                              

  -------------- -------------- -------------- -------------- --------------

**Q15 What type of landing gear system does this aircraft have? *(Check
[one]{.underline})***

Fixed

Retractable

**Q16 What kind/grade of fuel was primarily used in this aircraft in
2000? *(Check one)***

Jet Fuel Aviation Fuel: 80 Octane 82 UL

Automotive Gasoline Aviation Fuel: 100 Octane Other

Propane Aviation Fuel: 100-Low Lead None

**Q17 Has this aircraft been approved for flight into known icing
conditions? *(Check one)***

Yes

No

**Q18** **Does this aircraft have an experimental airworthiness
certificate? *(Check one)***

Yes **As of December 31, 2000, the aircraft was...? *(Check one)***

No In the test period Out of the test period

**Q19 Is this aircraft certified to operate under instrument flight
rules (IFR)? *(Check one)***

Yes

No

***all* boxes below that reflect this aircraft's avionics equipment
capabilities as of December 31, 2000: *(Check the first box if the
aircraft has only one of any item; check the second box if the aircraft
is equipped with more than one of an item)***

**[General Equipment:]{.underline}**

Electrical System

Radar Altimeter

Ground Proximity Warning System

Terrain Awareness Warning System (TAWS)

Flight Data Recorder

Cockpit Voice Recorder

MFD Multi-functional Displays

Ice Protection System

Laptop Computer or Tablet (not in panel)

**[Navigation Equipment:]{.underline}**

Global Positioning System (GPS):

Hand-held, not IFR approved

Panel-mounted, not IFR approved

Panel-mounted, IFR-approved for\
en route operation only

> Panel-mounted, IFR-approved for\
> non-precision approach operation

Moving map capability

LORAN C: VFR only

LORAN C: IFR en route-approved

DME Receiver

100 channel VOR Receiver

200 channel VOR Receiver:

Hand-held

Panel-mounted

Automatic Direction Finder

VOR/DME-based Area Navigation

Equipment (RNAV)

Other Navigation Equipment (Doppler, INS)

**[Transponder Equipment:]{.underline}**

Mode A Transponder (TSO-c75-b/c)

Mode C (Altitude Encoding)

Mode S Transponder (TSO-c112)

Collision Avoidance (TCAS or TCAD)

**[Guidance and Control Equipment:]{.underline}**

Flight Management System

Flight Director

Electronic Flight Instrument

System (EFIS)

Autopilot-Axis Controls:

Wing leveler

Altitude hold

Lateral guidance

Approach mode (vertical guidance)

Autoland

Horizontal Situation Indicator (HSI)

**[Approach Equipment:]{.underline}**

Localizer

Marker Beacon

Glide Slope

**[Communications Equipment:]{.underline}**

360 channel (50kHz channel spacing)

720 channel (25kHz channel spacing):

Hand-held

Panel-mounted

760 channel (25kHz channel spacing):

Hand-held

Panel-mounted

2280 channel (8.33kHz channel spacing):

Hand-held

Panel-mounted

HF Radio

Datalink (SATCOM, ACARS)

Analog Air-to-Ground Telephone

Digital Air-to-Ground Telephone

**[Weather Equipment:]{.underline}**

Weather Radar

Thunderstorm Detection Equipment

Dear Aircraft Owner,

Each year, the Federal Aviation Administration conducts a survey to
calculate fleet size and the hours flown by the general aviation
community. Please log onto
[www.pilotreports.com/gasurvey](http://www.pilotreport_GAsurvey.com/) to
complete a survey for the aircraft listed below. Use the aircraft
N-number as your password.

**N-number**

> **Make**
>
> **Model**
>
> **Serial number**

If you have questions about the survey, feel free to call Matt Anderson
of PA Consulting Group at 1-800-935-4277. Thank you for your help with
this important study.

2000 General Aviation Survey Federal Aviation Administration

![](media/image5.wmf){width="0.7in" height="0.29444444444444445in"}

**Federal Aviation**

**Administration** April, 2001

Dear Aircraft Owner:

The Federal Aviation Administration (FAA) is now conducting the 23^rd^
annual General Aviation/Air Taxi Activity and Avionics Survey. Your
participation will allow the FAA to calculate the size and makeup of the
general aviation fleet, the number of hours flown, and the reasons
people use general aviation aircraft. The enclosed survey is the ONLY
source for this important information. These aggregate numbers are used
by the FAA, trade associations, and the general aviation industry to
pinpoint safety problems, determine the need for traffic facilities and
services, and to form the basis for critical research and analysis of
general aviation issues. Along with the FAA, each association on the
letterhead strongly supports this survey and requests your
participation.

