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Technical Report Documentation Page

1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.FAA-APO-93-101

4. Title and Subtitle 5. Report Date1992

GENERAL AVIATION ACTIVITY SURVEYAnnual Summary Report 1992 Data 6. Performing Organization Code

APO-1 10

7. Author(s) Subcontractor 8. Performing Organization Report No.

Dimensions International, Inc. Executive Resource Associates, Inc.4501 Ford Avenue, Suite 1200 2011 Crystal Drive, Suite 813Alexandria, VA 22302 Arlington, VA 22202

9. Performing Organization Name and Address 10. Work Unit No. (TRAIS)

Federal Aviation AdministrationOffice of Aviation Policy, Plans and Management Analysis800 Independence Avenue, S.W. 11. Contract or Grant No.Washington, D.C. 20591 DTFA01-93-Y-01021

12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered

U.S. Department of Transportation Annual Calendar Year 1992Federal Aviation Administration800 Independence Avenue, S.W. 14. Sponsoring Agency CodeWashington, D.C. 20591

14. Supplementary Notes

16. Abstract

This report presents the results of the annual General Aviation Activity Survey. The survey is conducted by the FAA to obtaininformation on the flight activity of the United States registered general aviation aircraft fleet.

The report contains breakdowns of active aircraft, annual flight hours, average flight hours and other statistics bymanufacturer/model group, aircraft type, state and region of based aircraft, and prinary use. Also included are fuelconsumption, lifetime airframe hours, engine hours, miles flown estimates, estimates of the number of landings, IFR hoursflown, and grade of fuel consumed by the general aviation fleet.

17. Key Words 18. Distribution Statement

Aircraft, Aircraft Activity, Aircraft Use, Fuel Consumption, General DOCUMENT IS AVAILABLE TO THEAviation, Hours Flown, Miles Flown. PUBLIC THROUGH THE NATIONAL

TECHNICAL INFORMATION SERVICE,SPRINGFIELD, VIRGINIA 22161

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PUBLICATION INFORMATION FORPLANNING ANALYSIS DIVISION

STATISTICS AND FORECAST BRANCHSTATISTICS TEAM'S PUBLICATIONS

Below is a list of the publications compiled by the Office of Aviation Policy, Plans, andManagement Analysis; Planning Analysis Division; Statistics and Forecast Branch, StatisticsTeam. Questions may be directed to us by phone: (202) 267-8032 or 267-9942, or by writingto: Federal Aviation Administration, Statistics Team (APO-110), 800 Independence Avenue,S.W., Washington, DC 20591.

Airport Activity Statistics of Certificated Route Air Carriers is a joint publicatioli of theFederal Aviation Administration (FAA) and the Research and Special Programs Administration(RSPA). RSPA furnishes airport activity data on certificated route air carriers; FAAorganizes/publishes it. Included in the data are passenger enplanements, tons of enplaned freightand mail. Scheduled/nonscheduled service shown by airport and carrier are also included.Breakdown of data includes departures/enplanements/cargo/mail by airport, carrier and type ofoperation, and type of aircraft.

Latest edition: .............. Calendar Year 1992

Order from: ................. U.S. Government Printing Office, orNational Technical Information Service

Date 1993 informationwill be available: ........... July 1994

Date next publication

is available: ................. September 1994 (1993 data)

Person to contact: .......... Patricia Beardsley

Census of U.S. Civil Aircraft is an annual publication that includes statistical data on theregistered civil fleet, air carrier aircraft, and general aviation aircraft--both registered and active,detailed reports for general aviation aircraft by owner's state and county, and registered aircraftby make and model.



Date 1992 informationwill be available: ........... September 1993

Date next publicationis scheduled: ................ November 1993 (1992 data)


ii

FAA Air Traffic Activity furnishes terminal and en route air traffic activity information (e.g.,takeoffs and landings, flight plans filed) of the National Airspace System. The data arecollected/compiled from the FAA-operated Airport Traffic Control Towers, Air Route TrafficControl Centers, Flight Service Stations, Approach Control Facilities, and FAA contract-toweredairports.

Latest edition: .............. Fiscal Year 1992

Order from: .................. U.S. Government Printing Office, orNational Technical Information Service

Date 1993 informationwill be available: ........... February 1994

Date next publicationis scheduled: ................ July 1994 (1993 data)

Person to contact: .......... Nancy Trembley

FAA Statistical Handbook of Aviation is a convenient source for historical data. It presentsstatistical information pertaining to the Federal Aviation Administration, the National AirspaceSystem, Airports, Airport Activity, U.S. Civil Air Carrier Fleet, U.S. Civil Air CarrierOperating Data, Airmen, General Aviation Aircraft, Aircraft Accidents, Aeronautical Productionand Import/Export.



Date 1992 informationwill be available: ........... Various

Date next publicationis scheduled: ................ December 1993 (1992 data)


iii

General Aviation Activity and Avionics Survey is an annual report that presents the results ofthe general aviation activity survey conducted to obtain information on the activity and avionicsof the U.S. registered general aviation aircraft fleet. The report contains estimated flying time,landings, fuel consumption, lifetime airframe hours, avionics, and engine hours of the activegeneral aviation aircraft by manufacturer/model group, aircraft type, state and region of basedaircraft, and primary use. The 1992 Survey did not collcct data on general aviation avionics.The 1993 Survey will collect data on avionics.



Date 1993 informationwill be available: ........... August 1994

Date next publicationis available: ................. November 1994 (1993 data)

Person to contact: .......... Shung-Chai Huang, orPatricia Beardsley

General Aviation Pilot and Aircraft Activity Survey includes data on the type and source ofaircraft flight plan and weather information services, trip length in time and distance, pilot ageand certification, estimates of total 1989 general aviation operations, fuel consumption andaircraft miles flown. The survey was conducted from June through September 1990 by theFederal Aviation Administration with the assistance of the Civil Air Patrol.


Order from: ................. Statistics and Forecast Branch, orNational Technical Information Service

Person to contact: .......... Shung-Chai Huang, orPatricia Beardsly

iv

Rotorcraft Activity Survey presents the results of a special one-time survey. The reportcontains breakdowns of active rotorcraft, annual flight hours, average flight hours, and otherstatistics by rotorcraft type, manufacturer/model group, region and state of based aircraft, andprimary use. Also included are law enforcement and public use rotorcraft, lifetime airframehours, engine hours, estimated miles flown, and estimated number of landings.

Edition: ...................... Calendar Year 1989

Order from: .............. Statistics and Forecast branch, orNational Technical Information Service


U.S. Civil Airmen Statistics is an annual compilation of detailed airmen statistics. It containsstatistics on active pilot and nonpilot certificates held; the number of pilots and flight instructors;and the estimated instrument ratings held. Additional information includes the number of airmencertificates issued and the number of active pilots and nonpilots by state, county, and region.


Order from: ................. Statistics and Forecast Branch, orNational Technical Information Service

Date 1993 informationwill be available: .......... March 1994

Date next publicationis scheduled: ................ June 1994 (1993 data)


V

PREFACE

This report presents the results of the 1992 General Aviation Activity (GAA) Survey and isprepared by the Statistics and Forecast Branch (APO- 110), Planning Analysis Division, Officeof Aviation Policy, Plans, and Management Analysis. In prior years, the annual GAA Suneycollected aircraft activity and avionics infoitmation. Since generq! aviation avionics informationdoes not change substantially from year to year, this information was not collected in the 1992survey. In the future, avionics information will be collected in alternate years. General aviationactivity data needed by the FAA, other government entities, and others for required safety,economic, and regulatory analyses will continue to be collected annually.

Since the conduct of the first General Aviation Activity and Avionics (GAAA) Survey in 1977,the GAA Survey data have not been adjusted to account for nonrespondents (aircraft ownersselected as part of the survey sample but who chose not to complete and return the form)because telephone surveys of nonrespondents conducted in 1977, 1978, and 1979 did not showany significant differences or inconsistencies between respondents' and noirespondents' replies.In 1980, the telephone survey was discontinued as a cost-saving measure.

The GAA Survey response rate has fallen from over 70 percent prior to 1980 to 65 percent inmost years since 1983, and the number of postmaster returns has greatly increased. Therefore,the FAA decided to conduct a telephone survey of nonrespondents to the 1990 GAAA mailSurvey. This telephone survey found that there is a significant difference in the ratio of activeaircraft and inactive aircraft between mail respondents and telephone respondents. Therefore,the results of the telephone survey were integrated into the 1991 GAAA Survey and the 1992GAA Survey in order to more accurately estimate general aviation active aircraft and hoursflown. Section 5.0 (page A-13) of Appendix A, Methodology for the 1992 General AviationActivity Survey, provides a brief discussion of the 1990 telephone survey of nonrespondentsresults and the methodology used to integrate these results into the 1992 GAA Survey.

