Annual Review of Aircraft Accident Data

U.S. General Aviation, Calendar Year 2001

National 

Transportation 

Safety Board

Washington, D.C.

A

A

N TION

L TRA SPOR

ATIO

N

B OARD

SAF E T Y

N

T

E PLURIBUS UNUM 

NTSB/ARG-06/01

PB2006-106642

National 

Transportation

Safety Board

Washington, D.C.

Annual Review of Aircraft Accident Data

U.S. General Aviation, Calendar Year 2001

NTSB/ARG-06/01

PB2006-106642

Notation 7534C

Adopted February 14, 2006

National Transportation Safety Board

490 L’Enfant Plaza, S.W.

Washington, D.C. 20594
National Transportation Safety Board. 2006. U.S. General Aviation, Calendar Year 2001. Annual 

Review of Aircraft Accident Data NTSB/ARG-06/01. Washington, D.C.

Abstract: The National Transportation Safety Board’s 2001 Annual Review of Aircraft Accident Data for U.S. General 

Aviation is a statistical compilation and review of general aviation accidents that occurred in 2001 involving 

U.S.-registered aircraft. As a summary of all U.S. general aviation accidents for 2001, the review is designed to 

inform general aviation pilots and their passengers and to provide detailed information to support future government, 

industry, and private research efforts and safety improvement initiatives.

The National Transportation Safety Board is an independent Federal agency dedicated to promoting aviation, railroad, highway, marine, pipeline, and 

hazardous materials safety. Established in 1967, the agency is mandated by Congress through the Independent Safety Board Act of 1974 to investigate 

transportation accidents, determine the probable causes of the accidents, issue safety recommendations, study transportation safety issues, and 

evaluate the safety effectiveness of government agencies involved in transportation. The Safety Board makes public its actions and decisions through 

accident reports, safety studies, special investigation reports, safety recommendations, and statistical reviews.

Recent publications are available in their entirety on the Web at <http://www.ntsb.gov>. Other information about available publications also may be 

obtained from the Web site or by contacting:

National Transportation Safety Board

Records Management Division, CIO-40

490 L’Enfant Plaza, S.W.

Washington, D.C. 20594

(800) 877-6799 or (202) 314-6551

Safety Board publications may be purchased, by individual copy or by subscription, from the National Technical Information Service. To purchase this 

publication, order report number PB2004-105928 from:

National Technical Information Service

5285 Port Royal Road

Springfield, Virginia 22161

(800) 553-6847 or (703) 605-6000

The Independent Safety Board Act, as codified at 49 U.S.C. Section 1154(b), precludes the admission into evidence or use of Board reports related 

to an incident or accident in a civil action for damages resulting from a matter mentioned in the report. 
Contents

2001 General Aviation Accident Summary ....................1

Introduction ........................................................................2

Purpose of the Review .......................................................2

What Is General Aviation? .................................................2

Which Operations Are Included in this Review?....................2

Which Aircraft Are Included in this Review?..........................3

Organization of the Review ................................................3

The General Aviation Environment in 2001...................4

General Economic and Aviation Industry Indicators .............4

Fleet Makeup....................................................................5

General Aviation Activity ....................................................6

Historical Trends in Accident Data ..................................8

Accident Rates ..................................................................8

Number of Accidents and Fatalities.....................................9

Accident Rate by Type of Operation ..................................10

2001 in Depth.................................................................. 14

Location of General Aviation Accidents in 2001.................14

United States Aircraft Accidents .................................14

Foreign Aircraft Accidents .........................................15

Aircraft Type....................................................................16

Purpose of Flight .............................................................17

Flight Plan................................................................18

Airport Involvement ...................................................18

Environmental Conditions..........................................20

Lighting Conditions...................................................21

Injuries and Damage for 2001 .........................................22

Aircraft Damage .......................................................22

Accident Injuries........................................................22

Injuries by Role for 2001..................................................23

Accident Pilots.................................................................24

Rating ......................................................................24

Total Time ................................................................26

Time in Type of Aircraft ..............................................27

Age .........................................................................28

Accident Occurrences for 2001........................................29

Phase of Flight..........................................................32

Chain of Occurrences .....................................................33

Most Prevalent Causes/Factors for 2001 ...........................35

Probable Causes, Factors, Findings, and the Broad 

Cause/Factor Classification ...................................35

Human Performance........................................................38

Weather as a Cause/Factor..............................................39

Focus on General Aviation Safety: Loss of Control .... 41

What Is Loss of Control?..................................................41

Loss-of-Control Accidents ................................................41

Accident Severity .............................................................42

Accident Occurrences......................................................43

Accident Aircraft .............................................................46

Type of Operation ...........................................................46

Loss-of-Control Accident Causes/Factors ..........................47

Accident Weather............................................................48

Accident Pilots.................................................................49

Pilot Experience...............................................................50

Summary........................................................................51

Appendix A ...................................................................... 53

The National Transportation Safety Board Aviation 

Accident/Incident Database ...................................53

Appendix B ..................................................................... 54

Definitions......................................................................54

Appendix C....................................................................... 55

The National Transportation Safety Board 

Investigative Process..............................................55

Appendix D ...................................................................... 56

National Transportation Safety Board Regional Offices.......56

1 Annual Review of Aircraft Accident Data

2001 General Aviation Accident

Summary

A total of 1,727 general aviation accidents occurred during 

calendar year 2001, involving 1,749 aircraft.1 The total number of 

general aviation accidents in 2001 was lower than in 2000, with a 

6% decrease of 110 accidents. Of the total number of accidents, 

325 were fatal, resulting in a total of 562 fatalities. The number 

of fatal general aviation accidents in 2001 decreased 6% from 

calendar year 2000, and the total number of fatalities that resulted 

also decreased by 6%. The circumstances of these accidents and 

details related to the aircraft, pilots, and locations are presented 

throughout this review. 

1 In this review, a collision between two aircraft is counted as a single accident. The 7 

midair collision accidents that occurred in 2001 involved 14 general aviation aircraft. 

In addition, 14 ground collision accidents involved 28 general aviation aircraft.

2001 General Aviation Accident Statistics

Total 1,727

Fatal 325

493

321

562

1,849

25,431,000

6.78/100,000 hours

1.27/100,000 hours

2.82/1,000 active pilots

0.53/1,000 active pilots

Persons involved in GA accidents with no injuries

Fatal

All Accidents

General Aviation Hours Flown a

General Aviation Accident Rate

Serious

Minor

General Aviation Accidents

General Aviation Accident Injuries

Accidents per Pilot

Fatal Accidents per Pilot

a Federal Aviation Administration, General Aviation and Air Taxi Survey, 2001. 

Fatal Accidents

1 In this review, a collision between two aircraft is counted as a single accident. The 7 midair collision accidents that occurred in 2001 involved 14 general aviation aircraft. 

In addition, 14 ground collision accidents involved 28 general aviation aircraft.
2

Introduction

Purpose of the Review

The National Transportation Safety Board’s 2001 Annual Review 

of Aircraft Accident Data for U.S. General Aviation is a statistical 

compilation and review of general aviation accidents that occurred 

in 2001 involving U.S.-registered aircraft. As a summary of all U.S. 

general aviation accidents for 2001, the review is designed to 

inform general aviation pilots and their passengers and to provide 

detailed information to support future government, industry, and 

private research efforts and safety improvement initiatives.

The Safety Board drew on several resources in compiling data for 

this review. Accident data, for example, were extracted from the 

Safety Board’s Aviation Accident/Incident Database.2 Activity data 

were extracted from the General Aviation and Air Taxi Activity 

Survey (GAATA Survey)3 and from U.S. Civil Airmen Statistics,4 both 

of which are published by the Federal Aviation Administration (FAA), 

Statistics and Forecast Branch, Planning and Analysis Division, 

Office of Aviation Policy and Plans. Additional information was 

extracted from the General Aviation Statistical Databook, published 

by the General Aviation Manufacturers Association (GAMA).

2 See Appendix A for more details.

3 Although included in the GAATA Survey, data associated with air taxi and air tour 

operations are not included in this review.

4 FAA, U.S. Civil Airmen Statistics, 2001, available online at <http://www.faa.gov/

data_statistics/aviation_data_statistics/civil_airmen_statistics/>.

What Is General Aviation?

General aviation can be described as any civil aircraft operation 

that is not covered under 14 Code of Federal Regulations (CFR) 

Parts 121, 129, and 135, commonly referred to as commercial air 

carrier operations.5

Which Operations Are Included in this 

Review?

This review includes accidents involving U.S.-registered aircraft 

operating under 14 CFR Part 91, as well as public aircraft6

flights that do not involve military or intelligence agencies. 

Aircraft operating under Part 91 include aircraft that are flown 

for recreation and personal transportation and certain aircraft 

operations that are flown with the intention of generating revenue,7

including business flying, flight instruction, corporate/executive 

flights, positioning or ferry flights, aerial application, pipeline/powerline 

patrols, and news and traffic reporting.

5 For a review of accident statistics related to air carrier operations, see National 

Transportation Safety Board, Annual Review of Aircraft Accident Data, U.S. Air Carrier 

Operations, Calendar Year 2001 (Washington, DC: 2005), available at <http://

www.ntsb.gov>.

6 Although the precise statutory definition has changed over the years, public aircraft 

operations for Safety Board purposes are qualified government missions that may 

include law enforcement, low-level observation, aerial application, firefighting, 

search and rescue, biological or geological resource management, and aeronautical 

research. 

7 See 14 CFR 119.1.

2 See Appendix A for more details.

3 Although included in the GAATA Survey, data associated with air taxi and air tour operations are not included in this review.

4 FAA, U.S. Civil Airmen Statistics, 2001, available online at <http://www.faa.gov/data_statistics/aviation_data_statistics/civil_airmen_statistics/>.

5 For a review of accident statistics related to air carrier operations, see National Transportation Safety Board, Annual Review of Aircraft Accident Data, U.S. Air Carrier 

Operations, Calendar Year 2001 (Washington, DC: 2005), available at <http://www.ntsb.gov>.

6 Although the precise statutory definition has changed over the years, public aircraft operations for Safety Board purposes are qualified government missions that may include 

law enforcement, low-level observation, aerial application, firefighting, search and rescue, biological or geological resource management, and aeronautical research. 

7 See 14 CFR 119.1.
3 Annual Review of Aircraft Accident Data

Which Aircraft Are Included in this Review?

General aviation operations are conducted using a wide range of 

aircraft, including airplanes, rotorcraft, gliders, balloons and blimps, 

and registered ultralight, experimental, or amateur-built aircraft. 

The diverse set of operations and aircraft types included within the 

scope of general aviation must be considered when interpreting 

the data in this review. The type of aircraft being flown is usually 

closely related to the type of flight operation being conducted. Jet 

and turboprop aircraft are commonly used for corporate/executive 

transportation, smaller single-engine piston aircraft are commonly 

used for instructional flights, and a variety of aircraft types are used 

for personal and business flights.

Not included in this review are any accident data associated 

with aircraft operating under 14 CFR Parts 121, 129, or 135, 

such as scheduled Part 121 air carrier operations, Part 129 

foreign air carrier operations, scheduled Part 135 air carrier 

operations (commuters), and on-demand Part 135 air carrier 

operations (air taxis). Also not included are data for military or 

intelligence agencies, non-U.S.-registered aircraft, unregistered 

ultralights, and commercial space launches, unless the accident 

also involved aircraft conducting general aviation operations. 

Crashes involving illegal operations, stolen aircraft, suicide, or 

sabotage are included in the accident total, but not in accident 

rates.8

8 In 2001, one accident was attributed to pilot suicide and two accidents resulted 

from stolen or unauthorized use of aircraft.

Organization of the Review

The 2001 Annual Review is organized into four parts.

The first part summarizes general aviation accident 

statistics for 2001, economic and industry markers related 

to general aviation activity in 2001, and contextual 

statistics from previous years. 

The second part investigates trends over the past 10 years 

and provides context for such accident information as 

operation types, levels of aircraft damage, and injuries. 

The third part focuses on specific circumstances of 

accidents that occurred during 2001. This section 

describes accident occurrences and summarizes the Safety 

Board’s findings of probable cause and contributing 

factors.

The fourth and final section presents in-depth coverage 

of a special topic important to general aviation safety. 

The 2001 Annual Review focuses on loss of control, 

which has historically accounted for the largest number 

of accidents.

Graphics are used to present much of the information in this review. 

For readers who wish to view tabular data or to manipulate the data 

used in this review, the data set is available online at < http://www.

ntsb.gov/aviation/Stats.htm>. 

1.

2.

3.

4.

8 In 2001, one accident was attributed to pilot suicide and two accidents resulted from stolen or unauthorized use of aircraft.
4

The General Aviation Environment

in 2001

General Economic and Aviation Industry 

Indicators 

A theme that is repeated throughout this review is that general 

aviation accident numbers should be interpreted in light of related 

information, such as aircraft type, type of operation, and operating 

environment. Because personal and business flying account for the 

largest percentage of general aviation flying, prevailing economic 

conditions and/or trends may noticeably affect both the general 

aviation industry and flight operations.

U.S. industrial and personal incomes grew steadily from 1980 

through 2001. Between 1990 and 2001, the U.S. resident 

population increased almost 15%, the gross domestic product 

rose by 39%, and disposable personal income per capita rose by 

21%. 

Economic indicators for the general aviation industry either declined 

or remained generally steady between 1980 and the mid-1990s. 

Production and sale of light piston aircraft, which account for most 

of the general aviation fleet, decreased substantially during these 

years from more than 10,750 in 1980 to about 500 in 1994. 

The total number of new general aviation aircraft shipped in 1994 

was about 7% of the number shipped in 1980. By 2001, general 

aviation industry indicators had increased noticeably. Aircraft 

shipments nearly tripled between 1995 and 2001, and the percent 

increase in net factory billings between 1995 and 2001 was equal 

to the total increase observed over the previous 20 years. This 

rapid growth was likely motivated by a combination of generally 

favorable economic conditions and increased general aviation 

aircraft production following the 1994 passage of the General 

Aviation Revitalization Act9 limiting manufacturer liability. 

9 The General Aviation Revitalization Act, signed into law August 17, 1994, limited 

the liability of general aviation manufacturers to 18 years. 9 The General Aviation Revitalization Act, signed into law August 17, 1994, limited the liability of general aviation manufacturers to 18 years.

General Economic and Aviation Industry Indicators, 1980-2001

Resident Population (Millions)a 226.5 248.8 285.1

Gross Domestic Product (Billions)b $5,162 $7,112 $9,891

Disposable Personal Income (Billions)c $3,858 $5,324 $7,333

Disposable Personal Income Per Capitac $16,940 $21,281 $25,698

Number of GA Aircraft Soldd 11,877 1,144 2,634

Net Factory Billings for GA Aircraft (Millions)d $2,486 $2,008 $8,641

Value of New GA Aircraft Sold: Piston (Millions)d $794 $92 $471

Value of New GA Aircraft Sold: Turbine (Millions) d $1,691 $1,916 $8,170

b

Bureau of Economic Analysis, real gross domestic product, using chained 2000 dollars; data are 

available at http://www.bea.doc.gov/bea/dn/gdplev.xls.

a

U.S. Bureau of Transportation Statistics; data are available at

http://www.bts.gov/publications/national_transportation_statistics/2005/html/table_a.html

c

Bureau of Economic Analysis, chained 2000 dollars; data are available at

http://www.bea.gov/bea/dn/nipaweb/. d

General Aviation Manufacturers Association, General Aviation Statistical Databook , 2004. Washington, 

D.C.