Be assured that your responses are [completely confidential]{.underline}
and will be used for statistical tabulation only. The FAA has contracted
PA Consulting Group, an independent research firm, to implement the
General Aviation Survey. They are responsible for mailing out the
surveys, processing the data from completed surveys, and analyzing the
results.

Enclosed is a questionnaire requesting information for calendar year
2000. Regardless of whether you used this aircraft frequently in the
year 2000, did not use this aircraft at all, or filled out a similar
survey about this aircraft in the past, your responses are important! To
provide accurate information on the general aviation fleet we need to
know about ALL aircraft in our sample. I urge you to complete the
questionnaire and use the enclosed postage paid envelope to mail it in
today.

If you prefer to complete the survey online, please use your web browser
to access
[www.pilotreports.com/gasurvey](http://www.pilotreports.com/gasurvey)
(Use the aircraft N-number as the password to log on).

If you have any questions or need further assistance, please call Matt
Anderson of PA Consulting Group at the following toll-free number:
1-800-935-4277. If you have not obtained a satisfactory response, please
call me at 202-267-3355.

The FAA and the general aviation industry thank you for your
participation.

Sincerely,

![](media/image12.png)

Robert L. Bowles

Manager, Statistics and Forecast Branch

***Please turn this page over for some commonly asked questions and
answers***

**[The 2000 General Aviation and Air Taxi Activity and Avionics
Survey]{.underline}**

***What does the FAA do with this detailed information?***

The information collected in this survey helps the FAA to understand
more about general aviation activities, assess the impact of general
aviation activities on the National Airspace System, and determine the
need for increased traffic facilities and services. Federal, state and
local governments; general aviation associations; and private industry
and individuals use the summary data for safety analyses, planning,
forecasting, and research and development. For example, more accurate
information on hours flown and aircraft activity lead to more accurate
safety measures, which in turn impacts general aviation insurance rates.

*Will my name be associated with my survey responses?*

ABSOLUTELY NOT! PA Consulting Group will keep your survey responses
strictly confidential. Names of individuals are never associated with
responses. There is an identification number on your survey only so PA
Consulting Group knows who should receive the survey.

***Why was I selected for this survey?***

Your name was randomly selected from the Civil Aviation Registry. The
Registry shows you as a registrant of this aircraft as of December 31,
2000.

***What if I completed a survey last year?***

If you were randomly sampled to complete a survey last year, it is
because the number of aircraft like yours is small so your chances of
being selected again were high. Even if you were sampled last year, it
is very important that you respond to this survey this year.

***What should I do if . . . . ?***

 IF . . . you are no longer in possession of this aircraft but were the
registered owner on December 31, 2000, ***try to answer all the
questions***.

 IF . . . you are no longer in possession of this aircraft and the
aircraft was sold prior to December 31, 2000, ***please forward this
survey to the new owner for response or call Matt Anderson of PA
Consulting Group on our toll free number: 1-800-935-4277.***

-   IF . . . your aircraft, for whatever reason, was not used during
    calendar year 2000**, *answer Question 1 and return the survey. The
    fact that your aircraft was not flown during the year is just as
    important as the fact that is was flown.***

 IF . . . your aircraft was operated primarily as an air carrier (FAR
Part 121 or 129), ***please answer Questions 1 and 2 and return your
survey.***

 IF . . . your aircraft was operated primarily by another person or
company (e.g., leased), ***either (1) obtain the necessary information
from the operator, (2) forward this questionnaire to the operator for
response, OR (3) call Matt Anderson of PA Consulting Group at our toll
free number: 1-800-935-4277.***

-   IF . . . you have a question about how to fill out the survey or
    have a question we haven't answered, ***call Matt Anderson of PA
    Consulting Group on our toll free number:***

***1-800-935-4277***

![](media/image5.wmf){width="0.7in" height="0.29444444444444445in"}

**Federal Aviation**

**Administration** June, 2001

Dear Aircraft Owner:

The Federal Aviation Administration (FAA) needs your help. Please
participate in the 2000 General Aviation/Air Taxi Activity and Avionics
Survey. Your responses will help the FAA to calculate the size and
makeup of the general aviation fleet, the number of hours flown, and the
reasons people use general aviation aircraft. The enclosed survey is the
ONLY source for this information. To provide accurate information on the
general aviation fleet we need to know about ALL aircraft in our sample.