The report is divided into six, easy-to-read chapters. Each chapter contains text andcorresponding figures and tables, which follow each chapter's text.

The outline of this report is as follows:

Chapter I, Introduction, briefly discusses the purpose, background, and scope of the GeneralAviation Activity Survey Report. It also highlights the important findings of the 1992 GAASurvey.

Chapter II, Common General Aviation Activity Measures, presents information on the generalaviation population size, the number of active aircraft, total hours flown and average hoursflown. Statistics on another measurement of general aviation activity, number of landings, alsoare given by total, local flight and cross country flight.

vi

Chapter III, Primary Use, looks at the growth of active aircraft and of total hours flown by thegeneral aviation fleet. The major uses of the general aviation aircraft and the number of nauticalmiles flown by primary use also a -e looked at in detail.

Chapter IV, Flying Conditions, presents statistics on the conditions under which the generalaviation population flies. Detailed statistics on the number of hours flown under VisualMeteorological Conditions (VMC) and Instrument Meteorological Conditions (IMC) underInstrument Flight Rules (IFR) during the day and night are given.

Chapter V, Fuel Consumption, gives information on the types of fuel consumed, the amountused, and average fuel consumption rates of the general aviation fleet.

Chapter VI, Airframe Hours and Engine Activity, provides data on the age of the generalaviation fleet--average airframe hours per active aircraft and the number of engines and averagehours per engine.

Appendix A, Methodology for the 1992 General Aviation Activity Survey, provides a detaileddescription of the GAA Survey, its history, the survey sample design, and a definition andexplanation of "standard error," a statistical measure reported in each table. Also included isa brief discussion of the 1990 telephone survey of nonrespondents results and the methodologyused to integrate these results into the 1992 GAA Survey (see Section 5.0 on page A-13).

Appendix B and Appendix C list SDR aircraft group name and FAA Manufacturer/Model Codes,and Service Difficulty Reporting (SDR) Engine Group Name and FAA Manufacturer/ModelCodes, respectively. Appendix D contains a list of common acronyms, as well as a glossary ofaviation terms found in this report.

Suggestions and comments about this report are welcome and will be given careful considerationin planning future editions.

vii

TABLE OF CONTENTS

ORDERING I NF RMATION ....... ..................................... i

PUBLICATION INFORMATION FOR PLANNING ANALYSIS DIVISION,STATISTICS AND FORECAST BRANCH, STATISTICS TEAM'S PUBLICATIONS ........... ii

PR E FA C E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . vi

FAA REGIONAL BOUNDARIES ......................................... xii

I. INTRODUCTION .................................................. 1-1

II. COMMON GENERAL AVIATION ACTIVITY MEASURES .................... 2-1

2.1 1992 General Aviation Population Size, Active Aircraft, Total Flight Hoursand Average Flight Hours by Aircraft Type ....................... 2-7

2.2 1992 General Aviation Population Size, Active Aircraft,Total Flight Hoursand Average Flight Hours by SDR Aircraft Manufacturer/Model Group ...... 2-9

2.3 1992 General Aviation Population Size, Active Aircraft,Total Flight Hoursand Average Flight Hours by Region of Based Aircraft ................ 2-31

2.4 1992 General Aviation Population Size, Active Aircraft,Total Flight Hoursand Average Flight Hours by State of Based Aircraft .................. 2-32

2.5 1992 General Aviation Total Number of Landings by Region of BasedAircraft by Aircraft Type .................................... 2-36

2.6 1992 General Aviation Number of Landings in Local Flight by Region ofBased Aircraft by Aircraft Type ............................... 2-38

2.7 1992 General Aviation Number of Landings in Cross Country Flight byRegion of Based Aircraft by Aircraft Type ........................ 2-40

m . PRIM ARY USE .............................................. 3-1

3.1 1992 General Aviation Number of Aircraft by Primary Use by Aircraft Type . . 3-4

3.2 1992 General Aviation Total Hours Flown by Primary Use by Aircraft Type ... 3-7

3.3 1992 General Aviation Nautical Miles Flown by Primary Use by Aircraft Type . 3-10

viii

IV. FLYING CONDITIONS ......................................... 4-1

4.1 1992 General Aviation Active Aircraft and Total Hours Flown by Day/Nightby Aircraft Type . ........................................ 4-5

4.2 1992 General Aviation Active Aircraft and Total Hours Flown Under VMCConditions by Day/Night by Aircraft Type ......................... 4-7

4.3 1992 General Aviation Active Aircraft and Total Hours Flown Under IFRFlight Plan in IMC Conditions by Day/Night by Aircraft Type ........... 4-9

4.4 1992 General Aviation Active Aircraft and Total Hours Flown by Day/Nightby Region of Based Aircraft .................................. 4-11

4.5 1992 General Aviation Active Aircraft and Total Hours Flown Under VMCConditions by Day/Night by Region of Based Aircraft ................. 4-12

4.6 1992 General Aviation Active Aircraft and Total Hours Flown Under IFRFlight Plan in IMC Conditions by Day/Night by Region of Based Aircraft .... 4-13

4.7 1992 General Aviation Active Aircraft and Total Hours Flown by Day/Nightby SDR Manufacturer/Model Group ............................ 4-14

4.8 1992 General Aviation Active Aircraft and Total Hours Flown Under IMCConditions (Based on IFR Flight Plan Hours) and VMC Conditions (Basedon Total Hours Flown) by SDR Manufacturer/Model Group ............. 4-34

4.9 1992 General Aviation Active Aircraft and Total Hours Flown by Flight Plan

by Aircraft Type . ....................................... 4-54

V. FUEL CONSUMPTION .......................................... 5-1

5.1 1992 General Aviation Average Fuel Consumption Rate and Total FuelConsumed by Aircraft Type . ................................. 5-6

5.2 1992 General Aviation Average Fuel Consumption Rate and Total FuelConsumed by Fuel Grade by Aircraft Type ......................... 5-8

5.3 1992 General Aviation Average Fuel Consumption Rate and Total FuelConsumed by SDR Manufacturer/Model Group ..................... 5-11

ix

VI. AIRFRAME HOURS AND ENGINE ACTIVITY .......................... 6-1

6.1 1992 General Aviation Total and Average Airframe Hours Per ALtveAircraft by Aircraft Type ................................... 6-3

6.2 1992 General Aviation Total and Average Airframe Hours Per ActiveAircraft by SDR Manufacturer/Model Group ....................... 6-5

6.3 1992 Number of Engines on Active General Aviation Aircraft and AverageHours Per Engine by Engine SDR Manufacturer/Model Group ............ 6-26

APPENDIX A. Methodology for the 1992 General Aviation Activity Survey ............... A-1

1. O verview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A -12. Survey Coverage ...................................... A-33. Survey M ethod ....................................... A 4

A. I Summary of Response Information ..................... A-54. Sam ple Design ....................................... A -5

A.2 Sample and Population Distribution by Aircraft Type ............ A-8A.3 Confidence of Interval Estimates ....................... A-10A.4 Response Rate by Aircraft Type ......................... A-12

5. Adjustments Based on a Survey of Nonrespondents................. A-13

APPENDIX B. SDR Aircraft Group Name - FAA Manufacturer/Model Codes .............. B-1

APPENDIX C. SDR Engine Group Name - FAA Manufacturer/Model Codes ............... C-1

APPENDIX D. Common Acronyms and Glossary .............................. D-1

x lmn IM ml~mm nm m mIIm mn

LISTING OF FIGURES

Fiur Pae

2.1 1992 GENERAL AVIATION ACTIVE AIRCRAFT BY AIRCRAFT TYPE .............. 2-4

2.2 1992 GENERAL AVIATION TOTAL FLIGHT HOURS BY AIRCRAFT TYPE ............ 2-5

2.3 1992 GENERAL AVIATION LANDINGS BY AIRCRAFT TYPE ................... 2-6

3.1 1992 GENERAL AVIATION NUMBER OF AIRCRAFT AND TOTAL HOURSBY PRIM ARY USE ............................................... 3-3

4.1 1992 GENERAL AVIATION TOTAL HOURS FLOWN BY WEATHER AND LIGHTCO N D ITIO N S ................................................... 4-3

4.2 1992 GENERAL AVIATION TOTAL HOURS FLOWN BY FLIGHT PLAN ............. 4-4

5.1 1992 GENERAL AVIATION AVERAGE FUEL CONSUMPTION RATES (GALLONS PERHOUR) BY AIRCRAFT TYPE ......................................... 5-3

5.2 1992 GENERAL AVIATION ESTIMATED FUEL CONSUMPTION BY AIRCRAFT TYPE .. . 5-4

5.3 1992 GENERAL AVIATION FUEL CONSUMPTION BY FUEL GRADE ............. 5-5

6.1 1992 GENERAL AVIATION AVERAGE AIRFRAME HOURS PER ACTIVE AIRCRAFTBY AIRCRAFT TYPE .............................................. 6-2

A. 1 1992 GENERAL AVIATION ACTIVITY SURVEY QUESTIONNAIRE ................ A-2

A.2 FIRST 1992 GAA SURVEY COVER LETTER .............................. A-16

A.3 SECOND 1992 GAA SURVEY COVER LETTER ........................... A-18

A.4 THIRD 1992 GAA SURVEY COVER LETTER .............................. A-20

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eraix

CHAPTER I

INTRODUCTION

This report presents the results of the 1992 General Aviation Activity (GAA) Survey andprovides information about the activities of the general aviation aircraft fleet. The informationobtained from the general aviation surveys enables the Federal Aviation Administration (FAA)to monitor the general aviation fleet so that the FAA can, among other activities, anticipate andmeet demand for National Airspace System (NAS) facilities and services, assess the impact ofregulatory changes on the general aviation fleet, and implement measures to ensure the safeoperation of all aircraft in the airspace.

