# Causation Correlation Analysis of Aviation Accidents: A Knowledge Graph-Based Approach
## 3 Aviation Accident Case Research
### Analysis of ACAKG Model Results
#### 3.4.5 Correlation Analysis of Aviation Accident Consequence  
The direct and indirect consequences of accidents can be obtained through Equations (16) and (17). Referring to Table 3, appropriate weights can be assigned to these accident consequences. Assuming that only accidents with the identifiers 2018-12, 2021-104, and 2022-74 occurred within the past 5 years, the consequences of these accidents can be calculated based on their respective accident reports. From Table 5, it is determined that the accident with the identifier 2018-12 involved runway and abnormal landing accidents, resulting in no fatalities (weight 0) and substantial aircraft damage (weight 0.7). The accident with the identifier 2021-104 involved a collision accident, resulting in six fatalities (weight 0.7) and the destruction of the aircraft (weight 1). Similarly, the accident with the 2022-74 identifier involved runway and abnormal landing accidents and resulted in no fatalities (weight 0) and substantial aircraft damage (weight 0.7). Based on the data, the  
Figure 8: Correlation between aviation accident causation type and flight phase. (**a**) Ground phase. (**b**) Take-off/landing phase. (**c**) Level flight phase. (**d**) Maneuvering phase.  
average consequences of different accident types within the past 5 years can be calculated. The average fatalities for runway accidents are represented as \((0+0)/5=0\), and the average aircraft damage is as follows: \((0.7+0.7)/5=0.28\). Consequently, the total average consequence of runway accidents is 0.7 \(\times\) 0 + 0.3 \(\times\) 0.28 = 0.084. Similarly, the total average consequence of abnormal landing accidents is 0.7 \(\times\) 0 + 0.3 \(\times\) 0.28 = 0.084, and the total average consequence of collision accidents is 0.7 \(\times\) 0.14 + 0.3 \(\times\) 0.2 = 0.158. Using the aforementioned computation method, the average consequences of different accident types within the past 5 years can be determined.  
Figure 9 illustrates the aggregation of weighted fatalities and aircraft damage to determine the level of accident consequences directly and indirectly caused by causal factors at different phases. In Figure 9a, it is evident that during the take-off/landing and level flight phases, factors H07, A05, and E01 have higher direct impacts on accident consequences, while during the maneuvering phase, factors H07, E01, and M01 pose greater direct consequences. Overall, during the ground phase, factors H07, A05, E01, and M01 have more significant direct impacts on accident consequences. Figure 9b shows that factors H01, H04-H06, H08, H10-H13, and A01-A04, whether directly or indirectly contributing to accidents, have a higher severity compared to other factors. The indirect impact of the H-type and A-type factors on accident consequences is greater than that of the E-type and M-type factors. The average severity of the consequences caused by causal factors during the take-off/landing and level flight phases is the highest, followed by those caused by causal factors during the ground phase, with the maneuvering phase having the lowest average severity of consequences indirectly caused by causal factors.  
Figure 9: Consequences of accidents at different phases. (**a**) Direct accident consequence. (**b**) Indirect accident consequence.