1980 1990 2001
5 Annual Review of Aircraft Accident Data

Fleet Makeup

Although sales of new general aviation aircraft increased noticeably 

after the mid-1990s, most general aviation aircraft in use in 2001 were 

more than 25 years old. U.S. manufacturers delivered 2,634 new 

general aviation aircraft in 2001, compared to an estimated total of 

207,400 already in service. Single-engine piston aircraft currently 

have the highest average age of all general aviation aircraft types 

and account for the largest percentage of the general 

aviation fleet. As a consequence, any structural or design 

improvements incorporated into newly manufactured 

aircraft may not be reflected in the accident record for 

several years. The safety benefits of improved equipment, 

such as avionics and aircraft equipment, are also difficult to track 

because most new equipment is also available for installation in 

older aircraft.

Annual Shipments of U.S.-Manufactured

General Aviation Aircraft, 1981-2001

0

1,000

2,000

3,000

4,000

5,000

6,000

7,000

8,000

198119821983198419851986198719881989199019911992199319941995199619971998199920002001

Single-engine Multi-engine Turboprop Jet

Number of Active Aircraft in

General Aviation, 2001 

Lighter than Air

4,589 Amateur built

16,316

Glider

1,904 

Rotorcraft

5,964

Jet

7,071

Turboprop

5,856

Singleengine

Piston

144,465

Multi-engine Piston

17,426

Category Engine-type Seats Average Age

Single-engine Piston 1-3 28

4 32

5-7 25

8+ 43

Turboprop all 10

Jet all 27

Multi-engine Piston 1-3 21

4 28

5-7 31

8+ 30

Turboprop all 19

Jet all 16

All Aircraft 27

GAMA, General Aviation Statistical Databook, 2001
6

General Aviation Activity

Because general aviation includes such a diverse group of 

aircraft types and operations, some measure of exposure must be 

considered to make meaningful comparisons of accident numbers. 

Flight activity is typically used to normalize accident numbers across 

different groups, with the level of activity corresponding to the level 

of exposure to potential accident risk. Total flight hours, departures, 

and miles flown are common indicators used to measure activity. 

As the graph shows, annual general aviation flight hour estimates 

began to increase in 1994 after a decline during the preceding 

years. In 2001, the estimated number of general aviation flight 

hours was 25.4 million, down 9% from 2000.10

It should be noted that activity data for general aviation are far less 

reliable than data available for commercial air carriers. Unlike Part 

121 and scheduled Part 135 air carriers, which are required to report 

total flight hours, departures, and miles flown to the Department of 

Transportation (DOT) Research and Special Programs Administration 

(RSPA),11 operators of general aviation aircraft are not required to 

report actual flight activity data. As a result, activity for this group of 

aircraft must be estimated using data from the GAATA Survey.

12 The 

GAATA Survey was established in 1978 to gather information about 

aircraft use, flight hours, and avionics equipment installations from 

owners of general aviation and on-demand Part 135 aircraft. General 

aviation activity data are considered less reliable because a limited 

sample13 of aircraft is selected from the registry of aircraft owners for 

use in the GAATA Survey, and reporting is not required.

10 The decrease in flight hours in 2001 was partly due to decreased flight activity 

following the events of September 11, 2001. For about 20 days after September 

11, many flight operations, including air carriers, were suspended and gradually 

re-introduced.

11 Part 121 operators report activity on a monthly basis, and scheduled Part 135 

operators report quarterly.

12 Available at < http://www.faa.gov/data_statistics/aviation_data_statistics/

general_aviation/CY2001/>. 

13 The 2001 GAATA Survey sample frame consisted of 278,094 registered aircraft, 

from which 30,886 records (11%) were selected in a sample stratified by state/

territory and aircraft type. From that sample, 16,432 (54% of the sample and 6% 

of the total population) completed surveys were collected (GAATA Survey, Calendar 

Year 2001). 

In addition, specific general aviation activity data could 

not be calculated in many cases because the survey data 

represented an aggregate of all aircraft activity, including ondemand Part 135 operations (which are not included in 

this review of general aviation accidents). Such aggregate 

data included the number of landings, flight hours by state or 

region, and flight hours by day/night or weather conditions. 

For this review, therefore, general aviation activity measures 

were determined by subtracting on-demand Part 135 data

from activity totals whenever possible. Such data are not included 

in this review.

Number of General Aviation Hours

Flown Annually, 1992-2001 

0

50

100

150

200

250

300

350

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

100,000 Hours

10 The decrease in flight hours in 2001 was partly due to decreased flight activity following the events of September 11, 2001. For about 20 days after September 11, many 

flight operations, including air carriers, were suspended and gradually re-introduced.

11 Part 121 operators report activity on a monthly basis, and scheduled Part 135 operators report quarterly.

12 Available at < http://www.faa.gov/data_statistics/aviation_data_statistics/general_aviation/CY2001/>.

13 The 2001 GAATA Survey sample frame consisted of 278,094 registered aircraft, from which 30,886 records (11%) were selected in a sample stratified by state/territory 

and aircraft type. From that sample, 16,432 (54% of the sample and 6% of the total population) completed surveys were collected (GAATA Survey, Calendar Year 2001). 

The General Aviation Environment In 2001
7 Annual Review of Aircraft Accident Data

In addition to flight-hour estimates, the number of pilots can be 

used to establish the level of exposure to risk for the various types 

of operations included in general aviation. Available measures of 

the pilot population include both the number of certificates issued 

to new pilots and medical certificates issued to active pilots. The 

number of new student pilot certificates represents positive growth 

in the pilot population, and the number of medical certificates 

issued represents an informal census of all active pilots. 

From 1992 through 1996, the number of new student pilot 

certificates each year decreased steadily from 78,377 to 56,653.14

The number fluctuated after 1996, but remained generally even, 

with a total of 61,839 new student certificates issued in 2001.

14 FAA, U.S. Civil Airmen Statistics, available at <http://www.faa.gov/data_statistics/

aviation_data_statistics/civil_airmen_statistics/>. 

The total number of active pilots in U.S. general aviation decreased 

steadily throughout the early and mid-1990s, from 702,659 in 

1990 to 622,261 in 1996. Between 1997 and 2001, the number 

of active pilots fluctuated, with an estimated total of 612,274 active 

U.S. pilots in 2001. 

In summary, general aviation indicators—flight hours and the total 

number of active and newly issued pilot certificates—decreased 

annually between 1990 and 1996. From 1996 through 2001, the 

number of active and new student pilots fluctuated annually, with 

little overall change, during a period with a noticeable increase 

in estimated flight activity. The increase in estimated activity over 

the period had a noticeable effect on accident rate and should 

be considered when attempting to interpret the general aviation 

accident record for 2001 in the context of previous years. 

Number of New Student Pilot

Certificates Issued, 1992-2001 

0

10

20

30

40

50

60

70

80

90

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Thousands of Certificates

14 FAA, U.S. Civil Airmen Statistics, available at <http://www.faa.gov/data_statistics/aviation_data_statistics/civil_airmen_statistics/>. 

Estimated Number of Active Pilot

Certificates, 1992-2001 

500

550

600

650

700

750

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Thousands of Certificates
8

Historical Trends in Accident Data

Accident Rates

After 1994, the calculated general aviation accident rate declined 

overall as annual estimates of general aviation activity increased 

noticeably15 without a corresponding increase in the number of 

accidents. The rate of 6.78 accidents per 100,000 hours flown 

in 2001 was substantially lower than the 10-year high of 8.51 

accidents per 100,000 hours recorded in 1992. In fact, the 2001 

rate was only slightly higher than that of 2000, which had the lowest 

rate since the Safety Board began reporting general aviation-only 

annual accident rates in 1975.16 The relative percentage of fatal 

accidents remained fairly constant from 1992 through 2001, at 

18 to 21% of the total rate. The 2001 rate of 1.27 fatal accidents 

per 100,000 flight hours was only slightly higher than the 2000 

fatal accident rate.

15 FAA estimates of annual general aviation activity increased noticeably after 1998 

due to a change on GAATA Survey methodology that increased the estimated general 

aviation aircraft population by about 10 percent. See Appendix A of the GAATA Survey, 

Calendar Year 2001, for an explanation of the changes in survey methodology.

16 Prior to 1975, scheduled 14 CFR 135 “commuter” and non-scheduled 14 CFR 

135 air taxi aircraft operations were included in the Safety Board’s annual general 

aviation accident total and rate. 

In 2001, accident-related deaths per flight hour were 2.2 fatalities 

per 100,000 hours flown. The highest annual fatality-per-hour 

rate for the period occurred in 1992 with 3.5 deaths per 100,000 

hours flown.

General Aviation Accident Rate

1992-2001

0

2

4

6

8

10

12

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Accidents per 100,000 Hours

Accidents Fatal Accidents

15 FAA estimates of annual general aviation activity increased noticeably after 1998 due to a change in GAATA Survey methodology that increased the estimated general 

aviation aircraft population by about 10 percent. See Appendix A of the GAATA Survey, Calendar Year 2001, for an explanation of the changes in survey methodology.

16 Prior to 1975, scheduled 14 CFR 135 “commuter” and non-scheduled 14 CFR 135 air taxi aircraft operations were included in the Safety Board’s annual general aviation 

accident total and rate. 
9 Annual Review of Aircraft Accident Data

Another measure of accident distribution is the number of accidents 

per active pilot. Although this measure was considerably more 

stable from 1992 through 2001 than the per-hour accident rate, 

it did decrease slightly overall with the lowest number of accidents 

per pilot for the period occurring in the years 1999–2001.

Accident rate calculations based on flight hours require the use 

of GAATA Survey activity data extrapolated from a relatively small 

sample of aircraft owners. As a result, the calculated values are 

accurate only to the extent that the sample represents the larger 

population of general aviation operators. For this reason, accident 

rate data presented in this review typically also include raw 

frequency data for comparison. 

Number of Accidents and Fatalities

Although the number of general aviation accidents fluctuated 

slightly from year to year, the number of accidents that occurred 

annually between 1992 and 2001 declined overall from 2,111 

in 1992 to a 10-year low of 1,727 in 2001. The number of fatal 

accidents also decreased overall, from 451 in 1992 to 325 in 

2001, recording an additional 4% decline from the 10-year low of 

340 reached in 1999.

General Aviation Accident Distribution

per Active Pilot, 1992-2001 

0.0

0.5

1.0

1.5

2.0

2.5

3.0

3.5

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Accidents per 1,000 Pilots

Accidents Fatal Accidents

Number of General Aviation Fatalities

per 100,000 Hours Flown, 1992-2001 

3.5 3.3 3.3 3.0

2.6 2.5 2.4 2.1 2.1 2.2

0

1

2

3

4

5

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Fatalities per 100,000 Hours
10

The number of fatalities also exhibited a generally downward 

trend from the high of 867 deaths in 1992 to a record low of 562 

deaths from 325 fatal accidents in 2001. This observed decline in 

fatalities was consistent with other trends for the 10-year period, 

which showed a decline in the number of active pilots, the number 

of accidents, and the number of fatal accidents.

Accident Rate by Type of Operation

General aviation includes a wide range of operations, each with 

unique aircraft types, flight profiles, and operating procedures. This 

diversity is evident in the accident record. However, the flight data 

collected in the GAATA Survey allow for only a coarse representation 

of the many types of general aviation operations. For some types 

of operations, such as public aircraft flights,17 no activity data 

are available. The data presented here include four operational 

categories selected because they are representative of general 

aviation and have activity information available. The categories 

selected as being typical of general aviation activity include 

17 The Annual Review, 2001, data include 38 public aircraft accidents, 6 of which 

resulted in one or more fatalities.

Number of Fatal General Aviation

Accidents and Fatalities, 1992-2001 

0

250

500

750

1,000

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Fatal Accidents Fatalities 

Number of General Aviation Accidents

1992-2001 

0

500

1,000

1,500

2,000

2,500

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Accidents Fatal Accidents

17 The Annual Review, 2001, data include 38 public aircraft accidents, 6 of which resulted in one or more fatalities.

Historical Trends in Accident Data
11 Annual Review of Aircraft Accident Data

personal/business flying,18 corporate flying, aerial application, and 

instructional flights.

Personal flying makes up the largest portion of general 

aviation activity and includes all flying for pleasure and/or 

personal transportation. Although similar to personal flying, 

business flying includes the use of an aircraft for business 

transportation without a paid, professional crew. Personal 

and business flights are typically conducted in single- and 

multi-engine piston airplanes, but may include a range of 

aircraft including gliders, rotorcraft, and balloons. 

Corporate flying includes any business transportation with a 

professional crew and usually involves larger, multi-engine 

piston, turboprop, and jet airplanes. 

Aerial application includes the use of specially equipped 

aircraft for seeding and for spraying pesticides, herbicides, 

and fertilizer. Aerial application is unique because it requires 

pilots to fly close to the ground. 

Instructional flying includes any flight under the supervision 

of a certificated flight instructor.19 Instructional flying typically 

includes both dual training flights and student solo flights. 

Aircraft used for instruction are often similar to those used 

for personal flying. However, instructional operations are 

unique because they often involve the repeated practice of 

takeoffs and landings, flight maneuvers, and emergency 

procedures.

From 1992 through 1999, personal and business flying had the 

highest average accident rate, followed by aerial application and 

instructional flights. The lowest accident rate was for corporate/executive 

transportation, which for the 10-year period ranked lowest overall 

18 Because of the difficulty of accurately distinguishing between personal and business 

flying for both the activity survey and the accident record, the rate presented in this 

review is calculated using combined exposure data (hours flown).

19 See 14 CFR Subpart H for flight instructor certificate and rating requirements. 

•

•

•

•

each year. In 2001, at 0.30 accidents per 100,000 hours, the 

accident rate for corporate/executive flying was only 5% of the rate 

of instructional flying, the next lowest rate.

As previously mentioned, the highest percentage of general aviation 

accidents typically involves personal and business operations. 

Between 1992 and 2001, personal/business flying accounted for 

an average of 67% of all general aviation accidents. In 2001, 67% 

of all general aviation accidents involved personal/business flying, a 

percentage consistent with the 10-year average. Instructional flying 

accounted for the next highest percentage with 15% compared 

with a 10-year average of 14.0% of all general aviation accidents. 

Accident Rate by

Type of Operation, 1992-2001

(per 100,000 Flight Hours)

0

2

4

6

8

10

12

14

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Personal and Business Aerial Application

Flight Instruction Corporate/Executive

18 Because of the difficulty of accurately distinguishing between personal and business flying for both the activity survey and the accident record, the rate presented in this 

review is calculated using combined exposure data (hours flown).

19 See 14 CFR Subpart H for flight instructor certificate and rating requirements. 
12

The lowest number of accidents from 1992 through 2001 involved 

corporate/executive flights. Averaging about 11 accidents per year, 

annual totals for corporate/executive accidents are barely visible 

when graphed in comparison to accidents involving other types of 

operations.

Throughout the 10-year period, the combined category of 

personal/business flying also had the highest fatal accident rate. 

Except for 2000 and 2001, the rate was typically more than double 

the rate for any other type of flying. 

Personal and Business Aerial Application

Flight Instruction Corporate/Executive

Fatal Accident Rate by

Type of Operation, 1992-2001

(per 100,000 Flight Hours)

0

1

2

3

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Number of Accidents by

Type of Operation, 1992-2001 

0

200

400

600

800

1,000

1,200

1,400

1,600

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Personal and Business Aerial Application

Flight Instruction Corporate/Executive

Historical Trends in Accident Data
13 Annual Review of Aircraft Accident Data

An average 276 fatal accidents per year were associated with 

personal/business flying, compared to an average 25 fatal 

accidents per year related to instructional flying, 13 for aerial 

application, and 4 for corporate executive flights. Differences in the 

number and rate of fatalities and injuries among types of operation 

are likely related to the type of aircraft and equipment, the level 

of pilot training, and the operating environments unique to each 

type of operation. The total fatal accidents per year among each 

type of flight operation exhibit a distribution similar to the total 

number of accidents per operation, with personal and business 

flying accounting for an average 73% of all fatal general aviation 

accidents and 74% of all fatal injuries for 1992 through 2001.