In this report, the term "general aviation" is defined to include all facets of civil aviation exceptair carriers (FAR Parts 121 and 127 operators). For the purposes of the general aviation survey,the term "general aviation" excludes what is commonly known as the "airlines." The generalaviation aircraft represented in this report, then, range in complexity from simple gliders andballoons to the more sophisticated four engine turbojets. These aircraft are used for a varietyof purposes such as air taxi, agricultural, corporate/executive, business, personal, research,instructional, recreational, and even sport fishing--to name a few.

Each year, the information for the general aviation survey is collected using a statisticallydesigned sample. For Calendar year 1992, the sample frame consisted of 245,994 generalaviaiton aircraft records from which 29,997 records were sampled. The sampled aircraftrepresent every state, FAA region, and all of the major manufacturer/model groups of aircraft.In past years' surveys, the survey data were not adjusted to account for nonrespondents (aircraftowners selected as part of the survey sample but who chose not to complete and return theform), since telephone surveys of nonrespondents conducted in 1977, 1978, and 1979 did notshow any significant differences or inconsistencies between respondents' and nonrespondents'replies. In 1980, the telephone survey was discontinued as a cost-saving measure.

However, the general aviation survey response rate has fallen from over 70 percent prior to1980, to the neighborhood of 65 percent in most years since 1983. To address this issue, theFAA decided to conduct a telephone survey of nonrespondents to the 1990 GAAA Survey. Thistelephone survey found that there was a significant difference in the ratio of active aircraft andinactive aircraft between mail respondents and telephone respondents. Therefore, results of thetelephone survey were integrated into the 1991 GAAA and the 1992 GAA Surveys in order tomore accurately estimate general aviation active aircraft and hours flown.

Over the years, the number of postmaster returns has increased and reached a high of12.0 percent for the 1991 GAAA Survey. However, postal returns for the 1992 GAA Surveysubstantially decreased from 12.0 percent in the 1991 GAA Survey to 4.3 percent in this year'ssurvey. This decrease is attributed, in part, to the U.S Postal Service's requirement that all firstclass mail have the recipients' address bar coded on the envelope, and also to more up-to-datemailing addresses in the Aircraft Registration Master File.

1-1

Appendix A of this ru.port provides a detailed description of the GAA Survey, its history, andthe survey sample design, as well as a brief discussion of the 1990 telephone survey ofnonrespondent results and the methodology used to integrate these results into the 1991 and 1992General Aviation Survey.

Following are some of the significant 1992 GAA Survey findings:

GENERAL:

o The estimated 184,433 active general aviation aircraft in the fleet flew nearly26.5 million hours in 1992, with an average annual flight time per aircraft of140 hours. These active aircraft represent 75 percent of the registered generalaviation fleet.

o The general aviation active aircraft undertook over 79 million operations (takeoffsand landings). About 63 percent were in local flight versus 37 percent in crosscountry flight.

o The general aviation aircraft fleet flew more than 3.1 billion nautical miles during

1992.

o Approximately 87 percent of general aviation flying took place during the day.

o Almost 22 percent of the 1992 general aviation hours flown were underinstrument flight rules (IFR).

0 The results of the 1992 GAA Survey show that over 43 percent of the hoursflown by the general aviation fleet were flown with no flight plan, and anadditional 10 percent of hours flown were under some other/unknown flight plan.Only 25 percent of the aircraft hours were flown VFR/DVFR, and 22 percentwere flown IFR.

o An estimated 808 million gallons of fuel were consumed by the active generalaviation fleet during 1992. Approximately 39 percent of the total fuel consumedduring 1992 was aviation gasoline, and 61 percent was jet fuel.

o The estimated average airframe hours per active aircraft were 2,977 hours, whichis 105 hours higher than the 1991 GAAA Survey estimate.

GEOGRAPHIC:

0 The three regions with the greatest number of active aircraft were: the GreatLakes region with 17.9 percent, the Western-Pacific region with 17.0 percent,and the Southern region with 16.7 percent. The region with the smallest numberof active aircraft was the Alaskan Region, which constituted 3.3 percent of theactive general aviation flee,.

1-2

o States represented by the largest number of active general aviation aircraft includeCalifornia with 13.5 percent, Texas with 8.0 percent, and Florida with6.4 percent.

AIRCRAFT TYPE AND PRIMARY USE:

o Rotorcraft, turboprop, and turbojet aircraft types averaged 382, 314, and271 flight hours per aircraft, respectively. In contrast, active fixed wing pistonaircraft, which make up 88 percent of the active fleet and represent 80 percentof the total flight time, averaged only 130 flight hours per aircraft.

o Turbine rotorcraft had the most average hours flown per aircraft, 491. Theaircraft types with the least number of average hours flown were the "other"piston, averaging 50 hours, and aircraft types in the "other" category (e.g.,gliders and balloons), which averaged 51 hours flown per aircraft.

o By far, the most popular primary use category of the active general aviationaircraft in 1992 was personal use, with nearly 59 percent of the active fleet fallinginto this category. The next closest primary use category was business with16 percent, followed by instructional use with 8.7 percent.

1-3

CHAPTER H

COMMON GENERAL AVIATION ACTIVITY MEASURES

Several aviation activity measures are used to indicate growth trends and activity levels in thegeneral aviation fleet. Some common aviation activity measures of interest are the size of thegeneral aviation population, the number of active aircraft, the total flight hours, average flighthours per aircraft, and number of landings.

This chapter presents seven tables and three figures on these common aviation activity measures.The first four tables, Tables 2.1-2.4, give estimates of the general aviation population size,number of active aircraft, total flight hours and average flight hours in four different ways, by:1) Aircraft Type, 2) Service Difficulty Reporting (SDR) Aircraft Manufacturer/Model Group,3) Region of Based Aircraft, and 4) State of Based Aircraft.

Table 2.2 breaks down the number of estimated active aircraft and their respective average hoursflown figures by Service Difficulty Reporting (SDR) aircraft manufacturer/model group.Appendix B lists these SDR aircraft group names and FAA manufacturer/model codes. The13 Other" categories listed in the beginning of Table 2.2 refer to all the general aviation aircraftwhich belong to a manufacturer/model group which has fewer than 20 aircraft. The different"other" categories stand for:

1 Fixed Wing Piston, 1 Engine, 1-3 Seats.2 Fixed Wing Piston, 1 Engine, 4+ Seats.3 Fixed Wing Piston, 2 Engine, 1-6 Seats.4 Fixed Wing Piston, 2 Engine, 7 + Seats.5 Fixed Wing Piston, Other.6 Fixed Wing Turboprop, 2 Engines, 1-12 Seats.7 Fixed Wing Turboprop, 2 Engines, 13 + Seats.8 Fixed Wing Turboprop, Other.9 Fixed Wing Turbojet, 2 Engines.

10 Fixed Wing Turbojet, Other.11 Rotorcraft, Piston.12 Rotorcraft, Turbine.13 Other Aircraft.

Tables 2.5-2.7 contain data on the number of aircraft landings by the general aviationpopulation. Estimates of the total number of landings, the number of landings in local flight andthe number of landings in cross country flight, by aircraft type and by region of based aircraft,are provided.

2-1

To visualize the data presented in Tables 2.1-2.7, three figures are included. Figures 2.1, 2.2,and 2.3 show, by aircraft type, the number of general aviation active aircraft, total flight hours,and number of landings, respectively.

