The threat and error management (TEM) model provides a non-technical tool to help pilots identify and manage threats (hazards) and errors during flight. In preparation for regulatory changes that come into effect in July 2009, the Guild of Air Pilots and Air Navigators (GAPAN) developed a TEM 'train-the-trainer' course for general aviation and low-capacity air transport operations. Between August and October 2007, GAPAN conducted TEM training in 10 locations throughout Australia. Two surveys were administered to TEM course participants by the Australian Transport Safety Bureau: one immediately after the training session and the other about 8 months after the training.

The surveys were designed to elicit information on attitudes towards TEM, organisational safety strategies, and challenges and benefits of implementing TEM. The follow-up survey was constructed to explore whether TEM has been implemented, along with any challenges and benefits found where TEM had been implemented.

Overall, the responses regarding attitudes and intentions of implementing TEM were positive. Eight months after the training, most organisations had implemented TEM and incorporated it into their own training programs. Implementation of TEM into the respondents' organisation was generally considered easy and staff were receptive, with the greatest challenges being time and resources.

Wires have long been recognised as one of the greatest hazards facing aerial-work pilots. The outcome of colliding with wires varies from being harmless to unforgiving. Australia averages 7.6 wire strikes each year. Some of these are fatal with aircraft either substantially damaged or completely destroyed.

In 2009, the Australian Transport Safety Bureau (ATSB) produces its third edition of Australian Aviation Safety in Review as part of its role to enhance public awareness of aviation safety. This Review has been developed to provide a readily accessible analysis of the Australian aviation industry, with a major focus on communicating the key safety trends. This publication covers the major aircraft operation categories of passenger transport (regular public transport and charter) and general aviation. Sport and recreational aviation is also discussed, as is the burgeoning trend towards amateur-built and experimental aircraft.

Demographic and activity data on Australian aviation is presented to provide a context within which to examine accident and incident (occurrence) trends. To enable comparison of occurrence trends across different operational categories, data is provided in terms of actual numbers as well as rates per 100,000 hours flown. The latest year for which flying hours are available is 2007.

A new feature of this edition of the Review is a 10-year look at safety trends, focusing on total occurrences (all incidents and accidents), all accidents, and fatal accidents separately. An exploration behind what occurred (occurrence types) and why they occurred (safety factors) is a major focus of this edition.

While most runway excursions are relatively minor with no serious injuries or aircraft damage occurring, they do have the potential to pose a serious risk to public safety and infrastructure. This has been illustrated by several significant runway overruns around the world in 2007 and 2008, resulting in hundreds of on-board fatalities, as well as ground fatalities and significant property damage in communities adjacent to airports.

Further analysis of the Ascend World Aircraft Accident Summary set of 120 runway excursions on landing involving commercial jet aircraft between 1998 and 2007 (used in the first report in this series), was performed to map the distance that aircraft overran or veered off the runway. Most aircraft stopped within 1,000 ft of the runway end, and within the extended runway edges.

Preventative risk controls are the most important way to reduce the likelihood and consequences of runway excursions. These include reinforcement of safe approach techniques, pre-landing risk assessments, line-oriented flight training, clear policies on go-arounds, quality runway surfaces with safety features such as grooving and surface texturing, runway lighting, and indicators of remaining runway length through distance remaining signs and cockpit alert systems.

If these preventative risk controls fail, recovery risk controls are an important 'last line of defence' to mitigate severe consequences if a runway excursion does occur. Recovery risk controls include runway strips, runway end safety areas, soft ground arrestor beds, and public safety areas. Telephone surveys of 43 major airports found that runway end safety areas in Australia meet or will soon meet Civil Aviation Safety Authority requirements. A large majority of Australian airports had good quality runway surfaces that reduced the risk of a runway excursion occurring in the first place.

The aim of this study was to provide information to the flying community concerning those common errors they perceived to be most detrimental to flight safety. The ATSB sent the 'Aviation Industry Safety Survey' to 5000 commercial pilots throughout Australia in November 2003. The survey asked pilots about their safety experiences during the previous year and to report the most serious error they made or saw during that time. They were also asked to describe briefly what they thought were the main factors contributing to the error and how the situation was recovered. Demographic information concerning pilot age, highest licence qualification held, and type of aircraft flown (rotary or fixed wing) was obtained. Pilots were grouped according to the flying category they most frequently worked in the 12 months preceding the survey: regular public transport, charter, aerial work or private operations. Slight differences were evident among the four flight categories with regard to each of the demographic groups.

Non-factory amateur-built and experimental (ABE) aircraft are a popular alternative to general aviation aircraft. In Australia, there is little comprehensive data on these aircraft and what people do when building or buying them second-hand. Key players in this part of aviation were consulted in developing a survey to better understand these aircraft builders and owners. The survey was distributed electronically and in hard copy to owners of VH-registered ABE aircraft, and about 50 per cent of active ABE aircraft owners answered the survey. It focussed on choice of aircraft, construction and modifications, test flights, transition training, and maintenance. It provides a valuable reference point for aircraft operators, those considering ABE aircraft, aviation regulators, and aircraft associations. In developing a more comprehensive understanding of this sector of aviation, relevant parties are in a better position to plan, build and operate ABE aircraft in the future.

The purpose of this publication is to examine trends in the numbers of transport accident deaths in Australia in the 1980s and 1990s in the light of the most recent comparable data from most other countries that are members of the Organisation for Economic Cooperation and Development (OECD). Overall, the data indicate that in the period from 1980 to 1999 Australia's transport safety improvement compared favourably with that of other OECD countries and performance reached OECD median levels in the 1990s.

Data for this publication have been obtained from the World Health Organisations Mortality Database but responsibility for the analyses presented here rests solely with the ATSB.

The OECD was formed in 1961 to promote economic cooperation and development among its members. Current member states are Australia, Austria, Belgium, Canada, Czech Republic, Denmark, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Japan, South Korea, Luxembourg, Mexico, Netherlands, New Zealand, Norway, Poland, Portugal, Slovakia, Spain, Sweden, Switzerland, Turkey, the UK and the USA.

At about 0110, on 21 June 2000, a fisherman from Iluka, New South Wales, was killed when his 14 m trawler was run down and sunk by a 181 m long, 42 717 tonne deadweight bulk carrier.

The aim of this study was to investigate the safety climate1 of Australian aviation as perceived by commercial pilots. To do this, the ATSB sent a survey to 5000 commercial pilots throughout Australia. The survey had two parts: one was a safety climate scale and the other asked about safety experiences during the last year. Demographic information was also sought. This report is limited to the demographic data and the first part of the survey, the safety climate scale. Safety climate perceptions are also reviewed. The safety climate instrument was developed as a generic measure of safety climate for the transport sector. Use of this measure with an aviation sample revealed four factors of safety climate important to aviation - management commitment, training, equipment and maintenance and rules and procedures. Graphs of each factor by flying category (RPT, charter and aerial work) are presented. Most respondents either agreed or strongly agreed that the aspects of safety measured were present in the industry.

Following three midair collisions at major general aviation airports in Australia between February and July 2002, the Australian Transport Safety Bureau (ATSB) conducted a review of midair collisions in Australia between 1961 and 2003. The objectives of the review were to identify common characteristics and contributing factors, assess whether there had been a change in the midair collision rate in recent years, and to compare the characteristics and rate of midair collisions with those of other countries.