Number of Fatal Accidents by

Type of Operation, 1992-2001 

Personal and Business Aerial Application

Flight Instruction Corporate/Executive

0

50

100

150

200

250

300

350

400

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001
14

2001 in Depth

Location of General Aviation Accidents in 

2001

United States Aircraft Accidents 

Geographic location can contribute to general aviation accident 

totals because of increased activity due to population density 

or increased risk due to hazardous terrain, a propensity for 

hazardous weather, or a concentration of particularly hazardous 

flight operations. This map shows state by state the number of all 

general aviation accidents that occurred within the United States 

in 2001. The number of general aviation accidents occurring 

annually in a state is related to the population, general aviation 

activity level, and flying conditions unique to that state. Although 

the specific hourly activity data needed to calculate general 

aviation accident rates for each state are not available, some 

assumptions can be made about general aviation activity levels 

based on the size and population of each state. For example, 

California,20 Texas, and Florida21 had the greatest number of 

accidents in 2001. U.S. Census Bureau data22 indicate that 

California had the highest state population in 2001, followed by 

Texas (second), and Florida (fourth). In addition, all three of these 

states have warm climates that favor flying year-round, and all three

are popular travel destinations that attract general aviation traffic 

20 The total of 174 accidents for California includes one accident off the coast in the 

Pacific Ocean.

21 The total of 112 accidents for Florida includes one accident off the coast in the 

Atlantic Ocean.

22 U.S. Census Bureau; data are available at <http://factfinder.census.gov/>.

from other states. These states also had the largest numbers of 

active pilots23 and active aircraft.24 These data suggest that the 

high number of accidents in California, Texas, and Florida are 

likely related primarily to a high level of activity. 

23 FAA, U.S. Civil Airmen Statistics, 2001, available at <http://www.faa.gov/data_

statistics/aviation_data_statistics/civil_airmen_statistics/>. 

24 FAA, GAATA Survey 2001, available at <http://www.faa.gov/data_statistics/

aviation_data_statistics/general_aviation/CY2001/.>. 

General Aviation Accidents by U.S. State, 2001

Accidents

40+ (11)

28 to 39 (11)

18 to 27 (10)

14 to 17 (6)

2 to 13 (12)

17

23

5

13

13

7

13

17

10

13

15

14

2

4

10

13

27

21

22 22

25

21 24

19

19

15

2

16 36

31

38

31

29

35

39

54

43

47

46

112

129

35

64

59

31

34

174

39

62

103

20 The total of 174 accidents for California includes one accident off the coast in the Pacific Ocean.

21 The total of 112 accidents for Florida includes one accident off the coast in the Atlantic Ocean.

22 U.S. Census Bureau; data are available at <http://factfinder.census.gov/>.

23 FAA, U.S. Civil Airmen Statistics, 2001, available at <http://www.faa.gov/data_statistics/aviation_data_statistics/civil_airmen_statistics/>. 

24 FAA, GAATA Survey 2001, available at <http://www.faa.gov/data_statistics/aviation_data_statistics/general_aviation/CY2001/>.
15 Annual Review of Aircraft Accident Data

Regional differences that affect general aviation accident numbers 

may also include hazards unique to the local terrain and weather. 

For example, the operating environment, infrastructure, and travel 

requirements in Alaska present unique challenges25 to aviation 

that are reflected in the general aviation accident record. After 

California, Texas, and Florida, Alaska had the most general 

aviation accidents in 2001.

25 For an analysis of aviation safety in Alaska, see National Transportation Safety Board, 

Aviation Safety in Alaska, Safety Study, NTSB/SS-95/03 (Washington, DC: 1995). The 

Safety Board is also supporting an ongoing effort to identify and mitigate risk factors 

specific to aviation operations in Alaska; for details, see <http://www.ntsb.gov/aviation/

AK/alaska_stat.htm>.

The top 10 states by number of general aviation accidents in 2001 

are presented here along with the 10-year average. Note that 

many of the state accident totals for 2001 were below historical 

averages, but the distribution of accidents among states remained 

similar during the period.

Foreign Aircraft Accidents 

In 2001, U.S.-registered aircraft were involved in 34 accidents that 

occurred outside the 50 United States. Those accidents occurred in 

17 different countries and territories, and in the Atlantic and Pacific 

Oceans. Of those accidents, 12 were fatal, resulting in 22 deaths. 

The largest number of these accidents occurred in Puerto Rico, with 

6 accidents, followed by Canada with 5. Although most general 

aviation accidents involving U.S.-registered aircraft outside the 

United States usually occur in neighboring countries like Canada, 

Mexico, and the Caribbean island nations, the 2001 accident 

record includes accidents that occurred as far away as Iceland, 

Saudi Arabia, and Africa. 

25 For an analysis of aviation safety in Alaska, see National Transportation Safety Board, Aviation Safety in Alaska, Safety Study, NTSB/SS-95/03 (Washington, DC: 1995). The Safety 

Board is also supporting an ongoing effort to identify and mitigate risk factors specific to aviation operations in Alaska; for details, see <http://www.ntsb.gov/aviation/AK/

alaska_stat.htm>.

Top 10 General Aviation Accident States 2001 

46

47

54

59

62

64

103

112

129

174

43

44

51

63

63

66

121

130

127

214

Georgia

Illinois

Michigan

Arizona

Washington

Colorado

Alaska

Florida

Texas

California

2001 10-yr Average
16

Aircraft Type

The following graphs summarize the total number of general aviation 

accidents and the number of fatal accidents occurring in 2001 

by type of aircraft. Most notable is the large number of accidents 

involving single-engine piston airplanes, which accounted for 73% 

of all accident aircraft and 68% of all fatal accident aircraft.

In 2001, the per-aircraft accident rate for all aircraft types 

was 6.87 accidents and 1.29 fatal accidents per 100,000 

hours flown.26 Among fixed-wing powered aircraft, the rate 

for single-engine piston airplanes was 7.99 accidents and 

26 Note that the reported rates are per aircraft and differ from per-accident rates 

because each aircraft is counted separately in the event of a collision. Included in 

the accident totals, but excluded from the associated rates, are three single-engine 

piston aircraft accidents with a probable cause attributed to suicide, sabotage, or 

stolen/unauthorized use.

Number of Accidents by Type of

Aircraft, 2001 

20

37

177

210

21

65

114

1,278

1,749

330

226

31

21

6

54

27

6

0 Lighter-than-air

Gliders

Rotorcraft

Amateur-built

Airplane Turbine

Airplane Turboprop

Airplane

Multi-engine Piston

Airplane Single Piston

All Aircraft

Total

Fatal

26 Note that the reported rates are per aircraft and differ from per-accident rates because each aircraft is counted separately in the event of a collision. Included in the accident totals, 

but excluded from the associated rates, are three single-engine piston aircraft accidents with a probable cause attributed to suicide, sabotage, or stolen/unauthorized use.

2001 in Depth

Accidents Involving U.S.-Registered General Aviation Aircraft

Outside the 50 United States, 2001 

Ditched in Okhotsk 1 0 0

From Fishing Vessel 1 0 0

2 0 0

Off Bahamas 1 0 0

1 0 0

Africa 1 0 0

Austria 1 1 2

Bahamas 4 0 0

Belgium 1 1 1

Canada 5 2 2

Cuba 1 0 0

Dominican Republic 1 0 0

France 1 1 3

Germany 2 1 4

Greenland 1 0 0

Iceland 1 1 2

Missing 1 1 1

Romania 1 0 0

Peru 1 1 3

Puerto Rico 6 2 2

United Kingdom 1 0 0

Saudi Arabia 2 1 2

31 12 22

34 12 22

Number of

Accidents

Number of Fatal 

Accidents

Number of

Fatalities

Total

 Other Countries / Territories

Subtotal

 Pacific Ocean

Subtotal

Atlantic Ocean

Subtotal
17 Annual Review of Aircraft Accident Data

1.41 fatal accidents per 100,000 hours flown. Amateur-built aircraft27

had the highest accident rate in 2001 with 26.76 accidents and 

6.88 fatal accidents per 100,000 flight hours. Rotorcraft had the 

second-highest rate among powered aircraft, with 9.98 accidents 

and 1.52 fatal accidents per 100,000 hours flown. However, glider 

operations had the second-highest accident rate overall, with 25.72 

accidents and 4.17 fatal accidents per 100,000 hours flown. 

Purpose of Flight

As previously mentioned, general aviation includes a wide 

range of operation types, each with unique aircraft types, 

27 Title 14 CFR Part 21 (21.191(g)) provides for the issuance of a Special Airworthiness 

Certificate in the experimental category to permit the operation of amateur-built 

aircraft. Amateur-built aircraft may be fabricated from plans or assembled from a 

kit, so long as the major portion (51%) of construction is completed by the amateur 

builder(s).

flight profiles, and operating procedures. The total number 

of accidents and the accident rates can vary considerably as a 

result of these differences. To allow comparisons among different 

operations, risk exposure is standardized across different operations 

by using flight hours as a common measure of activity.

The type of operation or purpose of flight can be defined as the 

reason a flight is initiated. Activity data by purpose of flight are derived 

from the GAATA Survey, which includes 14 purpose/use categories. 

Two of these categories, air taxis and air tours, are covered under 

14 CFR Part 135 and are therefore not included in this review. The 

remaining 12 categories include the previously mentioned categories 

of “personal,” “business,” “instructional,” “corporate,” and “aerial 

application,” which together accounted for 90% of all general aviation 

operations during 2001. The remaining 10% of general aviation 

operations are included in more specific categories, such as “external 

load” and “medical use.” A limitation of the GAATA activity data is that 

those categories provide only a coarse representation of the range of 

possible flight operations. For example, “personal flying” includes but 

does not distinguish between travel, recreation, or proficiency flying. 

At the same time, the differences between similar categories like 

“personal” and “business flying” are not easily identified. Accordingly, 

the purpose-of-flight information presented in this review is limited to 

the combined categories of personal and business flying, as well as 

corporate, instructional, and aerial application flights.

According to the GAATA Survey, most general aviation operations 

are conducted for personal and/or business purposes. Of the 

estimated 25.4 million general aviation hours flown in 2001, 

more than half—14.8 million—were conducted for personal or 

business reasons.28 A result of this level of activity is that a large 

28 FAA, GAATA Survey 2001, available at http://www.faa.gov/data_statistics/

aviation_data_statistics/general_aviation/CY2001/

27 Title 14 CFR Part 21 (21.191(g)) provides for the issuance of a Special Airworthiness Certificate in the experimental category to permit the operation of amateur-built aircraft. 

Amateur-built aircraft may be fabricated from plans or assembled from a kit, so long as the major portion (51%) of construction is completed by the amateur builder(s).

28 FAA, GAATA Survey 2001, available at <http://www.faa.gov/data_statistics/aviation_data_statistics/general_aviation/CY2001/>

Accident Rate per Aircraft Type, 2001

(per 100,000 Flight Hours)

14.18

25.72

9.98

26.76

0.84

4.30

4.99

7.99

6.87

1.29

1.41

1.36

1.39

0.24

6.88

1.52

4.17

0.00 Lighter-than-air

Gliders

Rotorcraft

Amateur-built

Airplane Turbine

Airplane Turboprop

Airplane

Multi-engine Piston

Airplane Single Piston

All Aircraft

Total

Fatal
18

percentage of general aviation accidents involve personal/business 

flying. However, personal/business flying is still over-represented 

in the accident record: although this segment represented about 

58% of the general aviation hours in 2001, it accounted for 

67% (1,155) of all general aviation accidents and 74% (239) of 

all fatal accidents in 2001. 

The accident rate for flight instruction operations was about half 

that of aerial application and personal/business flights. This 

relatively low rate is surprising because student pilots could be 

expected to make more mistakes than experienced pilots while 

they are learning to fly. Flight instruction accidents were also less 

likely to be fatal. Only 9% of the flight instruction accidents that 

occurred in 2001 resulted in fatalities, compared to almost 21% 

of personal/business accidents. When compared with the number 

of hours flown, the fatal accident rate for instructional flights was 

0.53 fatal accidents per 100,000 hours flown. The fatal accident 

rate for personal/business flying remained the highest in general 

aviation with 1.60 fatal accidents per 100,000 hours flown.

Flight Plan

Of the 1,749 pilots involved in general aviation accidents in 

2001, 1,408 (81%) did not file a flight plan. In most cases, a 

flight plan is required only for flight under instrument flight 

rules (IFR). However, pilots operating under visual flight 

rules (VFR) on point-to-point flights have the option of filing 

a flight plan, which aids search and rescue efforts for pilots 

who fail to arrive at their intended destinations. VFR flight

plans are typically not filed for local flights and, in general, 

the filing of a flight plan may be more indicative of the type

of flight operation than the safety of a particular flight.

Airport Involvement

Aircraft accident locations were closely split between those 

occurring away from an airport (50%) and those occurring on 

airport property (47%). Comparing accident risk based on location 

is difficult because of the exposure differences between different 

operations and aircraft types. For example, a single-engine piston 

aircraft used for instructional flights will spend a large percentage 

of its operating time near an airport while a jet aircraft used for 

corporate transportation will not. However, a relationship can be 

observed between the location and severity of accidents. Accidents 

on or near an airport or airstrip typically involve aircraft operating 

at relatively low altitudes and airspeeds while taking off, landing, 

or maneuvering to land. Accidents that occur away from an airport 

typically involve aircraft in the climb, cruise, maneuvering, and 

descent phases of flight, which typically occur at higher altitudes 

and higher airspeeds. As a result, accidents that occur away from 

Flight Plan Filed by Accident Pilot, 2001 

None

81%

VFR

9%

IFR

9%

Unknown

1%

VFR/IFR

0.2%

2001 in Depth
19 Annual Review of Aircraft Accident Data

an airport are more likely to result in higher levels of injury and 

aircraft damage than accidents that occur on an airstrip or near 

an airport. Most aircraft involved in fatal accidents in 2001 (78%) 

were located away from an airport or airstrip.

Another distinction that can be drawn between flight profiles is between 

local and point-to-point operations. A local flight is one that departs 

and lands at the same airport, and a point-to-point flight is one 

that lands at an airport other than the one from which it departed. 

Typical local flight operations include sightseeing, flight instruction, 

proficiency flights, pleasure flights, and most aerial observation and 

aerial application flights. Conversely, point-to-point flights include 

any operation conducted with the goal of moving people, cargo, 

or equipment from one place to another. Typical point-to-point 

operations include corporate executive transportation, personal and 

business travel, and aircraft repositioning flights. 

A comparison of the numbers of accident aircraft on local flights 

with those on point-to-point flights illustrates that the percentages 

of aircraft on each type of flight were similar although point-to-point 

flights accounted for slightly more accident aircraft.

The activity data necessary to compare accident rates for local and 

point-to-point flights are not available. However, a comparison 

of the percentage of local and point-to-point accident flights 

conducted for different purposes of flight provides an indirect 

measure of the types of flying represented in both flight profiles. 

The following graph shows that most personal/business flights were 

point-to-point, while most instructional flights were local. Corporate 

executive transportation and aerial application operations were 

also inversely proportionate, with 88% of corporate flights being 

point to point and 87% of aerial application flights being local. 

Local and Point-to-Point Flights, 2001

Point-to-Point

59%

Local

41% 725 1,024

Location of Accident Aircraft, 2001

26

259

45

57

877

815

0 200 400 600 800 1,000

Unknown

Off-airport

On Airport

Number of Aircraft

Total

Fatal
20

Environmental Conditions

Many hazards to safety are unique to the type of flight operation, 

type of aircraft, and flight profile, but environmental conditions 

may be hazardous to all flight operations and all types of aircraft 

to some degree. Aircraft control, for example, is highly dependant 

on visual cues related to speed, distance, orientation, and altitude. 