Information from this survey is aggregated and used by the FAA, trade
associations, and the general aviation industry to pinpoint safety
problems, determine the need for traffic facilities and services, and to
form the basis for critical research and analysis of general aviation
issues. Along with the FAA, each association on the letterhead strongly
supports this survey and requests your participation.

Be assured that your responses are [completely confidential]{.underline}
and will be used for statistical tabulation only. The FAA has contracted
PA Consulting Group, an independent research firm, to implement the
General Aviation Survey. They are responsible for mailing out the
surveys, processing the data from completed surveys, and analyzing the
results.

Enclosed is a questionnaire requesting information for calendar year
2000. If you prefer to complete the survey online, please use your web
browser to access
[www.pilotreports.com/gasurvey](http://www.pilotreports.com/gasurvey)
(Use the aircraft N-number as the password to log on).

If you have any questions or need further assistance, please call Matt
Anderson of PA Consulting Group at the following toll-free number:
1-800-935-4277. If you have not obtained a satisfactory response, please
call me at 202-267-3355.

The FAA and the general aviation industry thank you for your
participation.

Sincerely,

![](media/image19.png)

Robert L. Bowles

Manager, Statistics and Forecast Branch

***Please turn this page over for some commonly asked questions and
answers***

**[The 2000 General Aviation and Air Taxi Activity and Avionics
Survey]{.underline}**

***What does the FAA do with this detailed information?***

The information collected in this survey helps the FAA to understand
more about general aviation activities, assess the impact of general
aviation activities on the National Airspace System, and determine the
need for increased traffic facilities and services. Federal, state and
local governments; general aviation associations; and private industry
and individuals use the summary data for safety analyses, planning,
forecasting, and research and development. For example, more accurate
information on hours flown and aircraft activity lead to more accurate
safety measures, which in turn impacts general aviation insurance rates.

*Will my name be associated with my survey responses?*

ABSOLUTELY NOT! PA Consulting Group will keep your survey responses
strictly confidential. Names of individuals are never associated with
responses. There is an identification number on your survey only so PA
Consulting Group knows who should receive the survey.

***Why was I selected for this survey?***

Your name was randomly selected from the Civil Aviation Registry. The
Registry shows you as a registrant of this aircraft as of December 31,
2000.

***What if I completed a survey last year?***

If you were randomly sampled to complete a survey last year, it is
because the number of aircraft like yours is small so your chances of
being selected again were high. Even if you were sampled last year, it
is very important that you respond to this survey this year.

***What should I do if . . . . ?***

 IF . . . you are no longer in possession of this aircraft but were the
registered owner on December 31, 2000, ***try to answer all the
questions***.

 IF . . . you are no longer in possession of this aircraft and the
aircraft was sold prior to December 31, 2000, ***please forward this
survey to the new owner for response or call Matt Anderson of PA
Consulting Group on our toll free number: 1-800-935-4277.***

-   IF . . . your aircraft, for whatever reason, was not used during
    calendar year 2000**, *answer Question 1 and return the survey. The
    fact that your aircraft was not flown during the year is just as
    important as the fact that is was flown.***

 IF . . . your aircraft was operated primarily as an air carrier (FAR
Part 121 or 129), ***please answer Questions 1 and 2 and return your
survey.***

 IF . . . your aircraft was operated primarily by another person or
company (e.g., leased), ***either (1) obtain the necessary information
from the operator, (2) forward this questionnaire to the operator for
response, OR (3) call Matt Anderson of PA Consulting Group at our toll
free number: 1-800-935-4277.***

-   IF . . . you have a question about how to fill out the survey or
    have a question we haven't answered, ***call Matt Anderson of PA
    Consulting Group on our toll free number:***

***1-800-935-4277.***

![](media/image5.wmf){width="0.7in" height="0.29444444444444445in"}

**Federal Aviation**

**Administration** July, 2001

Dear Aircraft Owner or Operator:

We need your input!

Earlier this summer, we sent you a General Aviation/Air Taxi and
Avionics Survey questionnaire to help us compile aircraft activity
information for 2000. We have not yet received your response. Your
responses will help the FAA to calculate the size and makeup of the
general aviation fleet, the number of hours flown, and the reasons
people use general aviation aircraft. The enclosed survey is the ONLY
source for this information. To provide accurate information on the
general aviation fleet we need to know about ALL aircraft in our sample.