Some observations derived from these tables are:

o A great deal of variation in the number of active aircraft, total hours, and averagehours exists among all types of general aviation aircraft.

o On a national level, the results of the 1992 GAA Survey reveal that nearly26.5 million hours were flown by the estimated 184,433 active aircraft, or75 percent of the 1992 general aviation fleet.

o The average flight time per active aircraft in the 1992 general aviation fleet was140 hours. Hawaii averaged the highest average hours flown with 167 hours.Massachusetts averaged the lowest number of flight hours with 94.

o Active single engine piston aircraft with a population of 143,580, or 78 percentof the active general aviation fleet, dominated the general aviation fleet, althoughthe average hours flown (126) were lower than most aircraft types. This aircrafttype accounted for approximately 78 percent of the active aircraft but only68 percent of the total flight time.

o Turbine rotorcraft averaged the most hours per aircraft of any aircraft type,491 average hours. Fixed wing turboprops with 13 or more seats were a closesecond with 483 average hours. This aircraft type's high average hours are mostlikely attributable to its heavy commercial use as commuter air carriers.

o The two SDR manufacturer/model grioups with the largest representation in the1992 general aviation fleet were the Cessna 172, with 22,438 registered aircraft(9 percent of the registered general aviation fleet), of which 87 percent wereactive, and the Piper PA28, with 20,011 registered aircraft (8 percent of theregistered general aviation fleet), of which 87 percent were active. TheCessna 172 accounted for 12 percent of the total 1992 hours flown, and thePiper PA28 accounted for 9 percent of the total 1992 hours flown.

o The percentages of registered aircraft that were active in each region arerelatively close together, ranging from a low of 64.7 percent in the New EnglandRegion to a high of 80.5 percent in the Southwestern Region.

o The three regions with the greatest number of active aircraft were: the GreatLakes with 32,944 active aircraft; the Western-Pacific with 31,394; and theSouthern with 30,793.

2-2

o The Southern region accounted for the most flight time of any region,4.97 million hours, with the Western-Pacific, Great Lakes and Southwesternregions close behind.

o By far, the state with the largest estimated number of active aircraft wasCalifornia with 24,909 active aircraft. The next two states were Texas with14,787 and Florida with 11,753 active aircraft.

o During 1992, the general aviation fleet made over 79 million operations (take-offsand landings). About 63 percent were in local flight versus 37 percent in crosscountry flight.

o Single engine piston aircraft made the most landings, over 29 million, with73 percent of the landings in local flight and 27 percent in cross country flight.

o Turbojets and turboprops, which are used primarily for long, cross countryflying, made 94 percent and 68 percent, respectively, of their landings in crosscountry versus local flight.

o Rotorcraft had 4.2 million landings in 1992, with 42 percent in local flight.

2-3

Figure 2.1

1992 General Aviation Active Aircraftby Aircraft Type

FIXED WING PISTON

I Engine, 1-3 Seats 52.5

I Engine, 4+ Seats 91.0

2 Engines. 1-6 Seats • 11.82 Engines, 7+ Seats 6.6

Other 0.09

FIXED WING TURBOPROP

Lu 2 Engines, 1-12 Seats 3.5

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c FIXED WING TURBOJET2 Engines 3.8

Other 02

ROTORCRAFr

Piston 2.2

Turbine 3.5

OTHER AIRCRAFT 7.8I I I I I I I I I

0 10 20 30 40 50 60 70 0 90 1C0 110

NUMBER OF ACTIVE AIRCRAFT (THOUSANDS)

Source: Table 2.1

2-4

Figure 2.2

1992 General Aviation Total Flight Hoursby Aircraft Type

TURBOJETS1.1 Million Hours

4%

TURBINE ROTORCRAFTNonL E N PISTON ROTORCRAFT (0.4 Million)7% AND OTHER AIRCRAFT (0.4 Million)

0.8 Million Hours3%

S1.5 Million Hours|

3.2 Million Hours12% SINGLE ENGINE PISTON

18.1 Million Hours

Source: Table 2.1

2-5

Figure 2.3

1992 General Aviation Landingsby Aircraft Type

FIXED WING PISTON

I Engine, 1-3 Seats i1.63

1 Engine, 4+ Seats 17.42

2 Engines, 1-6 Seats 1.92

2 Engines, 7+ Seats I. 17

Other 0.01


2 Engines, 1-12 Seats 1CL 2 Engines, 13+ Seats 0.33

Other 0.42

0 FIXED WING TURBOJET

R 2 Engines 00.88

Other 0.05

ROTORCRAFT

Piston 1.41

Turbine 2.78

OTHER AIRCRAFT 0.60I I I I I I I I I I I I I I I I I I I

0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 1920

NUMBER OF LANDINGS (MILLIONS)

Source: Table 2.5

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CHAPTER III

PRIMARY USE

The general aviation fleet is used to provide a wide array of services, such as air taxi, industrial,agricultural, business, personal/recreation, instructional, research, patrol and sport fishing.This chapter considers the major uses of the general aviation fleet. Eleven primary usecategories for general aviation aircraft are defined in the glossary section of Appendix D.

This chapter consists of three tables and one figure. Table 3.1 presents the estimated numberof general aviation aircraft, broken down by primary use category (as well as inactive status)and aircraft type. Table 3.2 presents the estimated total hours by aircraft type in each primaryuse category. The final table in this chapter, Table 3.3, provides data on the estimated numberof nautical miles flown by primary use and aircraft type. Figure 3.1 displays data on the generalaviation population's total hours flown by primary use.

Some key observations to be drawn from the figures and tables in this chapter are:

o Of the 245,994 aircraft in the general aviation fleet, 184,433, nearly75.0 percent, were active.

o The most frequent primary use category of the general aviation fleet waspersonal. Nearly 59 percent of the active aircraft in the general aviation fleet fel.iinto this category. The second and third most frequent use categories werebusiness, with 16 percent of active aircraft, and instructional, with 8.7 percent.

o About 63 percent of the active fixed wing piston aircraft, and approximately 76percent of the active aircraft in the "other" aircraft type category, were usedprimarily for personal use.

o The general aviation fleet flew nearly 12.1 million hours for personal/recreationand business uses in 1992, accounting for more than 46 percent of the total flighthours. The next highest use category, instructional, totaled more than 5.3 millionhours, or 20 percent of the total hours flown.

o More than 75 percent, or 137,691 of the total aircraft flown, primarily were usedfor personal/recreation and business purposes, but only 15,990 aircraft, or lessthan 9 percent of the total active aircraft, were used for instructional purposes.

0 About 80 percent of all fixed wing piston-engine aircraft primarily were used forpersonal/recreation and business purposes. More than 22 percent of fixed wingturbine engine aircraft primarily were used for corporate/executive transportation,and approximately 39 percent of rotorcraft primarily used for aerial applicationand aerial activities (aerial observation and other work activities).

3-1

o The highest average hours flown per aircraft in 1992 by aircraft use categorywere 852 hours for aircraft used in commuter air carrier operation, followedclosely by 432 hours in air taxi operation, and 334 hours in instructional flying.The lowest average hours flown were 79 hours for aircraft used for personalrecreation flying.

o The general aviation fleet flew more than 3.1 billion nautical miles in 1992.Over 1.3 billion, or 44 percent of the total nautical miles flown, were forpersonal/recreation and business purposes. About 553 million miles, or18 percent of the total, were flown for corporate/executive transportation;15 percent for instructional; 12 percent for commuter carrier and air taxi; and11 percent for aerial application and aerial activities.

3-2

Figure 3.1

1992 General Aviation Number of Active Aircraftand Total Hours by Primary Use

ExecutIve/Corporate 9.4

Busness 28.9

PersonaflRecreation 108.7

Instructional 16.0

Aerial Application 5.1

Aerial Observation 5.6

Other Work Use 1.7

Commuter Air Carrier 0.8

Air Taxi 4.6

Other II3.5

0 20 40 60 80 100 120 140

NUMBER OF ACTIVE AIRCRAFT (THOUSANDS)

Executive/Corporate 2.26

Business 3.54

Personal/Recreation 08.59

Instructional 5.34

Aerial Application 1.30

Aerial Observc,,.n 1.73

Other Work Use 0.34

Commuter Air Carrier 0.69

Air Taxi 2.01

Other o.36I I

0 1 2 3 4 5 6 7 8 9 10 111

TOTAL HOURS (MILLIONS)

Source: Tables 3.1 and 3.2

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CHAPTER IV

FLYING CONDITIONS

This chapter presents statistics on the meteorological conditions under which the general aviationfleet flies. In order to capture more precise flying conditions data, Questions 11 and 12 of the1992 General Aviation Activity (GAA) Survey form were modified from 1990's GAAA Surveyform to include the number of hours flown by visual flight rules/day visual flight rules(VFR/DVFR) flight plan, no flight plan, and other/unknown flight plan, in addition to hoursflown under Instrument Flight Rules (IFR). Therefore, comparisons of 1992 and 1991 surveydata to prior GA surveys cannot be readily made for the tables in Chapter IV.