When visual information is degraded or obliterated because 

of clouds, fog, haze, or precipitation, pilots must rely on aircraft 

instruments. Because of the difficulties associated with flying an 

aircraft solely by reference to instruments, the FAA has established 

specific pilot, aircraft, and procedural requirements29 for flight in 

instrument meteorological conditions (IMC). According to the FAA 

29 Title 14 CFR 61.579(c), 91.167-193, 91.205(d).

Pilot/Controller Glossary,

30 “instrument meteorological conditions” 

are defined as “meteorological conditions expressed in terms of 

visibility, distance from cloud, and ceiling less than the minima31

specified for Visual Meteorological Conditions (VMC).” Weather 

minima differ based on altitude, airspace, and lighting conditions, 

but 3 statute miles visibility and a cloud clearance of 1,000 feet above, 

500 feet below, and 2,000 feet horizontal distance is typical. The 

following chart illustrates the percentage of accidents and fatal 

accidents that occurred in VMC and IMC. A comparison of the 

percentages of accidents in each weather condition that resulted in a 

fatality illustrates the hazards associated with flight in IMC. In 2001, 

only 16% of the accidents that occurred in visual conditions resulted in 

a fatality, but 57% of accidents in instrument conditions were fatal.

30 FAA, Pilot/Controller Glossary, Washington, D.C., available online at <http://

faa.gov/atpubs/PCG/INDEX.HTM>.

31 Minima for visual meteorological conditions are specified in 14 CFR 91.155.

Total Accidents and Fatal Accidents

by Weather Condition, 2001 

101 58

264

1,633

0

500

1,000

1,500

2,000

IMC VMC

Total Fatal

(57% Fatal) (16% Fatal)

29 Title 14 CFR 61.579(c), 91.167-193, 91.205(d).

30 FAA, Pilot/Controller Glossary, Washington, D.C., available online at <http://faa.gov/atpubs/PCG/INDEX.HTM>.

31 Minima for visual meteorological conditions are specified in 14 CFR 91.155.

2001 in Depth

Local and Point-to-Point Comparison

by Type of Operation, 2001 

45%

87%

61%

12%

34%

55%

13%

39%

88%

66%

0% 20% 40% 60% 80% 100%

Public Use

Aerial Application

Flight Instruction

Coorporate/ Executive

Personal/ Business

Local Point-to-Point
21 Annual Review of Aircraft Accident Data

Although instrument conditions were present for only 6% of 

all accidents, 18% of fatal general aviation accidents in 2001 

occurred in IMC. One reason for the disproportionate number of 

fatal accidents in IMC is that such accidents are more likely to 

involve pilot disorientation, loss of control, and collision with terrain 

or objects—accident profiles that typically result in high levels of 

damage and injury. Instrument conditions may also contribute to 

accident severity by further complicating situations that might be 

more easily handled in visual conditions. For example, a forced 

landing due to an engine malfunction or failure, which might result 

in minor damage if it were to occur in visual conditions, might pose 

an even greater threat to a pilot flying in instrument conditions 

because reduced visibility would make the selection of a suitable 

landing site more difficult.

Lighting Conditions

Lighting conditions can present a similar hazard to pilots because 

of physiological factors related to night vision, difficulties in seeing 

potential hazards such as mountains, terrain, and unlighted 

obstructions, and perceptual illusions associated with having fewer 

visual cues. The following graphs illustrate that, similar to IMC, most 

accidents occurred in daylight conditions but a larger percentage 

of the accidents that occurred at night resulted in fatalities.

In fact, accidents that occurred at night were more than 2.5 times 

more likely than daylight accidents to be fatal. Like weather-related 

accidents, accidents at night are more likely to involve disorientation, 

loss of control, and/or collision with objects or terrain that result 

in higher levels of injury. The reduction in visual cues at night also 

hinders pilots from identifying deteriorating weather conditions and 

further complicates any aircraft equipment malfunctions.

Accidents and Fatal Accidents by

Lighting Condition, 2001

3

234

5

57

11

1,459

33

152

0 500 1,000 1,500 2,000

Dawn

Day

Dusk

Night

Number of Accidents

Total

Fatal
22

Injuries and Damage for 2001

Aircraft Damage

Safety Board investigators record aircraft damage as either 

“destroyed,” “substantial,” or “minor.” “Substantial damage” is 

defined in 49 CFR 830.2 as “damage or failure which adversely 

affects the structural strength, performance, or flight characteristics 

of the aircraft, and which would normally require major repair 

or replacement of the affected component.” “Destroyed” and 

“minor” are not specifically defined in 49 CFR 830.2. However, 

“destroyed” can be operationally defined as any damage in which 

repair cost would exceed the value of the aircraft,32 and “minor” 

damage as any damage that is not classified as either “destroyed” 

or “substantial.” 

32 Missing or unrecoverable aircraft are also considered “destroyed.”

Nearly 8 of every 10 aircraft involved in accidents during 2001 

sustained substantial damage, and 1 in 5 accident aircraft were 

destroyed. “Minor” and “no damage” classifications included less 

than 1% each of accident aircraft.

Accident Injuries

Safety Board investigators categorize injuries resulting from 

general aviation accidents as “fatal,” “serious,” or “minor.” 

Title 49 CFR 830.2 defines a fatal injury as “any injury which 

results in death within 30 days of the accident.” Title 49 CFR 

830.2 also outlines several qualifications33 of serious injury 

that include, but are not limited to, hospitalization for more 

than 48 hours, bone fracture, internal organ damage, or 

second- or third-degree burns. The following graph depicts the 

33 See Appendix B for the complete definition of injury categories.

Damage to Accident Aircraft, 2001

Minor

1.3%

Destroyed

20.4%

None

Substantial 0.9%

77.5%

32 Missing or unrecoverable aircraft are also considered “destroyed.”

33 See Appendix B for the complete definition of injury categories.

2001 in Depth

Percentage of Accidents Resulting in a

Fatality by Lighting Condition, 2001 

27%

16% 15%

38%

Dawn Day Dusk Night
23 Annual Review of Aircraft Accident Data

percentage of general aviation accidents resulting in

each level of injury during 2001. Most notable is the fact that 

more than half the accidents did not result in injury. 

The following graphs illustrate both the number of accident aircraft 

in each injury category and the corresponding number of persons 

aboard those aircraft who sustained injuries in each category. 

Categorization of injury level in an accident is based on the highest 

level of injury sustained by an occupant of an accident aircraft. 

Again, most persons who were aboard general aviation aircraft 

that were involved in accidents sustained no injuries.

Injuries by Role for 2001

The following table presents detailed information about the types of 

injuries incurred by all persons involved in general aviation accidents 

during 2001. The distribution of general aviation accident injuries 

varies with the type of operation and the size of aircraft, and the 

number of injuries experienced by any group of persons varies with 

their level of activity (that is, their exposure risk). For example, all 

aircraft have a pilot, but not all aircraft have passengers on board. 

In 2001, 505 passengers suffered some level of injury in general 

aviation accidents, compared to the 733 pilots who were injured. 

Despite the apparent difference, the injury rate for passengers was 

similar to that of pilots, considering that only 1,153 of 1,749 

accident aircraft had passengers on board. Although the total 

number of injured passengers is equal to only 69% of the number of 

injured pilots, only 66% of accident flights were carrying passengers. 

As noted previously, most general aviation accidents involve 

personal/business flights in single-engine piston aircraft, which are 

likely to have only one pilot. Because of this exposure difference, 

Total Injuries Sustained

by Persons Aboard

Accident Aircraft, 2001

 Highest Level of Injury

Aboard Accident Aircraft, 2001 

558

313

465

1,849

0

500

1,000

1,500

2,000

Fatal Serious Minor None

330

212 245

962

0

500

1,000

1,500

Fatal Serious Minor None

 Highest Level of Accident Injury, 2001

Fatal

19%

Serious

12%

Minor

14%

None

55%
24

pilots sustained the highest percentage of injuries in general aviation 

accidents in 2001, suffering 56% of all fatalities, 57% of all serious 

injuries, and 48% of all minor injuries. 

In addition to injuries sustained by persons on board the accident 

aircraft, 40 persons who were not aboard aircraft also sustained 

injuries. Examples of such accidents included a security guard who 

died after walking into a spinning helicopter tailrotor, a ground 

handler who was seriously injured while attempting to hold down 

a balloon, and a twin-engined aircraft that collided with vehicles 

on a highway after an emergency landing due to a loss of engine 

power during takeoff.

Accident Pilots

Rating

Of the 1,749 pilots involved in general aviation accidents in 

2001, the largest percentage held a private pilot certificate.34

The second-largest percentage held a commercial pilot

34 FAA, U.S. Civil Airmen Statistics, available at <http://www.faa.gov/data_

statistics/aviation_data_statistics/civil_airmen_statistics/>.

certificate, which is required for any person to act as pilot-incommand of an aircraft for compensation or hire.35

When compared to the number of active pilots in 2001 

holding each type of pilot certificate, commercial pilot 

certificate holders were over-represented among general 

aviation accidents. Although commercial pilot certificate 

holders accounted for only 20% of all active pilots, they were involved 

in 35% of all general aviation accidents in 2001. 

35 See 14 CFR 61.133 for the privileges granted by a commercial pilot certificate.

Highest Certificate Held by Accident Pilot, 2001 

Student

7%

None

1%

Airline Transport

14% 

Commercial

35%

Private

43%

34 FAA, U.S. Civil Airmen Statistics, available at <http://www.faa.gov/data_statistics/aviation_data_statistics/civil_airmen_statistics/>.

35 See 14 CFR 61.133 for the privileges granted by a commercial pilot certificate.

2001 in Depth

Personal Injuries Fatal Serious Minor None Total

 Pilot 

 Copilot 

 Flight instructor

 Dual student 

 Check pilot 

 Other crew 

 Passenger 

 Total aboard 

 On ground 

 Other Aircraft 

 Total 

313

20

3

13

0

7

202

558

4

0

562

182

10

0

6

0

3

112

313

8

0

321

238

14

3

12

1

6

191

465

28

0

493

1,016

45

18

97

5

20

648

1,849

0

0

1,849

1,749

89

24

128

6

36

1,153

3,185

40

0

3,225

General Aviation Accident Injuries, 2001
25 Annual Review of Aircraft Accident Data

Similarly, the per-pilot accident rate was highest for commercial 

pilot certificate holders during 2001, with 4.93 accidents per 1,000 

active pilots. One possible explanation for the higher numbers of 

accidents is that commercial certificate holders may be employed 

as pilots and would therefore be likely to fly more hours annually 

than student or private pilots.

However, the largest percentage of commercial pilots involved in 

accidents during 2001 (47%) were conducting personal flights 

and were not involved in commercial operations at the time of the 

accidents.

Because annual flight-hour data are not compiled separately for 

pilots holding each type of certificate, it is not possible to make 

comparisons between activity-based accident rates. The U.S. Civil 

Accident Rate per 1,000 Active Pilots

by Certificate, 2001 

1.34

2.95

4.93

1.65

0

1

2

3

4

5

6

Student Private Commercial Airline

Transport

(1,686 of accident pilot records with data available, 2001)

Type of Operation Conducted by

Accident Pilot Certificate, 2001 

682

281

126

0

75

9 3

115

45 8 35 30

0

100

200

300

400

500

600

700

800

Private Commercial Airline Transport

Personal / Business Aerial Application

Instruction Ferry / Positioning

Number of Active Pilots by Highest Certificate, 2001 

Recreational

316

Student

86,731 

Private

243,823

Commercial

120,502 Airline Transport

144,702 
26

Airmen Statistics36 also do not include information about the type 

of operation that certificate holders engage in. However, the high 

number of commercial pilot accidents attributed to aerial application 

operations might suggest that the historically high accident rate of 

such flights may have contributed to the increased rate observed for 

commercial pilots. Examples of other commercial operations not 

presented in the chart include corporate executive transportation, 

sightseeing flights, banner towing, and aerial observation. 

Airline Transport Pilot (ATP) certificate holders, in addition to being 

employed as pilots,37 can engage in air carrier operations,38 which 

are not included in this review. As a result, ATP certificate holders 

may fly fewer general aviation hours and have a lower general 

aviation accident rate. 

Total Time

Of the 1,668 accidents in 2001 for which pilot total flight experience 

data are available, 47% involved pilots with a total flight time of 

1,000 hours or less. The following chart depicts the distribution of 

experience among accident pilots. The inset focuses on those pilots 

with less than 1,000 hours. The largest percentage of accident 

pilots in this group had 200 hours or less of total flight time. When 

compared to all accident pilots with available data, about 17% of 

accident pilots had 200 hours of flight experience or less.

36 FAA, U.S. Civil Airmen Statistics, 2001, available online at <http://www.faa.gov/

data_statistics/aviation_data_statistics/civil_airmen_statistics/>.

37 Refer to 14 CFR 61, Subpart G, for the privileges and limitations of the Airline 

Transport Pilot certificate.

38 See 14 CFR 121.437. 

Because of the flight hour requirements39 for obtaining commercial 

and ATP certificates, it is not surprising that nearly all accident pilots 

with 200 total hours or less of flight time held either private pilot 

certificates (59%) or student pilot certificates (36%).40 Most pilots 

with more than 1,000 total hours of flight time held commercial 

pilot certificates (52%).

39 Refer to 14 CFR Part 61 for the requirements of each type of pilot certificate and to 

14 CFR 141 for differences in those requirements for training conducted at approved 

flight schools.

40 Two accident pilots held commercial certificates but had less than 200 hours total 

time; one was a balloon pilot and the other was a foreign citizen operating a U.S.-

registered aircraft.

Accident Pilot Total Time, 2001

Accident Pilot Total Time

2001

(less than 1,000 hours)

793

239

158

84

65

42

42

22

21

28

174

0-1,000

1,001-2,000

2,001-3,000

3,001-4,000

4,001-5,000

5,001-6000

6,001-7,000

7,001-8,000

8,001-9,000

9,001-10,000

>10,000

Flight Hours

284

195

146

94

74

0-200

201-400

401-600

601-800

801-1,000

Flight Hours

(1,668 accident pilot records with total flight time information)

2001 in Depth

36 FAA, U.S. Civil Airmen Statistics, 2001, available online at <http://www.faa.gov/data_statistics/aviation_data_statistics/civil_airmen_statistics/>.

37 Refer to 14 CFR 61, Subpart G, for the privileges and limitations of the Airline Transport Pilot certificate

38 See 14 CFR 121.437.

39 Refer to 14 CFR Part 61 for the requirements of each type of pilot certificate and to 14 CFR 141 for differences in those requirements for training conducted at approved 

flight schools.

40 Two accident pilots held commercial certificates but had less than 200 hours total time; one was a balloon pilot and the other was a foreign citizen operating a 

U.S.-registered aircraft.
27 Annual Review of Aircraft Accident Data

It is also not surprising that most accident pilots with 200 hours 

total flight time or less were flying single-engine piston airplanes 

when the accidents occurred. Accident pilots with more than 1,000 

hours were flying a more diverse selection of aircraft, including 

significantly higher percentages who were flying multi-engine 

piston, turboprop, and turbine-powered airplanes, and about twice 

as many who were flying helicopters.

Time in Type of Aircraft

Of the 1,423 accidents in 2001 for which data are available about 

pilot experience in the accident aircraft make and model, 87% 

involved pilots with 1,000 hours or less of time in the accident 

aircraft make and model. Most accident pilots in this group (66%) 

had less than 200 hours of total flight time in the accident aircraft 

type, and a total of 100 pilots (9% of all accident pilots for whom 

data are available) had less than 10 hours in type. Most accident 

pilots with less than 10 hours of flight time in make and model 

were flying single-engine piston aircraft.