In case the previous mailings never reached you or were misplaced, we
have enclosed another identical questionnaire with a return postage-paid
envelope for your convenience. Please read the instructions on the back
page of this letter, complete the questionnaire, and use the enclosed
envelope to return it to us today. Be assured that your responses are
[completely confidential]{.underline} and will be used for statistical
tabulation only.

Enclosed is a questionnaire requesting information for calendar year
2000. If you prefer to complete the survey online, please use your web
browser to access
[www.pilotreports.com/gasurvey](http://www.pilotreports.com/gasurvey)
(Use the aircraft N-number as the password to log on).

If you have any questions or need further assistance, please call Matt
Anderson at PA Consulting Group at the following toll-free number:
1-800-935-4277. If you have not obtained a satisfactory response, please
call me at 202-267-3355.

We look forward to receiving your response, so that we can include your
input in the 2000 statistics.

If your response is already in the mail, thank you for your cooperation.

Sincerely,

![](media/image26.png)

Robert L. Bowles

Manager, Statistics and Forecast Branch

***Please turn this page over for some commonly asked questions and
answers***

**[The 2000 General Aviation and Air Taxi Activity and Avionics
Survey]{.underline}**

***What does the FAA do with this detailed information?***

The information collected in this survey helps the FAA to understand
more about general aviation activities, assess the impact of general
aviation activities on the National Airspace System, and determine the
need for increased traffic facilities and services. Federal, state and
local governments; general aviation associations; and private industry
and individuals use the summary data for safety analyses, planning,
forecasting, and research and development. For example, more accurate
information on hours flown and aircraft activity lead to more accurate
safety measures, which in turn impacts general aviation insurance rates.

*Will my name be associated with my survey responses?*

ABSOLUTELY NOT! PA Consulting Group will keep your survey responses
strictly confidential. Names of individuals are never associated with
responses. There is an identification number on your survey only so PA
Consulting Group knows who should receive the survey.

***Why was I selected for this survey?***

Your name was randomly selected from the Civil Aviation Registry. The
Registry shows you as a registrant of this aircraft as of December 31,
2000.

***What if I completed a survey last year?***

If you were randomly sampled to complete a survey last year, it is
because the number of aircraft like yours is small so your chances of
being selected again were high. Even if you were sampled last year, it
is very important that you respond to this survey this year.

***What should I do if . . . . ?***

 IF . . . you are no longer in possession of this aircraft but were the
registered owner on December 31, 2000, ***try to answer all the
questions***.

 IF . . . you are no longer in possession of this aircraft and the
aircraft was sold prior to December 31, 2000, ***please forward this
survey to the new owner for response or call Matt Anderson of PA
Consulting Group on our toll free number: 1-800-935-4277.***

-   IF . . . your aircraft, for whatever reason, was not used during
    calendar year 2000**, *answer Question 1 and return the survey. The
    fact that your aircraft was not flown during the year is just as
    important as the fact that is was flown.***

 IF . . . your aircraft was operated primarily as an air carrier (FAR
Part 121 or 129), ***please answer Questions 1 and 2 and return your
survey.***

 IF . . . your aircraft was operated primarily by another person or
company (e.g., leased), ***either (1) obtain the necessary information
from the operator, (2) forward this questionnaire to the operator for
response, OR (3) call Matt Anderson of PA Consulting Group at our toll
free number: 1-800-935-4277.***

-   IF . . . you have a question about how to fill out the survey or
    have a question we haven't answered, ***call Matt Anderson of PA
    Consulting Group on our toll free number:***

***1-800-935-4277.***

[^1]: Source: FAA Aircraft Registration Master File as of December 31,
    2000.

[^2]: The Total Valid Sample Size used to compute the overall survey
    response rate excludes non-qualified sample

    4 The sum of the internet and mail responses are greater than the
    total number of responses, because 157 respondents replied to both
    the mail and internet survey.

[^3]: In previous years the General Aviation population was adjusted
    downward for GAATA surveys that were returned where owners
    identified the aircraft as an air carrier. Starting in 1998, the
    population was also adjusted downward to account for the percentage
    of survey non-respondents who are air carriers as well as the
    percent of other aircraft not in the GA population (e.g., military
    aircraft, exported overseas). The percentage of survey respondents
    who identified themselves as air carriers or another status not in
    the GA population in the 2000 GAATA survey was used as the estimate
    of the percent of GAATA survey non-respondents not in the GA
    population.

[^4]:

[^5]: See Figure A.2.

[^6]: The 2000 response rate is similar to recent past years when the
    response rate is calculated in the same manner. The response rate
    for the 1998 survey calculated in the same manner as the 2000
    response was 53.6%.