Tables 4.1, 4.2, and 4.3 contain the number of active general aviation aircraft and total hoursflown by aircraft type during the day and night, by aircraft type under Visual MeteorologicalConditions (VMC), and by aircraft type under IFR flight plan in Instrument MeteorologicalConditions (IMC), respectively. Table 4.4 presents total day and night hours by region of basedaircraft, while Tables 4.5 and 4.6 look at active aircraft and total hours flown by region underVMC and under IFR flight plan in IMC, respectively. The next two tables in this chapterprovide breakdowns by SDR Manufacturer/Model (M/M) Group; Table 4.7 gives the numberof active general aviation aircraft and total hours flown during the day and night by SDR M/MGroup, and Table 4.8 looks at the number of active general aviation aircraft and total hoursflown under IMC (based on IFR flight plan hours) and VMC (based on total hours flown) bySDR M/M Group. Table 4.9 presents total hours flown by flight plan for each aircraft type.

Figure 4.1, 1992 General Aviation Total Hours Flown by Weather and Light Conditions,graphically depicts the findings of the above listed tables, proportionally showing the numberof hours flown under VMC and under IFR flight plan in IMC conditions by day and by night.Figure 4.2, 1992 General Aviation Total Hours Flown by Flight Plan, shows the number ofhours flown by IFR flight plan, VFR/DVFR flight plan, no flight plan, or other/unknown flightplan.

Some highlights of this chapter include:

o Approximately 87 percent of general aviation flying took place during the day.

o Nearly 92 percent of VMC flying took place during the day.

o IMC flying under IFR flight plan took place 76.5 percent of the time during theday.

4-1

o Overall, these tables indicate that in 1992 about 81 percent of the general aviationfleet's total hours were flown in VMC conditions during the day. The remainderof the total hours flown by the general aviation fleet were divided as follows:11 percent VMC night, 6 percent under IFR flight plan in IMC day, and2 percent under IFR flight plan in IMC night.

o The results of the 1992 GAA Survey show that over 43 percent of the hoursflown by the general aviation fleet were flown with no flight plan, and anadditional 10 percent of the hours flown were under some other/unknown flightplan. Only 25 percent of the hours were flown VFR/DVFR, and 22 percent wereflown IFR.

4-2

Figure 4.1

1992 General Aviation Hours Total Flownby Weather and Light Conditions

IM C -D A Y 0 .5M ii o n H o

1.6 Million Hours ,

2.8 Million Hours

11%

VMC-DAY

S~21.6 Million Hours

81%

KEY

= Day= Night

IMC = Instrument Meteorological ConditionsVMC = Visual Meteorological Conditions

NOTE: These estimates are based on 26.5 million hours since data was not provided by all surveyrespondents. Also, IMC hours listed represent IMC hours flown under an IFR flight plan.

Source: Tables 4.2 and 4.3

4-3

Figure 4.2

1992 General Aviation Total Hours Flownby Flight Plan

IFR FLIGHT PLAN5.9 Million Hours

22%OTHER/UNKNOWN

FLIGHT PLAN

2.6 Million Hours10%/

I ~ VFR/DVFR

FLIGHT PLAN NO FLIGHT PLAN

6.7 Million Hours 11.3 Million Hours

25% 431/

NOTE. These estimates are based on 26.5 million hours since

data was not provided by all survey respondents.

Source: Table 4.9

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4-55

CHAPTER V

FUEL CONSUMPTION

The 1992 general aviation aircraft fleet consumed 808 million gallons of fuel, consisting of494 million gallons of jet fuel and 314 million gallons of aviation gasoline. Although data onpropane fuel use were collected, they are not included because the data collected were notsufficient to provide reasonable estimates.

This chapter presents three tables and three figures. Table 5. 1 presents consumption statistics.Table 5.2 shows, by aircraft type, fuel consumption by fuel grade, average gallons consumedper hour and fuel use in millions of gallons. The final table in this chapter, Table 5.3, presentsdata on the average rate of fuel consumption and total fuel consumed in millions of gallons bySDR Manufacturer/Model group.

Figures 5.1 and 5.2 show the 1992 general aviation fleet's fuel consumption rates and estimatedfuel consumption by aircraft type, respectively. Figure 5.3 depicts the percentage fuelconsumption of the general aviation fleet by fuel grade.

Some interesting points concerning fuel consumption are:

0 Of the 808 million gallons of fuel consumed by the 1992 general aviation fleet,39 percent was aviation gasoline, and 61 percent was jet fuel.

o Fixed wing piston aircraft, with a low average fuel consumption rate of13.2 gallons per hour, nevertheless accounted for approximately 37 percent(301 million gallons) of the total fuel consumed by the general aviation fleet in1992 due to their large numbers. This aircraft type also accounted for 96 percentof the aviation gasoline consumed.

o Turbojet aircraft had the highest rates of fuel consumption: 362.1 gallons perhour for "other" turbojets, and 263.2 gallons per hour for two engine turbojets.In contrast, total fuel consumption for one engine piston aircraft averaged10.8 gallons per hour.

o Turbojets, which accounted for 32.8 percent of active turbine-engine aircraft inthe 1992 general aviation fleet, consumed 58.5 percent of all jet fuel used by thegeneral aviation fleet.

o Averaging 83.3 gallons per hour, turboprops consumed 124 million gallons of jetfuel (25 percent of the total jet fuel consumed). Overall, turboprops accountedfor approximately 15 percent of the aviation fuel consumed in 1992.

5-1

o Of the 314 million gallons of aviation gasoline consumed by the fixed wing pistonoircraft, approximately 3 percent was 80 octane gasoline, 16 percent was

) octane gasoline, 77 percent was 100 octane low lead gasoline, and 4 percentwas automobile gasoline.

5-2

Figure 5. 1

1992 General Aviation Average Fuel Consumption Rates(Gallons Per Hour) by Aircraft Type

FIXED WING PISTON KEY

= Jet Fuel1 Engine. 1-3 Seats I9.4 = Aviation Gasoline

I Engine. 4+ Seats 11.4


2 Engines. 7+ Seats 35.1

Other 238.7



S2 Engines, 13+ Seats 110.4

Other 54.4

Q FIXED WING TURBOJET

R 2 Engines 263.2

Other 362. 7

ROTORCRAFT

Piston 15.1

Turbine 40.2

OTHER f 'RCRAFT 26.0I I II1

0 100 200 300 400 500

GALLONS PER HOUR

Source: Table 5.1

5-3

Figure 5.2

1992 General Aviation Estimated Fuel Consumptionby Aircraft Type

TURBINE

MULTI-ENGINE ROTORCRAFTPISTON 81 Million Gallons

99 Million Gallons 10.0%/012.2%/--- PISTON ROTORCRAFT (7 Million)

AND OTHER AIRCRAFT (7 Million)14 Million Gallons

1.7%

124 Million153 Gallons

TURBOJETS289 Million Gallons

35.8%

I PISTON

S202 Million GallonsI 25.0%

KEY

EJ = Jet Fuel= Aviation Gasoline

Source: Table 5.1

5-4

Figure 5.3

1992 General Aviation Fuel Consumptionby Fuel Grade

100 OCTANE AUTO GASOLINE47 Million GallonsI 13 Million Gallons

S5.9% 1.6%/

236 illin Galons10 Million Gallons

29.4%......................1 2

JET FUEL496 Million Gallons

61.9%

NOTE: Propane fuel data were collected but are not Included because the datacollected were not sufficient to provide reasonable estimates.

Source: Table 5.2

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CHAPTER vI

AIRFRAME HOURS AND ENGINE ACTIVITY

The subject of aircraft aging has become increasingly important because of questions raisedabout the safety of commercial air carriers relative to the age of their aircraft. Similar questionsmight be asked of the general aviation fleet. Data in this chapter can serve as input to studiescorrelating age and safety.

This chapter presents three tables and one figure. Tables 6.1 and 6.2 give data on the total andaverage airframe hours per active aircraft by aircraft type and by SDR Manufacturer/ModelGroup, respectively. Table 6.3 shows the number of engines on active aircraft and the averagehours per engine for each aircraft by engine SDR Manufacturer/Model Group. Figure 6.1graphically displays the data provided in Table 6.1.

Major findings of this chapter include:

o The average lifetime airframe hours for the 1992 active general aviationpopulation was 2,977 hours. In contrast, the average lifetime airframe hours forthe two engine turboprop with 13 or more seats (9,671 hours) and the "other"piston aircraft (22,183 hours), were more than triple the average lifetime airframehours of the 1992 active general aviation fleet.

o The estimated total airframe hours of the 1992 general aviation fleet was morethan 560 million hours.

o The average hours per engine data presented in Table 6.3 vary considerablyamong the different SDR aircraft engine manufacturers.