Pilots may have low time in type because they are new pilots with 

low total time or they are experienced pilots who are transitioning 

to a new aircraft. Two groups of pilots who might be expected to 

have accumulated significant time in make and model are those 

who own their own airplanes and fly them often and professional 

pilots who fly the same aircraft often. A large number of general 

aviation pilots who own aircraft have single-engine piston airplanes. 

Helicopters and multi-engine piston, jet, and turboprop airplanes 

Accident Pilot Total Time in Aircraft

Type, 2001 

Accident Pilot Total Time in

Aircraft Type, 2001

(less than 1,000 hours)

1,246

89

47

14

14

27

0-1,000

1,001-2,000

2,001-3,000

3,001-4,000

4,001-5,000

>5,000

Flight Hours

48

64

100

215

819

129 0-10

0-200

201-400

401-600

601-800

801-1,000

Flight Hours

(1,437 accident pilot records with time in aircraft type information)

Pilot Certificate Held By Accident

Pilots With 200 Hours or Less

Total Time, 2001 

Pilot Certificate Held By Accident

Pilots With More Than 1,000 Hours

Total Time, 2001 

Student

36%

Private

60%

Airline

Transport

1% 

Commercial

1%

None

2%

Private

22%

Commercial

52%

Airline

Transport

26% 

Type Aircraft Flown by Accident Pilots

With 200 or Less Hours

Total Flight Time, 2001 

Type Aircraft Flown by Accident Pilots

With More than 1,000 Hours

Total Flight Time, 2001

3%

1%

5%

0%

0%

1%

90%

Glider

Lighter than air

Rotorcraft

Airplane Turbine

Airplane Turboprop

Airplane

Multi-engine Piston

Airplane

Single-engine Piston

2%

1%

15%

2%

7%

10%

64%

Glider

Lighter than air

Rotorcraft

Airplane Turbine

Airplane Turboprop

Airplane

Multi-engine Piston

Airplane

Single-engine Piston
28

are more likely to be operated by professional pilots. Although not 

specifically detailed in the chart, it is particularly worth noting that 

36 of the 129 accident pilots in 2001 who had less than 10 hours 

in the accident aircraft type were operating amateur-built aircraft. 

Comparison of these two graphs shows that pilots with more than 

200 hours in make and model were more likely than pilots with 

fewer hours in type to be flying rotorcraft or multi-engine piston, 

jet, or turboprop airplanes.

Age

Most accident pilots in 2001 were between the ages of 40 and 59. 

The average age of all active pilots in the U.S. increased steadily 

from 1992 through 2001 and by 2001 was 4441 years. In contrast, 

the average age of general aviation accident pilots was 48 years. 

Despite the difference in average age, no meaningful conclusions 

can be made regarding specific age-related accident risk because 

FAA flight-hour activity numbers are not available for each age 

group. Age differences could be the result of activity if opportunities 

for recreational flying were to increase with age.

41 FAA, U.S. Civil Airmen Statistics, 2001, available at <http://www.faa.gov/data_

statistics/aviation_data_statistics/civil_airmen_statistics/>. 

Accident pilots conducting flight instruction operations, which 

include both flight instructors and their students, had the lowest 

average age of all pilots at 39 years. Accident pilots conducting 

personal/business flights had the highest average age at 51 years, 

followed by pilots of aerial application flights at 47 years.

Average Age of Active Pilots

1992-2001

41 41 41 42

43 43 44 44 44 44

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Age in Years

2001 in Depth

Type Aircraft Flown by Accident Pilots

With 10 or Less Hours in Accident

Aircraft Type, 2001 

Type Aircraft Flown by Accident Pilots

With More than 200 Hours in Accident

Aircraft Type, 2001 

10%

1%

4%

0%

1%

6%

78% 68%

Glider

Lighter-than-air

Rotorcraft

Airplane Turbine

Airplane Turboprop

Airplane

Multi-engine Piston

Airplane

Single-engine Piston

1%

1%

16%

2%

6%

7%

Glider

Lighter-than-air

Rotorcraft

Airplane Turbine

Airplane Turboprop

Airplane

Multi-engine Piston

Airplane

Single-engine Piston

41 FAA, U.S. Civil Airmen Statistics, 2001, available at <http://www.faa.gov/data_statistics/aviation_data_statistics/civil_airmen_statistics/>.
29 Annual Review of Aircraft Accident Data

Accident Occurrences for 2001

Safety Board accident reports document the circumstances of an 

accident as “accident occurrences” and the “sequence of events.” 

Occurrence data can be defined as what happened during the 

accident. A total of 5442 occurrence codes are available to describe 

the events for any given accident. Because aviation accidents are 

rarely limited to a single occurrence, each occurrence is coded as 

part of a sequence (that is, occurrence 1, occurrence 2, etc.), with 

as many as five different occurrence codes in one accident. For 

accidents that involve more than one aircraft, the list of occurrences 

may be different for each aircraft. 

42 Two of the codes, “missing aircraft” and “undetermined,” do not represent 

operational events. 42 Two of the codes, “missing aircraft” and “undetermined,” do not represent operational events.

Average Age of Accident Pilot By Type

of Operation, 2001 

39

46

47

44

51

48

0 10 20 30 40 50 60

Instruction

Other Work

Aerial Application

Corporate/Executive

Personal/Business

All Accident Pilots

Age in Years

Average Age of Accident Pilot

by Highest Pilot Certificate, 2001 

39

47

50

51

48

0 10 20 30 40 50 60

Student

Commercial

Private

ATP

All Accident Pilots

Age in Years
30

aircraft control on the ground resulted in only 1 fatal accident in 

2001, loss-of-control occurrences in flight resulted in a total of 

110 fatal accidents—nearly one-third of all fatal accidents and 

more than twice that of any other single occurrence.

Of the 1,709 accident aircraft in 2001 

for which data are available, 1,216 had 

2 or more occurrences, 558 had 3 or 

more, 77 had 4 or more, and 5 had a 

total of 5 occurrences (each). The excerpt 

from a brief report shown here is for an 

accident with five occurrences. The brief 

illustrates how an accident with multiple 

occurrences is coded. In this accident, 

which occurred in 2001, the helicopter 

pilot was unable to maintain altitude 

during takeoff because of variable wind 

conditions and tried to land in a cornfield. 

As the helicopter slid to a stop, the right 

front skid caught on a cornrow, and the 

helicopter rolled over onto its right side. 

Each of these occurrences was coded in 

order, as shown.

Occurrence data do not include 

specific information about why an 

accident may have happened; the first 

occurrence can instead be considered 

the first observable link in the accident 

chain of events. The following table 

displays first occurrences for all year-2001 general aviation 

accident aircraft with sequence of events data available. To 

simplify the presentation of accident occurrence data, similar 

occurrences are grouped into eight major categories.

Among the eight major categories of first occurrences, the 

largest percentage of accidents (27%) included occurrences 

related to aircraft power. Among the individual occurrences, the 

most common involved a loss of control either in flight (14%) 

or on the ground (12%). Although occurrences involving loss of 

2001 in Depth

Example of Occurrence Findings Cited in an NTSB Accident Brief, 2001

Occurrence #1: LOSS OF CONTROL - IN FLIGHT

Phase of Operation: TAKEOFF - INITIAL CLIMB

Findings

1. (F) WEATHER CONDITION - VARIABLE WIND

2. (C) AIRCRAFT CONTROL - NOT MAINTAINED - PILOT IN COMMAND

3. (C) SETTLING WITH POWER - ENCOUNTERED - PILOT IN COMMAND

----------

Occurrence #2: FORCED LANDING

Phase of Operation: EMERGENCY LANDING AFTER TAKEOFF

----------

Occurrence #3: IN FLIGHT COLLISION WITH TERRAIN/WATER

Phase of Operation: EMERGENCY LANDING AFTER TAKEOFF

----------

Occurrence #4: DRAGGED WING,ROTOR,POD,FLOAT OR TAIL/SKID

Phase of Operation: EMERGENCY LANDING AFTER TAKEOFF

Findings

4. (F) TERRAIN CONDITION - CROP

----------

Occurrence #5: ROLL OVER

Phase of Operation: EMERGENCY LANDING AFTER TAKEOFF

Findings Legend: (C) = Cause, (F) = Factor
31 Annual Review of Aircraft Accident Data

2001 Accident First Occurrences Total Fatal 2001 Accident First Occurrences (Cont.) Total Fatal

Collision – In-flight 269 92 Power Related 460 49

In-flight Collision with Object 133 42 Loss of Engine Power 219 24

In-flight Collision with Terrain/Water 116 44 Loss of Engine Power (Total) – Nonmechanical 110 7

Midair Collision 12 6 Loss of Engine Power (Total) – Mech Failure/Malfunction 61 9

Undershoot 7 0 Loss of Engine Power (Partial) – Nonmechanical 35 8

Near Collision Between Aircraft 1 0 Loss of Engine Power (Partial) – Mech Failure/Malfunction 24 1

Noncollision – In-flight 392 156 Rotor Failure/Malfunction 7 0

Loss of Control – In-flight 232 110 Propeller Failure/Malfunction 4 0

Airframe/Component/System Failure/ Malfunction 87 14 Engine Tear-away 0 0

In-flight Encounter with Weather 58 28 Landing Gear 40 0

Vortex Turbulence Encountered 7 4 Wheels-up Landing 20 0

Forced Landing 5 0 Gear Collapsed 12 0

Altitude Deviation, Uncontrolled 2 0 Main Gear Collapsed 4 0

Abrupt Maneuver 1 0 Complete Gear Collapsed 1 0

Decompression 0 0 Gear Retraction on Ground 1 0

Collision – On-ground or Water 117 1 Tail Gear Collapsed 1 0

On-ground/Water Collision with Object 55 1 Wheels-down Landing in Water 1 0

On-ground/Water Encounter with Terrain/Water 33 0 Nose Gear Collapsed 0 0

Collision Between Aircraft (Other Than Midair) 22 0 Other Gear Collapsed 0 0

Dragged Wing, Rotor, Pod, Float, or Tail/Skid 7 0 Gear Not Extended 0 0

Noncollision – On-ground or Water 379 4 Gear Not Retracted 0 0

Loss of Control – On-ground/Water 207 1 Miscellaneous 48 6

Hard Landing 93 0 Miscellaneous/Other 31 5

Overrun 33 2 Fire 14 0

Nose Over 23 0 Fire/Explosion 3 1

Roll Over 14 0 Explosion 0 0

On Ground/Water Encounter With Weather 5 0 Hazardous Materials Leak/Spill 0 0

Propeller/Rotor Contact to Person 2 1 Cargo Shift 0 0

Nose Down 1 0 Undetermined 4 3

Propeller Blast or Jet Exhaust/Suction 1 0 Missing Aircraft 3 2

Ditching 0 0 Undetermined 1 1
32

Phase of Flight

The following illustration displays the percentage of accident aircraft 

in each phase of flight at the time of first occurrence. The phase of 

flight can be defined as when, during the operation of the aircraft, 

the first occurrence took place. There are 50 distinct phases of flight 

that investigators may use to describe the operational chronology 

of occurrences. To simplify the presentation of this information, the 

detailed phases are grouped into the nine broad categories shown in 

this illustration. For example, the category “approach” includes any 

segment of an instrument approach or position in the airport traffic 

pattern and continues until the aircraft is landing on the runway. The 

upper set of numbers represents the percentage of all accidents that 

occurred in each phase, and the numbers in parentheses indicate 

the percentage of all accidents that were fatal.

As shown in the illustration, most accidents (60%) occurred during 

takeoff, climb, approach, and landing, despite the relatively short 

duration of these phases compared to the entire profile of a 

normal flight. The high number of accidents that occurred during 

takeoff and landing reflects the increased workload placed on 

both the flight crew and the aircraft during these phases. During 

both takeoff and landing, the flight crew must control the aircraft, 

change altitude and speed, communicate with air traffic control 

(ATC) and/or other aircraft, and maintain separation from obstacles 

and other aircraft. Aircraft systems are also stressed during takeoff 

and landing with changes to engine power settings, the possible 

operation of retractable landing gear, flaps, slats, and spoilers, 

and changes in cabin pressurization. While the aircraft is at low 

altitude during takeoff and landing, it is also most susceptible to 

any hazards caused by wind and weather conditions. 

Notably, the landing phase of flight accounted for the largest 

percentage of total accident first occurrences (28%) but only 2% 

of fatal accident first occurrences. The largest percentage of fatal 

accident first occurrences (33%) occurred during the maneuvering 

phase of flight, but only 14% of all accident first occurrences occurred 

during this phase. These differences reflect the relative severity of 

accidents that are likely to occur during each of these phases. Accidents 

that occur during cruise and maneuvering are more likely to result in 

higher levels of injury and aircraft damage due to the higher speeds 

and altitudes associated with these phases of flight. 

The likelihood of an aircraft accident first occurrence during each 

phase of flight varies by aircraft type and type of operation due 

to the unique hazards associated with each. For example, aircraft 

conducting aerial application flights fly at very low altitudes while 

spraying and therefore have an increased risk of colliding with 

terrain or obstructions. As a result, about 59% of all first occurrences 

for 2001 accidents involving aerial application flights occurred 

during the maneuvering phase 

compared to less than 11% of 

personal/business flights and 

10% for instructional flights. 

Accident Aircraft Phase of Flight During First Occurrence, 2001

Standing/Taxi/Other Takeoff Climb Cruise Descent Manuever/Hover Approach Go-Around Landing

6.1% 19.6% 2.9% 14.6% 3.0% 14.4% 9.7% 1.9% 27.9%

(4.5%) (15.8%) (4.2%) (19.6%) (5.5%) (33.4%) (13.5%) (1.3%) (2.3%)

1,709 accident aircraft with phase of flight data

2001 in Depth
33 Annual Review of Aircraft Accident Data

Accident phase-of-flight differences among aircraft types are the 

result of the amount of time spent in each phase, aircraft-specific 

hazards associated with that phase, and the type of operations 

typically conducted with that aircraft. For example, the largest 

percentage of first occurrences for accidents involving helicopter 

flights, about 36%, occurred while maneuvering. The percentage 

of accidents during this phase reflects the hazards unique to 

helicopters during hover and during operations that are unique to 

helicopters, such as carrying external loads. In contrast, the largest 

percentage of accidents involving single- and multi-engine piston 

aircraft occurred during landing.

Chain of Occurrences

An accident’s first occurrence and phase of flight during first 

occurrence indicate how and when an accident begins. However, 

the entire accident can also be viewed as a chain of all the 

accident occurrences cited in the order in which they happen. As 

previously discussed, accident events often include a combination 

of multiple occurrences, with many possible combinations. For 

example, of the 1,709 accidents that occurred during 2001 for 

which occurrence data are available, 407 unique combinations 

of accident occurrences were cited. The following tables, which 

list the top ten combinations of occurrences for all accidents 

and fatal accidents, illustrate the most common events.

Accident Aircraft Phase of Flight During Accident First

Occurrence by Type of Operation, 2001 

0%

10%

20%

30%

40%

50%

60%

70%

Standing/

Taxi/Other

Takeoff

Climb

Cruise

Maneuvering

Descent

Approach

Go-around

Landing

Aerial Application Personal and Business Flight Instruction

Accident Aircraft Phase of Flight During Accident First

Occurrence by Aircraft Type, 2001 

0%

5%

10%

15%

20%

25%

30%

35%

40%

Standing/

Taxi/Other

Takeoff

Climb

Cruise

Manuevering

Descent

Approach

Go-around

Landing

Single-engine Piston Airplane Multi-engine Piston Airplane

Turbine Airplane Helicopter
34

The top ten occurrence chains cited in 

fatal accidents are similar to those cited 

for all accidents. Loss of control followed 

by in-flight collision with terrain tops both 

lists, with more than half the accidents 

of this type being fatal. It is important 

to note that, although this was the most 

frequent chain of occurrences in 2001, 

it accounted for less than 10% of all 

accidents for the year.