6-1

Figure 6.1

1992 General Aviation Average Airframe HoursPer Active Aircraft by Aircraft Type

FIXED WING PISTON1 Engine, 1-3 Seats 2.8

1 Engine, 4+ Seats i 2.92 Engines, 1-6 Seats 3.62 Engines, 7+ Seats 5.2

Other 22.2


S2 Engines, 1-12 Seats 4.3S2 Engines, 13+ Seats 9.7

Other 3.3

2 FIXED WING TURBOJET< 2 Engines 4.3

Other: : 3.5

ROTORCRAFTPiston 3.8

Turbine 4.6

OTHER AIRCRAFT 0.6I I I I I-I

0 1 2 3 4 5 6 7 8 9 1011121314151617181920212223

AVERAGE AIRFRAME HOURS (THOUSANDS)

Source: Table 6.1

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6-31

APPENDIX A

METHODOLOGY FOR THE 1992 GENERAL AVIATION ACTIVITY (GAA) SURVEY

1. OVERVIEW

The methods used for the 1992 GAA Survey are almost identical to those used in previoussurveys, except for: 1) the initial development of the "General Aviation" aircraft universe; and2) the use of data obtained in the 1990 telephone survey to make necessary adjustments to activeaircraft and hours flown estimates (see section 5.2, Adjustment of the 1992 GAA Survey Data,on page A-14).

1.1 Purpose of Survey

The purpose of the 1992 GAA Survey is to provide the Federal Aviation Administration kFAA)with information on the activity and avionics of the general aviation fleet. The informationobtained from the survey enables the FAA to monitor the general aviation fleet so that it can,among other activities, anticipate and meet demand for National Airspace System (NAS)facilities and services, assess the impact of regulatory changes on the general aviation fleet, andimplement measures to assure the safe operation in the airspace of all aircraft.

1.2 Background

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

In 1978, the FAA replaced AC Form 8050-73 with a new system: Part 1 of the form wasreplaced by a triennial registration program; and Part 2 of the form was replaced by the annualGeneral Aviation Activity and Avionics Survey, FAA Form 1800-54, shown in Figure A. 1. TheGeneral Aviation Survey, which is conducted annually, is based on a statistically selected sampleof general aviation aircraft and requests the same type of information as Part 2 of AC Form8050-73. The first survey took place in 1978, collecting data on the 1977 general aviation fleet.The 1992 statistics in this report were derived from the sixteenth survey, which took place in1993. Benefits resulting from the new method of data collection include quicker processing ofthe results, improved data quality, and a considerable savings in time and money to both thepublic and the Federal Government.

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FIGURE A.1 SURVEY QUESTIONNAIREForm Approved 0MB NO. 2120.0060

0 GENERAL AVIATION ACTIVITY SURVEYULF* , ..at (As of December 313 1992)

Submission of this form Is voluntary. The Information you provide will be used only for statistical purposes and will not be published or released in any formta would reveal specific Information reportd by an Individually dentifiable respondent

-- I /1. AIRCRAFT CHARACTERISTICS:

[ ...,....JFederal Aviation Administration800 Independence Ave., SW

INSTRUCTIONS: Please answer questions for the aircraft at niaht APO- " 10 (Survey)

Mall the completed questionnaire In the enclosed, postage-pard envelope to: W" Washington, DC 20591

2. Did you operate this aircraft in 1992 primarily as an air carrier, or lease this aircraft to an air carrier (FAR Parts 121 or 127 operator)?

"o YES (Do not complete the rest of this form. Please return form to address shown above In the enclosed, postage-paid envelope.)

"o NO This form should be completed for all general aviation aircraft and aircraft operated under FAR Part 135, commuter and air taxi.) _

3. What were the total lifetime airframe hours as of LIFETIME HRS 9. What was this aircraft's average rate of fuel consump-

December31.1992? tion in gallons per hour? (If none, enter "NONE'andgo to Question 10.) .......................................................... a. 8. PH

4. In what State was this aircraft based as of Estimate the percent of each fuel and grade used:Decem ber 31, 1992? Jet Fuel ........................................................................... b. %

5. Was the aircraft flown in Calendar Year 1992? Aviation Fuel: 80 Octane ................................................ c. %o YES (Continue with the survey.) %o NO (Survey is complete. Please return.) HRS FLOWN 100 Octane ................................................. d.

6. How many hours did this aircraft fly in Calendar Year 100 Octane-Low Lead ................................ a.

1992? (Include estimated rental and leased hours.) Automotive Gasoline .................................................... I. %

7. What percent of the hours entered in Question 6 did PERCENT OF Propane .................................. g. %this aircraft fly In each of the following use categories? HAS FLOWN Pro....ne g.

CORPORATE/EXECUTIVE TRANSPORTATION TOTAL (b+c+d+e+f+g) - •00•

Company flying with a professional crew .............................. a. % 8 .00

BUSINESS TRANSPORTATION Individual use of an What was the average fuel cost per gallon? ......................... h.

aircraft for business transportation ........................................ b. % 10. In 1992, how many hours were flown under:? HRS FLOWN

PERSONAL/RECREATION Flying for personal a IFR Flight Plan ........................................................... a.reasons (Excludes business transportation.) ....................... c. % b. VFR/DVFR Flight Plan ...................... b.

INSTRUCTIONAL Flying under the supervision of a c. No Flight Plan .............................................................. cflight instructor (Excludes proficiency flying.) ........................ d. % d. Other/Unknown ................................................................ d.

AERIAL APPLICATION Agriculture, health, forestry, Thtal Hours (equal to # of hours reported in Question 6)cloud seeding, firefighting, insect control, etc ................... /. %

AERIAL OBSERVATION Aerial mapping/photogia- 11. Of the IFR flight plan hours reported in Questionlo(a),

hhy, survey, patrol, fish spotting, search and rescue, what percent of the hours did this aircraft fly under:unting, highway traffic advisory, sightseeing (not a Day Instrument Meteorological Conditions(IMC) .............. a.

FAR Part 135), etc ................................................................. I % b. Day Visual Meteorological Conditions (VMC)............. b. •

OTHER WORK USE Construction work (not c. Night Instrument Meteorological Condifion;(IMC) ...... c%FAR Part 135), helicopter hoist, parachuting, aerial .. Ng Iadvertising, towing gliders, etc ............................................... g. % d. Night Visual Meteorological Conditions(VMC) ............ d. %

COMMUTER AIR CARRIER Performs, under FAR FTOTAL (a+b+c+d) = 100%Part 135, at least five scheduled round trips per week 12 Of the total hours reported in Question 10(b)(c)(or carries m ail .................................................................... h. %

what percent of the hours did the aircraft P,; under:?AIR TAXI FAR Part 135 passenger and cargooperations (Excludes commuter air carrier.) ............ I % a. Day Visual Meteorological Conditions(VMC) .............. a.

What was the average revenue In dollars per b. Night Visual Meteorological Conditions(VMC) .......... b.hour for this aircraft in air taxi operation.? TOTAL (a.b) - 100.

OTHER Experimentation, R&D. testing, government

demonstrations, air shows, air racing, etc ......................... .13. How many landings (inuding water, and touch and NUMBER Ofgo landings) did this aircraft perform in each of the LANDINGS

STOTAL (a+b+c+d+e+f+g+h+i+k) 100% following categories in Calendar Year 1992?

8. Was the aircraft rented or leased to others in 1992? RENTAL HRS LOCAL FLIGHT ......................................................... a.C] YES E)NO

If "YES," for how many rental or leased hours? .............. a. CROSS COUNTRY FLIGHT ........................................ b.-Agency Display of Estimated Burden of the General Aviation Activity Survey-

The public reporting burden for this collection of Information Is estimated to average 7 minutes per response. if you wish to comment on the accuracy of the estimate or tomake suggestions for reducing this burden, please direct your comments to FAA and the OMB at the following addresses:

U.S. DOT Federal Aviation Administration Office of Management and Budget800 Independence Avenue, S.W. Paperwork Reduction ProjectWashington, DC 20591 (2120-0090)APO-1 10 (Survey) Washington, DC 20503Washington, DC 20591

FAA Form 1800-54 (1-93) GPO : 1993 0 - 347-074A-2

2. SURVEY COVERAGE

2.1 Aircraft

The 1992 GAA Survey covers, through a stratified probability sample, all general aviationaircraft registered in the United States. The term, "general aviation," as used in this survey,is defined as all aircraft in the U.S. civil air fleet exceRt those operated under Federal AviationRegulations (FAR) Parts 121 and 127. FAR Part 121, as modified by Special Federal AviationRegulation 38 (SFAR-38), governs air carriers carrying passengers and cargo for hire andconducting scheduled and charter operations with aircraft having a seating capacity of more than30 seats and/or a payload capacity of more than 7,500 pounds. Thus, general aviation includesaircraft operated under:

Part 91: General operating and flight rules.