A diverse range of events can, in 

combination, result in an accident. 

Fatal accidents, however, are usually the 

result of a more specific set of events. 

A comparison of the two lists provides 

insight as to why some accidents are 

fatal and others are not. Nine of the top 

ten chains of fatal accident occurrences 

included an in-flight collision with 

terrain/water or object, accident profiles 

that are more likely to result in the high 

impact forces likely to cause serious 

injury. In contrast, only five of the chain 

of occurrences for all GA accidents 

involved an in-flight collision with terrain/

water or object.

Number of

Accidents

Rank Chain Of Occurrences - All GA Accidents, 2001 Number of

Accidents

Rank Chain Of Occurrences - Fatal GA Accidents, 2001

1 Loss of Control In-flight -> In-flight Collision with Terrain/Water 149

2 In-flight Collision with Terrain/Water 98

3 In-flight Collision with Object 72

4 Hard Landing 58

5 Loss of Control On-ground/water -> On ground/water Encounter with Terrain/Water 51

6 On-ground/water Collision with Object 47

7 Loss of Control On-ground/water 46

8 In-flight Collision with Object -> In-flight Collision with Terrain/Water 40

9 Loss of Control On-ground/water -> On ground/water Collision with Object 39

10 Loss of Engine Power -> Forced Landing -> In-flight Collision with Terrain/Water 31

1 Loss of Control In-flight -> In-flight Collision with Terrain/Water 88

2 In-flight Collision with Terrain/Water 44

3 In-flight Collision with Object 22

4 In-flight Collision with Object -> In-flight Collision with Terrain/Water 13

5 In-flight Encounter with Weather -> In-flight Collision with Terrain/Water 11

6 Loss of Control In-flight -> In-flight Collision with Object 10

7 Loss of Control In-flight -> In-flight Collision with Object -> In-flight Collision with Terrain/Water 7

8 In-flight Encounter with Weather -> Loss of Control In-flight -> In-flight Collision with Terrain/Water 6

9 Loss of Engine Power -> Loss of Control In-flight -> In-flight Collision with Terrain/Water 6

10

Airframe/Component/System Failure/Malfunction -> Loss of Control In-flight -> In- flight Collision with

Terrain/Water 5

Number of

Accidents

Rank Chain Of Occurrences - All GA Accidents, 2001 Number of

Accidents

Rank Chain Of Occurrences - Fatal GA Accidents, 2001

1 Loss of Control In-flight -> In-flight Collision with Terrain/Water 149

2 In-flight Collision with Terrain/Water 98

3 In-flight Collision with Object 72

4 Hard Landing 58

5 Loss of Control On-ground/water -> On ground/water Encounter with Terrain/Water 51

6 On-ground/water Collision with Object 47

7 Loss of Control On-ground/water 46

8 In-flight Collision with Object -> In-flight Collision with Terrain/Water 40

9 Loss of Control On-ground/water -> On ground/water Collision with Object 39

10 Loss of Engine Power -> Forced Landing -> In-flight Collision with Terrain/Water 31

1 Loss of Control In-flight -> In-flight Collision with Terrain/Water 88

2 In-flight Collision with Terrain/Water 44

3 In-flight Collision with Object 22

4 In-flight Collision with Object -> In-flight Collision with Terrain/Water 13

5 In-flight Encounter with Weather -> In-flight Collision with Terrain/Water 11

6 Loss of Control In-flight -> In-flight Collision with Object 10

7 Loss of Control In-flight -> In-flight Collision with Object -> In-flight Collision with Terrain/Water 7

8 In-flight Encounter with Weather -> Loss of Control In-flight -> In-flight Collision with Terrain/Water 6

9 Loss of Engine Power -> Loss of Control In-flight -> In-flight Collision with Terrain/Water 6

10

Airframe/Component/System Failure/Malfunction -> Loss of Control In-flight -> In- flight Collision with

Terrain/Water 5

2001 in Depth
35 Annual Review of Aircraft Accident Data

Most Prevalent Causes/Factors 

for 2001

Probable Causes, Factors, Findings, 

and the Broad Cause/Factor 

Classification

In addition to coding accident occurrences, 

the Safety Board makes a determination of 

probable cause. The objective of the probable 

cause statement is to define the cause and 

effect relationships in the accident sequence. 

The probable cause could be described as a 

determination of why the accident happened. In 

determining probable cause, the Board considers 

the facts, conditions, and circumstances of the 

event. Within each accident occurrence, any 

information that helps explain why that event 

happened is identified as a “finding” and may be 

further designated as either a “cause” or “factor.” 

The term “factor” is used to describe situations 

or circumstances that contributed to the accident 

cause. The details of probable cause are coded 

as the combination of all causes, factors, and 

findings associated with the accident. Just as 

accidents often include a series of events, the 

reason why those events led to an accident reflects 

a combination of multiple causes and factors. For 

this reason, a single accident report can include 

multiple cause and factor codes, as shown in the 

following brief. 

Occurrence #1: LOSS OF ENGINE POWER(TOTAL) - NONMECHANICAL

Phase of Operation: CRUISE - NORMAL

Findings

1. (C) AIRCRAFT PREFLIGHT - INADEQUATE - PILOT IN COMMAND

2. FUEL SUPPLY - INADEQUATE

3. (C) FLUID,FUEL - EXHAUSTION

4. ENGINE INSTRUMENTS,FUEL QUANTITY GAGE - INACCURATE

----------

Occurrence #2: FORCED LANDING

Phase of Operation: EMERGENCY DESCENT/LANDING

----------

Occurrence #3: ON GROUND/WATER ENCOUNTER WITH TERRAIN/WATER

Phase of Operation: LANDING - ROLL

Findings

5. (F) AIRPORT FACILITIES,RUNWAY/LANDING AREA CONDITION - ROCK(S)/BOULDER(S)

----------

Occurrence #4: MAIN GEAR COLLAPSED

Phase of Operation: LANDING - ROLL

Findings

6. (F) LANDING GEAR,MAIN GEAR - OVERLOAD

----------

Occurrence #5: ON GROUND/WATER ENCOUNTER WITH TERRAIN/WATER

Phase of Operation: LANDING - ROLL

Findings

7. (F) AIRPORT FACILITIES,RUNWAY/LANDING AREA CONDITION - DROP-OFF/DESCENDING 

EMBANKMENT

Findings Legend: (C) = Cause, (F) = Factor

The National Transportation Safety Board determines the probable cause(s) of this accident as follows.

The inadequate preflight performed by the pilot which resulted in an insufficient fuel supply and the subsequent 

fuel exhaustion. Factors associated with the accident were the inaccurate fuel quantity indicator, the rock which

resulted in the overload failure of the right main landing gear, and the embankment which the airplane traveled 

down.

Example of NTSB Accident Brief, 2001
36

This accident sequence began with a loss of power during cruise, 

and the pilot was forced to land. During the forced landing, the 

right main landing gear separated from the airplane after striking 

a large rock. The airplane came to rest down an embankment. In 

this accident, the lack of fuel and inadequate preflight performed 

by the pilot were cited as causes, with the terrain and the overload 

on the landing gear cited as contributing factors. The inaccuracy 

of the fuel gauges was cited in the findings but was not assigned 

as a cause or factor. 

To simplify the presentation of probable cause information in this 

review, the hundreds of unique codes used by investigators to code 

probable cause are grouped into broad cause/factor categories. 

This broad cause/factor classification provides an overview of 

fundamental accident origins by dividing all accident causes and 

factors into three groups: aircraft, environment, and personnel. 

The following graph shows the percentage of general aviation 

accidents that fall into each broad cause/factor classification. 

Personnel-related causes or factors were cited in 90% of the 1,686 

general aviation accident reports for 2001 for which cause/factor 

data were available. Environmental causes/factors were cited in 

45% of these accident reports, and aircraft-related causes/factors 

were cited in 26%.43

Environmental conditions are rarely cited as an accident 

cause but are more likely to be cited as a contributing 

factor. In 2001, only 67 of 752 environmental citations 

(9% of all environmental causes/factors) were listed as a 

cause, with the remainder listed as contributing factors. For

example, rough terrain might be cited as a contributing factor, but 

not a cause, to explain why an aircraft was damaged during a 

43 Because the Safety Board frequently cites multiple causes and factors for an aircraft 

accident, the number of causes and factors will result in a sum greater than the total 

number of accidents.

forced landing due to engine failure. In that case, the origin(s) of 

the engine failure would be cited as “cause,” but the terrain would 

be cited as a factor because it contributed to the accident outcome.

As mentioned previously, several hundred unique codes are 

available to document causes/factors. A more detailed summary of 

the cause/factor codes is illustrated in the following graph, grouped 

into the categories of personnel, environment, and aircraft.

Accident Broad Cause/Factor and Cause, 2001 

26%

45%

90%

20%

4%

87%

Aircraft Environment Personnel

Cause/Factor Cause Only

(1,686 accidents with findings)

43 Because the Safety Board frequently cites multiple causes and factors for an aircraft accident, the number of causes and factors will result in a sum greater than the total 

number of accidents.

2001 in Depth
37 Annual Review of Aircraft Accident Data

As this figure shows, most causes and factors attributed to general 

aviation accidents in 2001 were related to personnel. Much like 

the pilot and passenger injury differences discussed previously, part 

of the reason why personnel are cited so often may have to do with 

exposure to risk. Personnel, and pilots in particular, are associated 

with every flight. However, potential aircraft and environmental 

accident causes and factors depend on a range of variables, 

including the type of flight, type of aircraft, time of day, time of 

year, and location. 

Although the pilot was the most frequently cited individual in the 

personnel category in 2001, other persons not aboard the aircraft 

were also cited as a cause or factor in 126 accidents. Such 

personnel included flight instructors, maintenance technicians, and 

airport personnel. In the broad category of environmental factors, 

weather conditions were cited in 335 or 20% of the accidents. 

Powerplant-related44 causes/factors, cited in 199 or 12% of all 

general aviation accidents in 2001, were the most commonly cited 

aircraft factors.

The following graph shows how specific accident causes and 

factors vary by type of flight operation. For example, personnel 

were cited in 91% of instructional flight accidents and personal/

business accidents, compared to 84% for aerial application 

accidents. The high percentage of personnel causes/factors for 

flight instruction accidents is likely the result of aircraft control and 

decision-making errors due to students’ lower level of skill and 

ability. In contrast, aerial application accidents cited a higher 

percentage of aircraft causes/factors, most likely because the 

low altitude flown during spray operations allows few options for 

recovery in the event of a mechanical failure.

44 “Powerplant/propulsion” causes and factors include any partial loss or disruption 

of engine power, as well as the malfunction or failure of any part(s), equipment, or 

system associated with engine propulsion. “Engine power loss” refers only to the total 

loss of engine power.

1,686 accidents with findings in 2001)

Summary of Findings Cited as Cause or Factor

in GA Accidents, 2001

Aircraft

1

3

5

29

33

33

67

132

199

443

 Engine power loss

 Instruments

 Aircraft performance

 Flight control systems

 Aircraft structure

 Systems and equipment

 Landing gear

 Fluid

 Powerplant/propulsion

Aircraft Total

Environment

37

77

183

326

335

752

 Airport/airways facilities, aids

 Light condition

 Object

 Terrain condition

 Weather condition

Environment Total

Personnel

4

17

126

1447

1522

 Organizations

 Others (aboard)

 Others (not aboard)

 Pilot

Personnel Total

44 “Powerplant/propulsion” causes and factors include any partial loss or disruption of engine power, as well as the malfunction or failure of any part(s), equipment, or system 

associated with engine propulsion. “Engine power loss” refers only to the total loss of engine power.
38

A comparison of the causes/factors cited in accidents involving 

different types of aircraft reveals surprisingly similar results. The 

slightly higher percentage of helicopter and multi-engine piston 

accidents that cited aircraft causes/factors is likely a result of 

the mechanical complexity and reliability of the aircraft and 

powerplants. The higher percentage of environmental causes/factors 

cited in single-engine aircraft accidents may be due to the range, 

performance, and equipment limitations of smaller aircraft. 

Human Performance

The information recorded in the personnel category refers primarily 

to whose actions were a cause or factor in an accident. To increase 

the level of detail about the actions or behavior that may have 

led to an accident, causal data related to human performance 

issues and any underlying explanatory factors are also recorded. 

The information in these categories can be thought of as how and 

why human performance contributed to the accident. For example, 

if a pilot becomes disoriented and loses control of an aircraft 

after continuing visual flight into instrument flight conditions, the 

pilot would be cited as a “cause” in the personnel category, and 

planning/decision-making would likely also be cited in the human 

performance issues category.

Broad Causes/Factors

by Type of Operation, 2001 

29%

60%

84%

28%

45%

91%

17%

36%

91%

Aircraft Environment Personnel

Aerial Application Personal and Business Flight Instruction

Broad Causes/Factors

by Accident Aircraft Type, 2001 

27%

46%

90%

29%

36%

89%

29%

40%

88%

24%

39%

92%

Aircraft Environment Personnel

Single-engine Piston Airplane Multi-engine Piston Airplane

Turbine Airplane Helicopter

2001 in Depth
39 Annual Review of Aircraft Accident Data

Of the 1,417 accidents for which the cause or factor was attributed to 

human performance in 2001, the most frequently cited cause/factor 

was aircraft handling and control (68%), followed by planning and 

decision-making (38%) and use of aircraft equipment (11%). Issues 

related to personnel qualification were cited in almost half of the 

206 accidents with underlying explanatory factors related to human 

performance. Examples of qualification issues that were cited in the 

2001 accident record included lack of total experience, lack of recent 

experience, and inadequate training.

Weather as a Cause/Factor

Because general aviation aircraft are often smaller, slower, 

and limited in maximum altitude and range in comparison to 

transport-category aircraft, they can be more vulnerable than larger 

aircraft to hazards posed by weather. Smaller aircraft are affected 

to a greater degree by adverse wind conditions, and precipitation, 

icing, and convective weather have a greater effect on aircraft that 

lack the speed, altitude, and/or range capabilities to avoid those 

conditions. Weather conditions cited most often as a cause or 

factor in general aviation accidents are related to winds, including 

“crosswind,” “gusts,” and “tailwind.” 

Of the top five environmental causes/factors cited in general 

aviation accidents in 2001, three were related to wind. Because 

aircraft are most susceptible to the effects of wind during takeoffs 

and landings, the effect of adverse wind was reflected in a high 

percentage of general aviation accidents that occurred during 

those phases of flight. 

Human Performance and Explanatory Causes/Factors, 2001

Human Performance Issues 1,417 273

 Aircraft Handling/Control 959 220

 Planning/Decision 537 106

 Use of Aircraft Equipment 160 21

 Maintenance 91 10

 Communications/Information/ATC 67 7

 Meteorological Service 6 4

 Airport 2 0

 Dispatch 1 0

Underlying Explanatory Factors 206 87

 Qualification 97 32

 Physiological Condition 56 46

 Psychological Condition 41 11

 Aircraft/Equipment Inadequate 8 2

 Material Inadequate 4 2

 Procedure Inadequate 4 2

 Institutional Factors 4 3

 Facility Inadequate 3 2

 Information 2 1

All Accidents Fatal Accidents
40

As previously discussed, most landing accidents do not result 

in fatal injuries. Because of the strong association of wind with 

landing accidents in 2001, it is not surprising that most wind-related 

accidents are also not fatal. The wind-related weather factors 

“crosswind,” “gusts,” and “tailwind” were cited as a cause/factor 

in a total of 206 accidents, but only 13 of those accidents were 

fatal. Among fatal general aviation accidents, three of the five 

most frequently cited weather factors were related to conditions 

that resulted in reduced visibility, including “low ceiling,” “fog,” 

and “clouds.” Accidents under conditions of low visibility typically 

involve either loss of aircraft control and/or collision with obstacles 

or terrain, both of which are likely to result in severe injuries and 

aircraft damage.