Part 125: Certification and operations: Airplanes having a seating capacity of 20 ormore passengers or a maximum payload capacity of 6,000 pounds or more(but not for hire).

Part 133: Rotorcraft external load operations.

Part 135: Air taxi operators and commeLcial operators.

Part 137: Agricultural aircraft operations.

Since the term "general aviation" is not always defined in the same way from aviationpublication to aviation publication, it is often a source of confusion to users of general aviationstatistics. The point on which the various definitions disagree is the category (air carrier orgeneral aviation) in which to place air taxis and commuter air carriers operating under FARPart 135. The General Aviation Survey has always used the above definition for generalaviation, which includes the air taxis, commuter air carriers and air travel clubs. Thus, it isessential for the user to understand the definition of general aviation as it applies to the sourceshe or she is using, so that proper comparisons of data can be made.

Certain aircraft meeting the general aviation criteria have been excluded from the survey. Thisgroup consists of aircraft registered to dealers, aircraft in the process of being sold or withregistration pending, and aircraft for which not enough information was available to categorizethem properly for sampling purposes.

General aviation offers such varied services as air taxi, air cargo, industrial, agricultural,business, personal, recreational, instructional, research, patrol, and sport flying. Generalaviation aircraft range in complexity from simple gliders and balloons to four engine turbojets.

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2.2 Geographic

The sample survey conducted by the FAA covers general aviation aircraft registered with theUnited States Aircraft Registry as of December 31, 1992. Over 99 percent of these aircraft areregiutered to owners living in the 50 states; the District of Columbia; Puerto Rico; and otherU.S. territories, *which include American Samoa, Guam, and the Virgin Islands.' TheGAA Survey does not cover registered airmraft which were based outside the United States asof December 31, 1992.

2.3 Content

The 1992 GAA Survey questionnaire, FAA Form 1800-54 shown previously in Figure A. 1,requests the aircraft owner to provide the following information on the sampled aircraft'scharacteristics and uses for various periods:

1) hours by use, Instrument Flight Rules (IFR) hours, percentage of hours flown inInstrument Meteorological Conditions (IMC) and Visual Meteorological Conditions(VMC) during the day and night, fuel consumption grade and cost, and number oflocal and cross country landings for the entire calendar year 1992; and

2) airframe hour reading and the aircraft's base location as of December 31, 1992.

3. SURVEY METHOD

The survey data were collected by mailing the questionnaire to the owners of the sampledaircraft in three mailings. The first mailing in March 1993 covered 29,830 aircraft of the29,997 total aircraft in the sample. The difference of 167 aircraft were "museum exhibits";thercfore they were recorded for the 1992 GAA Survey as aircraft not flown during the surveyyear. The first mailing had a response rate of 44.0 percent, as shown in Table A. 1, on thefollowing page. This accounted for approximately 67.8 percent of the total responses to thesurvey. The second mailing in April 1993 included only those aircraft in the sample that hadnot yet responded. The second mailing had a response rate of 24.8 percent, which accountedfor approximately 24.8 percent of the total responses to the survey. The third mailing in May1993 was sent to the owners of the sampled aircraft who had not responded to the first or secondmailings as of a specified date. The third mailing produced a response rate of 11.8 percent, orapproximately 7.4 percent of the total responses to the survey. As compared to a valid surveyresponse rate of 56.9 percent in the 1991 GAAA Survey, the 1992 GAA Survev resulted in anoverall response rate of 65.0 percent.

1Source: FAA Aircraft Registration Master File as of December 31, 1992.

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TABLE A.1 SUMMARY OF RESPONSE INFORMATION

VALID RESPONSE % TOTALPHASE SAMPLE SIZE # RESPONSES RATE RESPONSE

1st Mailing 29,830 13,133 44.0 67.82nd Mailing 19,380 4,802 24.8 24.8

3rd Mailing 12,320 1,448 11.8 7.4

TOTAL 29,830 19,383 65.0 100.0

Each of the three mailings was accompanied by a cover letter, shown respectively inFigures A.2, A.3, and A.4 at the back of this Appendix.

4. SAMPLE DESIGN

4.1 Sample Frame and Size

The FAA Mike Monroney Aeronautical Center in Oklahoma City maintains the AircraftRegistration Master File, which is the official record of registered civil aircraft in the UnitedStates. The sample frame, the list of aircraft from which the sample was selected, was providedby this organization based upon criteria specified by APO-110.

Several changes which occurred between the 1977 and 1978 survey cycles impacted thepopulation, frame and, ultimately, the survey results. In January 1978, the FAA implementeda new procedure, known as triennial revalidation, for maintaining its master file. Instead ofrequiring all aircraft owncf s to revalidate and update their aircraft registration annually, the FAAonly required revalidation for those aircraft owners who had not contacted the FAA registry forthree years. This less frequent updating of the master file atfected its accuracy andrepresentativeness. Two major consequences for the survey results are discussed below.

1) The accuracy of owners' addresses has deteriorated. The percentage ofquestionnaires returned by the post office has ranged from 8 to 13 percent since1987. Prior to the implementation of the 1978 FAA procedures, the postal returnrate averaged 2 percent. From 1577 to 1982, following the implementation of the1978 FAA procedures, the post office returns more than tripled from 2 percent to6.8 percent. The higher post office return rates partially explains the lower surveyresponse rates experienced betweea 1977 and 1991. However, postal returns for1992 were 4.3 percent, down from 12.0 percent in 1991 and 10.8 percent in 1990.The reduction in the number of postal returns is due mainly to bar coding the addressof tle aircraft owners on the envelopes mailed out. The reduction in postal returnsmay have contributed to the substantial increase in the response rate from56.9 percent in 1991 to 65 percent in 19)2.

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2) The master file contained a residue of aircraft which, under the old revalidationsystem, would have been deregistered and purged from the file but now remain underthe new system. Consequently, the population counts were inflated, resulting inartificially large increases in the estimates of the number of active general aviationaircraft from 1977 to 1978, and from 1978 to 1979.

Also during this period, the entire Aircraft Registration System was installed on a new computersystem. At the same time, FAA modified many of the updating and processing procedures. Itis quite possible that these changes affected the registration file.

Finally, new legislation required two formerly ineligible categories of aircraft to be registeredwith the U.S. Registry. From 1977 to 1978, the definition of a registered general aviationaircraft changed to include these two new groups:

1) aircraft owned by individual citizens of foreign countries who are permanent residentsof the United States; and

2) aircraft owned by non-U.S. corporations which are organized and doing businessunder U.S. law (as long as the aircraft are based and used primarily in the UnitedStates).

It is estimated that these aircraft constitute less than one half of one percent of the generalaviation fleet.

These changes thus affected the contents of the Aircraft Registration Master File and,consequently, the General Aviation Survey results. While it is difficult to quantify the effectsof these changes, the FAA estimates that they caused the survey results to overestimate aircraftpopulation and hours flown by seven percent or less.

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

1) aircraft registered to dealers;

2) aircraft with "Sale Reported" or "Registration Pending" appearing in the recordinstead of the owner's name;

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

4) aircraft with a missing state of registration, aircraft make-model/series code, oraircraft type information.

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Every year in preparation for conducting the General Aviation Survey, APO 110 obtains a datafile containing approximately 275,000 to 280,000 aircraft records identified as general aviationaircraft from the Mike Monroney Aeronautical Center in Oklahoma. This file is then updatedby removing the following categories of aircraft:

o Aircraft that were destroyed during the survey year per the National Traffic SafetyBoard (NTSB);

o Aircraft that were deemed by the FAA to be "air carriers";

o Aircraft whose primary ownership was a financial institution; and

o Aircraft that prior year's respondents noted as either destroyed, stripped, or salvagedfor parts; disassembled, or not airworthy; or the representative of the surveyedaircraft stated that the aircraft owner was deceased.

For the 1992 GAA Survey, the FAA used additional aircraft status data and changed the waythe sample frame was derived. In 1993, APO-110 received a data file containing277,096 aircraft records from the Mike Monroney Aeronautical Center in Oklahoma. Prior toremoving any of the four categories of aircraft enumerated above, aircraft with certain statuscode information were removed. From this update processing, 21,643 aircraft were removedfrom the sample frame. The aircraft removed included aircraft whose certificate was pendingrevocation, aircraft reported as sold, or aircraft whose owners were known to have an incorrectaddress (as reported by the U.S. Postal Service), and classified by the FAA as a Post MasterReturn (PMR). This processing created ai. updated sample frame of 255,453 aircraft records.The four categories of aircraft records enumerated above were then removed from the sampleframe. From these four categories of aircraft, and from processing the survey program modules,an additional 9,459 aircraft records were removed. This final processing created a sample frameof 245,994 aircraft records which comprised the 1992 GAA universe.