 Weather Condition 335 63

 Crosswind 86 0

 Gusts 71 5

 Tailwind 49 8

 Fog 24 19

 Low ceiling 24 18

 High wind 23 2

 Carburetor icing conditions 21 1

 High density altitude 21 5

 Downdraft 16 4

 Variable wind 13 0

 Snow 8 4

 Clouds 7 5

 Sudden windshift 6 0

 Obscuration 6 5

 Rain 6 3

 Dust devil/whirlwind 6 0

 Windshear 5 0

 Icing conditions 5 2

 Turbulence 4 1

 Drizzle/mist 4 3

 Thermal lift 3 0

 Thunderstorm 3 3

 Whiteout 3 0

 Haze/smoke 3 2

 Below approach/landing minimums 2 0

 No thermal lift 2 0

 Temperature inversion 1 0

 Temperature, high 1 0

 Turbulence, terrain induced 1 0

 Unfavorable wind 1 0

 Turbulence in clouds 1 1

 Thunderstorm, outflow 1 0

 Updraft 1 0

 Freezing rain 1 0

 Microburst/dry 1 0

 Ice fog 1 1

All Accidents Fatal Accidents

Note: due to the possibility of multiple findings, the sum of causes/factors is greater than the 

accident total. 

2001 in Depth
41 Annual Review of Aircraft Accident Data

Focus on General Aviation Safety: 

Loss of Control

A review of accident data reveals that accidents involving a loss of 

aircraft control represent a significant risk to general aviation safety. 

The following section includes statistical data and a discussion 

of general aviation accidents that resulted from a loss of aircraft 

control. This section is not meant to be an exhaustive discussion of 

all safety concerns, but rather a discussion of the details of an issue 

important to general aviation.

What Is Loss of Control?

Unlike such accident occurrences as an aircraft equipment failure or 

a collision with an obstruction, which are defined by an immediately 

observable event, a loss of control is often only obvious after the 

fact based on an unsuccessful outcome. The measure of whether 

or not an aircraft is under control is simply how closely aircraft 

behavior matches the expectations and intentions of the flight crew. 

The point at which control is lost can be subjective, but the inability 

to avoid an accident certainly qualifies. For example, a fluctuation 

in altitude of 50 feet while a pilot is trying to maintain level flight 

would not be considered a loss of control, but if that aircraft impacts 

the runway during landing because the pilot is unable to change 

the pitch attitude of the aircraft, it would be considered a loss of 

control. 

A loss of control may result from environmental factors such as 

turbulence, aircraft factors such as a design limitation or equipment 

failure, or pilot issues such as disorientation or skill deficiency. For 

this discussion, a loss-of-control accident is defined as any accident 

citing a loss of control occurrence in the official Safety Board 

investigation analysis. Unlike the discussion of first occurrence 

earlier in this review, the accident set referenced in this section 

includes all general aviation accidents that cite a loss of control 

occurrence, regardless of the order of that occurrence.

Loss-of-Control Accidents

As discussed in a previous chapter of this review, the combined 

occurrence categories of loss of control on ground and 

loss of control in flight account for the largest number of general 

aviation accident first occurrences, both fatal and non-fatal. In 

2001, loss-of-control accidents accounted for almost a third of all 

general aviation accidents and half of the fatal accidents. Charting 

2001 GA Loss-of-Control Accident Statistics

559

564

163

56

64

276

278

94

132

474

Loss-of-Control Accident Aircraft Damage

160

395

3

None*

Minor*

Fatal

Serious

Minor

None

Minor

Persons aboard with no injuries

Destroyed

Substantial

Loss-of-Control Accident Highest Injury

Loss-of-Control Accident Injuries

Fatal

Serious

Loss-of-Control Accidents

Total Accidents

Accident Aircraft
42

the total and fatal number of accidents that occurred annually 

from 1992 through 2001 involving any loss-of-control occurrence 

reveals a consistent pattern; in general, loss-of-control accidents 

steadily declined during the 10-year period, and averaged 33% of 

all general aviation accidents and 48% of all fatal accidents.

Accident Severity

The high proportion of fatal accidents citing a loss of aircraft control 

is indicative of the severity of these kinds of accidents. During 2001, 

approximately 29% of the loss-of-control accidents resulted in fatal 

injuries compared to about 19% of all types of general aviation 

accidents. Another 10% of the loss-of-control accidents resulted 

in serious injuries. A total of 278 persons were killed as a result of 

loss-of-control accidents during 2001. An additional 226 persons 

received less than fatal injuries, and 474 persons were uninjured.

Percent of Total and Fatal General Aviation Accidents

Involving Loss-of-Control, 1992-2001 

Total and Fatal General Aviation Accidents Involving

Loss-of-Control, 1992-2001 

33% 33% 32% 32% 33% 33% 35% 33% 33% 32%

50%

46%

49% 48%

53%

47% 47% 46% 44%

50%

0%

10%

20%

30%

40%

50%

60%

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

559

600 633 658

606 629 650 654 673 707

166 172 158 153 163 183 196 199 191 226

0

100

200

300

400

500

600

700

800

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

GA LOC accidents Fatal GA LOC accidents

Percent of Total and Fatal General Aviation Accidents

Involving Loss-of-Control, 1992-2001 

33% 33% 32% 32% 33% 33% 35% 33% 33% 32%

50%

46%

49% 48%

53%

47% 47% 46% 44%

50%

0%

10%

20%

30%

40%

50%

60%

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

Percent of GA total Percent of GA fatals

153 

0

1992 1993 1994 1995 1996 1997 1998 1999 2000 2001

GA LOC accidents Fatal GA LOC accidents Focus on General Aviation Safety
43 Annual Review of Aircraft Accident Data

Another indication of the severity of accidents involving a loss of 

aircraft control is that nearly all accident aircraft were substantially 

damaged or destroyed.

Accident Occurrences

In such cases as a control system malfunction, an aircraft may be 

rendered uncontrollable. In other cases, a pilot may fail to maintain 

control of the aircraft or place it in a condition that is difficult or 

impossible to recover. Aside from the obvious difference of aircraft 

or pilot-related causes, accidents involving a loss of aircraft control 

can differ on whether the loss of control led to the accident or 

resulted from other occurrences. 

The following chart ranks, in order by frequency, the first occurrences 

of all general aviation accidents in 2001 that cited a loss-of-control 

Highest Level of Injury Sustained in

Loss-of-Control Accidents, 2001 

Number of Injuries Resulting From

Loss-of-Control Accidents, 2001 

29%

10% 11%

49%

0%

10%

20%

30%

40%

50%

60%

Fatal Serious Minor None

278

94

132

474

0

100

200

300

400

500

600

Fatal Serious Minor None

Level of Aircraft Damage Sustained in

Loss-of-Control Accidents, 2001 

29%

71%

1% 0%

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

Destroyed Substantial Minor None
44

occurrence. The most frequently cited first occurrence was 

“loss of control–in flight,” followed closely by “loss of control–on 

ground/water.” For 443 accidents, or more than 78% of all 

loss-of-control accidents, the first cited accident occurrence 

was the loss of control. The next most common occurrences, 

“airframe/component/system failure/malfunction” and “loss of 

engine power,” are indicative of situations in which maintaining 

aircraft control may become difficult but may occur for reasons other 

than pilot actions. The next most common first occurrences of “in flight 

encounter with weather,” “hard landing,” and “in flight collision with 

object” are again situations in which pilot actions may have resulted 

in the conditions that made aircraft control difficult.

A comparison of the numbers of total and fatal accidents citing 

each first occurrence illustrate that nearly 50% of accidents citing 

“loss-of-control–in flight” during 2001 resulted in fatal injuries. 

In contrast, the occurrences associated with loss of control once 

the aircraft came in contact with the earth’s surface (for example, 

“loss of control–on ground/water,” “hard landing,” and on-ground 

encounters with water, terrain, or objects) account for approximately 

the same number of accidents (226). However, only one of those 

accidents was fatal.

First Occurrences for Aircraft Involved in Loss-of-Control 

Accidents, 2001

Total Fatal

Loss of control - in flight 236 110

Loss of control - on ground/water 207 1

Airframe/component/system failure/malfunction 26 9

Loss of engine power 24 13

In flight encounter with weather 13 9

Hard landing 12 0

In flight collision with object 8 4

Miscellaneous/other 8 3

Loss of engine power (partial) - nonmechanical 6 5

Loss of engine power (total) - mechanical failure/malfunction 4 3

On ground/water encounter with weather 4 0

Loss of engine power (partial) - mechanical failure/malfunction 3 1

Loss of engine power (total) - nonmechanical 3 2

On ground/water collision with terrain/water 2 0

Abrupt maneuver 1 1

Gear collapsed 1 0

Main gear collapsed 1 0

Midair collision 1 1

On ground/water collision with object 1 0

Propeller failure/malfunction 1 0

Undershoot 1 0

Undetermined 1 1

Grand Total 564 163

Focus on General Aviation Safety
45 Annual Review of Aircraft Accident Data

The following graphic illustrates the percentage of loss-of-control 

accidents that occurred in each of nine distinct phases of flight 

during the first accident occurrence. 

Similar to the phase of flight details of all general aviation 

accidents discussed earlier in this review, the largest percentage of 

loss-of-control accident occurrences happened during the landing 

phase, followed by the takeoff phase. The combined phases 

of takeoff and landing accounted for approximately 62% of all 

loss-of-control accidents during 2001. Phases of flight that typically 

involve higher speeds and higher altitudes, including “cruise,”

“maneuvering,”and “approach,” accounted for a total of 

approximately 60% of the fatal loss-of-control accidents.

The reasons why losing control of an aircraft 

in flight might result in a more severe 

outcome than losing control on or near the 

ground may seem obvious. What may be 

less obvious is how much more deviation in 

control can be tolerated in flight compared 

to on the ground. 

Controlling an aircraft during takeoff 

or landing typically requires precise, 

coordinated inputs to aircraft flight controls 

and/or engine power settings while in close 

proximity to terrain and obstacles. Failure 

to quickly and accurately make those 

inputs can all result in mishaps that would 

be considered a loss of aircraft control. 

In contrast, an aircraft operating in cruise 

flight is typically well above the surface 

and clear of obstacles. The performance 

standard for aircraft control is much more 

generous under such circumstances. A 

deviation in aircraft pitch, bank, or yaw 

that could be disastrous during landing 

or takeoff if not corrected immediately 

is unlikely to be of any consequence 

for an aircraft in cruise. A loss of control at higher altitudes 

therefore typically involves more drastic circumstances like pilot 

disorientation, hazardous weather encounter, or equipment 

failure. 

In some cases, a loss of aircraft control may occur in flight when 

a pilot exceeds, or attempts to exceed, the limitations of the 

aircraft. Aerobatic flight maneuvers or continued flight in icing 

Most Frequent Occurrence Chains Reported For GA Accidents Involving

a Loss Of Aircraft Control, 2001

1. 1) Loss Of Control - In Flight, 2) In Flight Collision With Terrain/Water 140

2. 1) Loss Of Control - On Ground/Water, 2) On Ground/Water Encounter With Terrain/Water 51

3. 1) Loss Of Control - On Ground/Water 46

4. 1) Loss Of Control - On Ground/Water, 2) On Ground/Water Collision With Object 38

5. 1) Loss Of Control - In Flight, 2) In Flight Collision With Object 22

6. 1) Loss Of Control - On Ground/Water 2) Nose Over 16

7. 1) Loss Of Control - In Flight | In Flight Collision With Object 2) In Flight Collision With Terrain/Water 15

8. 1) Loss Of Control - On Ground/Water 2) On Ground/Water Encounter With Terrain/Water 3) Nose Over 13

9. 1) Loss Of Control - In Flight 12

10. 1) Airframe/Component/System Failure/Malfunction 2) Loss Of Control - In Flight 3) In Flight Collision With Terrain/Water 10

Loss-of-Control Accident Phase of Flight During First Occurrence, 2001

Standing/Taxi/Other Takeoff Climb Cruise Descent Manuever/Hover Approach Go-Around Landing

2.3% 22.0% 2.0% 4.5% 3.6% 15.7% 6.1% 3.6% 39.9%

( 0.6% ) ( 18.4 ) ( 4.3% ) ( 12.9% ) ( 9.8% ) ( 35.0% ) ( 12.3% ) ( 3.1% ) ( 2.5% )

557 of 559 accidents with phase of flight data
46

conditions in an aircraft not equipped or certified45,

46 for those 

operations, or failing to adhere to speed limitations, may result 

in aerodynamic conditions or structural damage that render an 

aircraft uncontrollable.

Accident Aircraft 

A comparison of accident aircraft types illustrates that airplanes 

are responsible for the greatest proportion of loss-of-control 

accidents. The percentages of each type of aircraft involved 

in loss-of-control accidents during 2001 are similar to the 

percentage of total general aviation flight hours estimated for 

each aircraft type. For example, slightly more than 87% of 

general aviation estimated flight hours were flown in fixed-wing 

aircraft during 2001 compared to approximately 92% of 

the loss-of-control accidents involving airplanes. Rotorcraft 

accounted for approximately 7% of GA flight hours compared 

to slightly more than 6% of all loss-of-control accidents. 

45 Refer to 14 CFR, Part 23 for specific airworthiness certification requirements of 

acrobatic category airplanes.

46 Refer to 14 CFR 91.527 for the requirements of operating in icing conditions.

The fact that airplanes are similar to, or even slightly more 

likely than, rotorcraft to be involved in a loss-of-control 

accident after controlling for activity is somewhat surprising 

considering the greater complexity of the flight control systems 

and control inputs required by pilots of rotorcraft in comparison 

to airplanes. 

Type of Operation

A comparison of the percentage of accidents involving different 

flight operations shows that approximately 71% of loss-of-control 

accidents during 2001 involved personal/business flights. 

Aircraft Type Involved in

 Loss-of-Control Accidents, 2001

Airplane

91.5%

Balloon

0.2%

Glider

2.1%

Rotorcraft

6.2%

45 Refer to 14 CFR, Part 23 for specific airworthiness certification requirements of acrobatic category airplanes.

46 Refer to 14 CFR 91.527 for the requirements of operating in icing conditions.

Focus on General Aviation Safety
47 Annual Review of Aircraft Accident Data

Instructional flights were the next most common type of flight 

operation to be involved in a loss-of-control accident, with a total 

of 17%. 

Loss-of-Control Accident Causes/Factors

A comparison of the broad categories of accident probable 

cause and contributing factors cited in the Safety Board accident 

investigation findings for loss-of-control accidents during 2001 

shows that personnel are the most likely to be cited. In fact, 

probable cause/factors in the broad category of personnel were 

more likely to be cited for loss-of-control accidents than for GA 

accidents as a whole in 2001, and the aircraft and environment 

categories causes/factors were less likely to be cited. 

Within the broad category of personnel, pilots were the most 

frequently cited individuals, and accounted for more than 97% of 

the personnel cause/factors cited. Examples of the other categories 

of personnel cited in loss-of-control accident findings during 2001 

include a flight instructor cited for failing to provide adequate 

supervision of a student and a maintenance technician who used 

incorrect materials in a repair that contributed to a landing gear 

collapse.

Broad Cause/Factors Cited in Loss-of-Control

Accidents, 2001 

17%

40%

97%

10%

2%

96%

Aircraft Environment Personnel

Cause or Factor Cause

(559 loss-of-control accidents with findings available)

Purpose of Flight for Loss-of-Control Accident

Aircraft, 2001 

2

1

2

2

9

10

12

12

18

96

400

0 100 200 300 400 500

Unknown

Aerial Observation

Corporate/Executive

Ferry Flight

Flight Test

Other Work

Positioning

Public Use

Aerial Application/Drop

Flight Instruction

Personal/Business
48

In the aircraft cause/factor category, landing gear was the most 

commonly cited aircraft component. The most common examples 

of landing gear issues cited as causes or factors in loss-of-control 

accidents during 2001 included brake failure and gear collapse. A 

landing gear malfunction or failure can lead to a loss of control, or 

it can be the result of damage caused by impact or imposed loads 

following a loss of control.

Accident Weather

In 2001, the proportion of loss-of-control accidents citing 

environmental causes and factors was slightly less than the 

proportion for all accidents. Weather conditions represented the 

largest percentage of environment-related cause/factor findings 

cited for loss-of-control accidents. The most commonly cited 

weather causes and factors associated with non-fatal loss-of-control 

accidents were related to the wind, such as crosswinds, gusts, and 

tailwinds. Fatal loss-of-control accidents were more likely to have 

All General Aviation Loss-of-Control Accident

Cause/Factors, 2001 

Fatal General Aviation Loss-of-Control Accident

Cause/Factors, 2001

0

1

2

7

8

14

19

20

33

93

12

15

42

68

136

225

3

9

27

530

544

0 100 200 300 400 500 600

 Engine power loss

 Instruments

 Aircraft performance

 Systems and equipment

 Fluid

 Aircraft structure

 Flight control systems

 Powerplant/propulsion

 Landing gear

Aircraft

 Airport/airways facilities, aids

 Light condition

 Object

 Terrain condition

 Weather condition

Environment

 Organizations

 Others (aboard)

 Others (not aboard)

 Pilot

Personnel

0

0

0

1

1

5

6

9

10

26

0

2

13

13

25

43

2

3

9

158

162

20 40 60 80 100 120 140 160 180

 Engine power loss

 Instruments

 Aircraft performance

 Systems and equipment

 Fluid

 Aircraft structure

 Flight control systems

 Powerplant/propulsion

 Landing gear

Aircraft

 Airport/airways facilities, aids

 Light condition

 Object

 Terrain condition

 Weather condition

Environment

 Organizations

 Others (aboard)

 Others (not aboard)

 Pilot

Personnel

All General Aviation Loss-of-Control Accident

Cause/Factors, 2001 

Fatal General Aviation Loss-of-Control Accident

Cause/Factors, 2001

0

1

2

7

8

14

19

20

33

93

12

15

42

68

136

225

3

9

27

530

544

0 100 200 300 400 500 600

 Engine power loss

 Instruments

 Aircraft performance

 Systems and equipment

 Fluid

 Aircraft structure

 Flight control systems

 Powerplant/propulsion

 Landing gear

Aircraft

 Airport/airways facilities, aids

 Light condition

 Object

 Terrain condition

 Weather condition

Environment

 Organizations

 Others (aboard)

 Others (not aboard)

 Pilot

Personnel

0

0

0

1

1

5

6

9

10

26

0

2

13

13

25

43

2

3

9

158

162

20 40 60 80 100 120 140 160 180

 Engine power loss

 Instruments

 Aircraft performance

 Systems and equipment

 Fluid

 Aircraft structure

 Flight control systems

 Powerplant/propulsion

 Landing gear

Aircraft

 Airport/airways facilities, aids

 Light condition

 Object

 Terrain condition

 Weather condition

Environment

 Organizations

 Others (aboard)

 Others (not aboard)

 Pilot

Personnel

Focus on General Aviation Safety
49 Annual Review of Aircraft Accident Data

cited weather conditions related to reduced visibility such as fog or 

low cloud ceilings. This contrast further illustrates the differences 

in the severity of accident outcome when the demands of aircraft 

control are not met under different conditions and phases of 

flight.

Accident Pilots

The percentage of loss-of-control accidents citing personnel-related 

causes and factors was greater than the percentage for all GA 

accidents in 2001. This difference suggests pilot-related factors 

such as skill and decision-making were more likely to be cited 

in loss-of-control accidents than were equipment or situational 

factors. 

All Weather-Related GA LOC Accident

Cause/Factors, 2001

Total Fatal

 Weather condition 136 25

 Crosswind 67 0

 Gusts 42 4

 Tailwind 19 4

 Fog 7 6

 Low ceiling 7 7

 High wind 7 1

 Variable wind 4 0

 Downdraft 4 3

 Dust devil/whirlwind 4 0

 High density altitude 4 2

 Thunderstorm 2 2

 Turbulence 2 0

 Drizzle/mist 2 2

 Icing conditions 2 1

 Sudden windshift 1 0

 Snow 1 1

 Turbulence in clouds 1 1

 Obscuration 1 1

 Rain 1 1

 Haze/smoke 1 1

 Clouds 1 1

 Ice fog 1 1

 Turbulence (thunderstorms) 0 0

 Carburetor icing conditions 0 0

Basic Weather Conditions Associated

with Loss-of-Control Accidents, 2001 

30

529

Instrument

Meteorological

Conditions

Visual

Meteorological

Conditions
50

As indicated in the following table, aircraft handling was the most 

commonly cited human performance issue in loss-of-control 

accidents. Specifically, failure to maintain airspeed was the most 

commonly cited performance parameter.

The most commonly cited causes and factors underlying human 

performance were physiological condition and pilot qualification. 

Of the findings included in these categories, pilots’ total and recent 

flight experience are the most commonly cited.

Pilot Experience

Of the 543 loss-of-control accident pilots with flight time data 

available, 53% had 1,000 hours of flight experience or less 

compared to approximately 48% of all accident pilots in 2001. 

In addition, 22% of loss-of-control accident pilots had 200 hours 

or less total flight time, compared to approximately 17% of all GA 

accident pilots. 

A connection between flight experience and loss-of-control accidents 

can also be observed in the total flight time in accident aircraft type. 

Of the pilots involved in loss-of-control accidents in 2001 with 

data available, 14% had 10 hours or fewer in the accident aircraft 

type. As mentioned previously, 9% of pilots involved in accidents in 

2001 had 10 hours or less in type.

Loss-of-Control Accident Pilot Total

Time in Aircraft Type, 2001 

Loss-of-Control Accident Pilot Total

Time, 2001 Accident Pilot Total Time

2001

(less than 1,000 hours)

62

293

50

27

20

15

40

0-10

0-200

201-400

401-600

601-800

801-1,000

>1,000

Flight Hours

289

77

46

24

23

13

10

3

6

9

43

0-1,000

1,001-2,000

2,001-3,000

3,001-4,000

4,001-5,000

5,001-6000

6,001-7,000

7,001-8,000

8,001-9,000

9,001-10,000

Flight Hours

121

72

42

27

27

0-200

201-400

401-600

601-800

801-1,000

Flight Hours

>10,000

(543 LOC accident pilots with data available)

Human Performance and Explanatory

Causes/Factors Cited

in GA Loss-of-Control Accidents, 2001

Human Performance Issues 149

 Aircraft Handling/Control 137

 Planning/Decision 41

 Use of Aircraft Equipment 12

 Maintenance 6

 Communications/Information/ATC 2

 Meteorological Service 1

 Airport 0

 Dispatch 0

Underlying Explanatory Factors 52

 Physiological Condition 29

 Qualification 23

 Psychological Condition 5

 Institutional Factors 3

 Procedure Inadequate 2

 Aircraft/Equipment Inadequate 1

 Facility Inadequate 1

 Material Inadequate 0

 Information 0

Focus on General Aviation Safety
51 Annual Review of Aircraft Accident Data

Summary

A review of the historical data, and those from 2001, indicates 

that loss of aircraft control is the most commonly cited event in GA 

accidents. Comparisons between loss-of-control accidents and 

general aviation accidents in general indicate that accidents involving 

a loss of aircraft control are more likely to result in higher levels of 

injury and aircraft damage than accidents that do not include a loss 

of control. Loss of control in flight is especially deadly; nearly half 

of loss-of-control accidents that occurred in flight were fatal. In 

almost all of the accidents (95%), the pilot was cited as the cause 

or factor, and the human performance issue most frequently cited 

was aircraft handling and control.

Loss-of-Control Accident Pilot Total

Time in Aircraft Type, 2001 

62

293

50

27

20

15

40

0-10

0-200

201-400

401-600

601-800

801-1,000

>1,000

Flight Hours

289

77

0-1,000

1,001-2,000

53 Annual Review of Aircraft Accident Data

Appendix A

The National Transportation Safety Board 

Aviation Accident/Incident Database

The National Transportation Safety Board is responsible for 

maintaining the government’s database on civil aviation accidents. 

The Safety Board’s Accident/Incident Database is the official 

repository of aviation accident data and causal factors. The 

database was established in 1962 and about 2,000 new event 

records are added each year. 

The Accident/Incident Database is primarily composed of aircraft 

accidents. An “accident” is defined in 49 CFR 830.2 as, “an 

occurrence associated with the operation of an aircraft which takes 

place between the time any person boards the aircraft with the intention 

of flight and all such persons have disembarked, and in which any 

person suffers death or serious injury, or in which the aircraft receives 

substantial damage.” The database also contains a select number of 

aviation “incidents,” defined in 49 CFR 830.2 as, “occurrences other 

than accidents that are associated with the operation of an aircraft 

and that affect or could affect the safety of operations.”

Accident investigators use the Safety Board’s Accident Data 

Management System (ADMS) software to enter data into the 

Accident/Incident Database. Shortly after the event, a preliminary 

report containing a few data elements such as date, location, 

aircraft operator, type of aircraft, etc. becomes available. A factual 

report with additional information concerning the occurrence is 

available within a few months. A final report, which includes a 

statement of the probable cause and other contributing factors, 

may not be completed for months until the investigation is closed. 

An accident-based relational database is currently available to 

the public at http://www.ntsb.gov/ntsb/query.asp#query_start. It 

contains records of about 40,000 accidents and incidents that 

occurred between 1982 and the present. Each record may contain 

more than 650 fields of data concerning the aircraft, event, 

engines, injuries, sequence of accident events, and other topics. 

Individual data files are also available for download at ftp://www.

ntsb.gov/avdata, including one complete data set for each year 

beginning with 1982. The data files are in Microsoft Access (.mdb) 

format and are updated monthly. This download site also provides 

weekly change updates and complete documentation.
54

Appendix B 

Definitions

Definitions of Safety Board Severity Classifications

The severity of a general aviation accident or incident is classified 

as the combination of the highest level of injury sustained by the 

personnel involved (that is, fatal, serious, minor, or none) and level 

of damage to the aircraft involved (that is, destroyed, substantial, 

minor, or none). Accidents include those events in which any 

person suffers fatal or serious injury, or in which the aircraft receives 

substantial damage or is destroyed. An event that results in minor 

or no injuries and minor or no damage is not classified as an 

accident.

Definitions for Highest Level of Injury

Fatal—Any injury that results in death within 30 days of the 

accident.

Serious—Any injury that (1) requires the individual to be 

hospitalized for more than 48 hours, commencing within 7 days 

from the date the injury was received; (2) results in a fracture of 

any bone (except simple fractures of fingers, toes, or nose); 

(3) causes severe hemorrhages, nerve, muscle, or tendon damage; 

(4) involves any internal organ; or (5) involves second- or thirddegree burns, or any burns affecting more than 5% of the body 

surface.

Minor—Any injury that is neither fatal nor serious.

None—No injury.

Definitions for Level of Aircraft Damage

Destroyed—Damage due to impact, fire, or in-flight failures to 

the extent that the aircraft cannot be repaired economically. 

Substantial Damage—Damage or failure that adversely affects 

the structural strength, performance, or flight characteristics 

of the aircraft, and that would normally require major repair or 

replacement of the affected component. Engine failure or damage 

limited to an engine if only one engine fails or is damaged, bent 

fairings or cowling, dented skin, small puncture holes in the skin or 

fabric, ground damage to rotor or propeller blades, and damage 

to landing gear, wheels, tires, flaps, engine accessories, brakes, or 

wingtips are not considered “substantial damage.” 

Minor Damage—Any damage that neither destroys the aircraft 

nor causes substantial damage (see definition of substantial 

damage for details).

None—No damage.
55 Annual Review of Aircraft Accident Data

Appendix C

The National Transportation Safety Board 

Investigative Process

The National Transportation Safety Board investigates every 

accident that occurs in the United States involving civil aviation 

and public aircraft flights that do not involve military or intelligence 

agencies. It also provides investigators to serve as U.S. Accredited 

Representatives as specified in international treaties for aviation 

accidents overseas involving U.S.-registered aircraft or involving 

aircraft or major components of U.S. manufacture.1 Investigations 

are conducted from Safety Board Headquarters in Washington, 

D.C. or from one of the 10 regional offices in the United States 

(see Appendix D). 

In determining probable cause(s) of a domestic accident, 

investigators consider the facts, conditions, and circumstances 

of the event. The objective is to ascertain those cause and effect 

relationships in the accident sequence about which something 

can be done to prevent recurrence of the type of accident under 

consideration.

1 For more detailed information about the Safety Board’s investigation of aviation 

accidents or incidents, see 49 CFR 831.2.

Note the distinction between the population of accidents investigated 

by the Safety Board and those that are included in the Annual 

Review of Aircraft Accident Data, U.S. General Aviation. Although 

the Safety Board is mandated by Congress to investigate all civil 

aviation accidents that occur on U.S. soil (including those involving 

both domestic and foreign operators), the Annual Review describes 

accidents that occurred among U.S.-registered aircraft in all parts 

of the world.

1 For more detailed information about the Safety Board’s investigation of aviation accidents or incidents, see 49 CFR 831.2.
56

Appendix D

National Transportation Safety Board Regional Offices

Southwest Regional Office

1515 W. 190th Street, Suite 555

Gardena, California 90248

Phone: 310-380-5660

FAX: 310-380-5666

7:00 a.m. - 3:30 p.m. (Pacific)

Northwest Regional Office

19518 Pacific Highway South

Suite 201

Seattle, Washington 98188

Phone: 206-870-2200

FAX: 206-870-2219

8:00 a.m. - 4:30 p.m. (Pacific) 

Alaska Regional Office

222 West 7th Avenue

Room 216, Box 11

Anchorage, Alaska 99513

Phone: 907-271-5001

FAX: 907-271-3007

7:00 a.m. - 5:00 p.m. (Alaska)

Central Mountain Regional Office

4760 Oakland Street, Suite 500

Denver, Colorado 80239

Phone: 303-373-3500

FAX: 303-373-3507

7:30 a.m. - 4:00 p.m. (Mountain)

South Central Regional Office

624 Six Flags Drive

Suite 150

Arlington, Texas 76011

Phone: 817-652-7800

FAX: 817-652-7803

7:30 a.m. - 4:00 p.m. (Central)

Southeast Regional Office - Miami

8405 N.W. 53rd Street

Suite B-103

Miami, Florida 33166

Phone: 305-597-4610

FAX: 305-597-4614

7:30 a.m. - 4:00 p.m. (Eastern) 

Southeast Regional Office - Atlanta

Atlanta Federal Center 

60 Forsyth Street, SW

Suite 3M25

Atlanta, Georgia 30303

Phone: 404-562-1666

FAX: 404-562-1674

7:30 a.m. - 4:00 p.m. (Eastern)

Northeast Regional Office - Ashburn

45065 Riverside Parkway

Ashburn, Virginia 20147 

Phone: 571-223-3930

FAX: 571-223-3926

8:00 a.m. - 4:30 p.m. (Eastern) 

Northeast Regional Office - Parsippany

2001 Route 46, Suite 310

Parsippany, New Jersey 07054 

Phone: 973-334-6420

FAX: 973-334-6759

8:00 a.m. - 4:30 p.m. (Eastern) 

North Central Regional Office

31 West 775 North Avenue

West Chicago, Illinois 60185

Phone: 630-377-8177

FAX: 630-377-8172

7:30 a.m. - 4:00 p.m. (Central)