For calendar year 1992, the sample frame consisted of 245,994 general aviation aircraft recordsfrom which 29,997 records were sampled, yielding a 12.2 percent sample. However, there werea total of 211 aircraft identified as air carries by aircraft owners during the 1992 GAA Survey.Consequently, the 1992 GAA survey sample of 29,997 was revised to 29,786 (a 12.1 percentsample size) for the purposes of analyzing and reporting on the 1992 GAA data. Table A.2, onthe following page, shows, by aircraft type, the distribution of the sample compared to that ofthe population. This table clearly demonstrates the disproportionality of the sample to thepopulation, an intended result of the sample design to gain efficiency and to control errors.

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4.2 Description of Sample Design

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

1) state or territory of aircraft registration; and

2) a variable called the make-model index, constructed from a combination of theaircraft type and the Service Difficulty Reporting (SDR) aircraft manufacturer/modelgroup.

TABLE A.2 SAMPLE AND POPULATION DISTRIBUTION BY AIRCRAFT TYPE

APPROXIMATE SAMPLE SAMPLE AS % OFTYPE POPULATION SIZE POPULATION

Fixed Wing - Piston

1 Engine: 1-3 Seats 82,023 9,527 11.6

1 Engine: 4+ Seats 110,397 7,509 6.8

2 Engine: 1-6 Seats 15,808 2,309 14.6

2 Engine: 7+ Seats 7,293 1,516 20.8

Piston: Other 197 144 73.1

Fixed Wing - Turboprop

2 Engine: 1-12 Seats 4,218 933 22.1

2 Engine: 13+ Seats 1,203 494 41.1

Turboprop: Other 651 285 43.8

Fixed Wing - Turbojet

2 Engine 4,318 869 20.1

Turbojet: Other 548 213 38.9

Rotorcraft

Piston 5,209 1,918 36.8

Turbine 4,390 1,183 26.9

Other Aircraft 9,739 2,886 29.6

TOTAL 245,994 29,786 12.1

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The 54 levels of the state criterion and the 382 levels of the make-model index yielded a matrixof 54 by 382 or 20,668 cells (strata) among which the frame was divided for sampling. Someof these cells have no population.

The FAA's primary requirement was for estimates of average annual flight hours per aircraft,necessitating optimal determination of sample sizes based on flight hour variation by state andby make-model index, and not on population. Hence, the sample was not proportional to size,and a sampling fraction was determined for each cell with a non-zero population. Sampling wasthen performed systematically from a random start within individual cells, yielding a finalsample size of 29,786 general aviation aircraft.

Initially, each aircraft in the sample was given a weight which was the inverse of its cell'ssampling fraction, and which corresponded to the number of aircraft in the sample framerepresented by that aircraft. When all responses to the survey were tallied, each weight wasadjusted according to the response rate for the cell, counting an aircraft for which no surveyquestions were answered as a non-respondent, and an aircraft for which at least one question wasanswered as a respondent.

The weight adjustment is described as follows:

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

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

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

4.3 Error

Errors associatcd with estimates derived from sample survey results fall into two categories:sampling and non-sampling errors. 2 Sampling errors occur because the estimates are based ona sample rather than the entire population.

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

2Standards for Discussion and Presentation of Errors in Data, U.S. Department of

Commerce, Bureau of the Census, (Washington, DC, 1974), pp. 11-14.

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4.4 Sampling Error

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

Through sample design techniques, the statistician can control the sizes of standard errors in thesurvey on a few key variables, known as design variables. The design variables in the GeneralAviation Survey are the average annual hours flown per aircraft by aircraft type, by aircraftmanufacturer/model characteristics and by state of aircraft registration. The sample is designedto produce standard errors on these variables at levels specified by the FAA. No controls areplaced on the standard errors of the non-design variables.

An estimate and its standard error make it possible to construct an in~erval estimate with theprescribed confidence that the interval will include the average value of the estimate from allpossible samples of the population. Table A.3 on the following page shows selected intervalwidths and their corresponding confidence.

TABLE A.3 CONFIDENCE OF INTERVAL ESTIMATES

APPROXIMATE CONFIDENCETHAT INTERVAL INCLUDES

WIDTH OF INTERVAL AVERAGE VALUE

1 Standard error 68%



Every estimate resulting from a sample survey, whether it be for a design or non-designvariable, has sampling error associated with it. The user of survey results must considersampling error along with the point estimate itself when making inferences or drawingconclusions about the sample population. A large standard error relative to an estimate indicateslack of precision and, inversely, a small standard error indicates precision. To facilitate thecomparison of estimates and their errors, the tables in this publication display standard errorsfor all estimated quantities. For the most part, the measure of precision presented in this reportis the percent standard error (% s.e.), which is merely the ratio of the standard error to theestimate times 100 (to convert the fraction to a percent). In addition to immediatelycommunicating the relative precision of the estimate, it allows ready comparison of the survey'sperformance across variables. The following is an example of how to use the % s.e.: fromTable 2.1, a 95 percent confidence interval for the number of active rotorcraft with piston

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engines would be 2,211 plus or minus 2 (7.6/100)(2,211) or the interval between 1,875 and2,547. One would say with 95 percent confidence that the number of active rotorcraft withpiston engines lies somewhere between 1,875 and 2,547. Another way of expressing this is thatwe are highly confident (95 percent) that the number of active rotorcraft with piston engines iswithin plus or minus 2(7.6) percent, or 15.2 percent of 2,211.

4.5 Non-Sampling Error

Non-sampling error can be reduced through survey design although the amount of reduction isdifficult, if not impossible, to quantify in any given design. There are, however, varioustechniques which can limit non-sampling error.

Several of these techniques were incorporated into the design of the General Aviation Surveyand are itemized below:

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

Although the 1992 response rate of 65 percent marks a decrease from the 80 percentresponse rate achieved in 1977 (the first year of the survey), it does represent anincrease from 1988's response rate of 55.5 percent. Possible causes for the less than100 percent sample rate response include:

"o The deterioration of the currency of aircraft owners' addresses in the AircraftRegistration Master File, the sample frame. This deterioation caused a gradualincrease in the percentage of questionnaires returned undelivered by thepostmaster.

"o Repeated sampling of aircraft in two, and possibly three or four, successiveyears. Due to the design of the sample to achieve specified precision in estimatesfor states and manufacturer/model groups of aircraft, it is impossible to avoidsampling some of the same aircraft in consecutive years. Owners of such aircraftmay have been less willing to respond in 1992 than in previous years.

Table A.4, on the following page, reveals the responses by aircraft type. Last year,there was one aircraft type with a response rate less than 40 percent, the "Piston:Other" group, with 30.8 percent. This year, the "Piston: Other" group, with38.2 percent, as well as the "Turboprop: 2 Engine 13 + Seats," with 35.4 percent hada response rate less than 40 percent.

2) To assure the owners of the confidentiality of their responses, the back side of thequestionnaire cover letter informed them that:

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The FAA has determined that the information you provide in this survey isexempt from public disclosure under the Freedom of Information Act.3

3) Comprehensive editing procedures insu'ed the accuracy of the data transcription tomachine readable form and the internal consistency of responses.

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

5) Results were adjusted using data from a survey of nonrespondents. This adjustmentis described in Section 5, Adjustments Based on a Survey of Nonrespondents, onpage A-13.

TABLE A.4 RESPONSE RATE BY AIRCRAFT TYPE

Fixed Wing - Piston

1 Engine: 1-3 Seats 63.5%

1 Engine: 4+ Seats 63.7

2 Engine: 1-6 Seats 57.0

2 Engine: 7+ Seats 46.2

Piston: Other 38.2

Fixed Wing - Turboprop

2 Engine: 1-12 Seats 52.9

2 Engine: 13 + Seats 35.4

Turboprop: Other 53.3

Fixed Wing - Turbojet

2 Engine 62.0

Turbojet: Other 56.0

Rotorcraft

Piston 51.1

Turbine 45.8

Other Aircraft 57.9

Overall 65.0%

3See Figure A.2 on page a-16.

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5. ADJUSTMENTS BASED ON A SURVEY OF NONRESPONDENTS

5.1 The Nonrespondent Survey

The substantial nonresponse rate for the General Aviation Survey and developments in thesampling frame outlined above have led to a concern that there may be a response bias in thesurvey, especially with respect to the percent and number of aircraft that are active. Thehypothesis is that aircraft of owners that do not respond to the General Aviation Survey are lesslikely to be active than aircraft of owners that do. If this hypothesis is correct, the results ofthe survey overstate the percent and number of active aircraft.

In order to test this hypothesis, and to provide data for adjusting the General Aviation Surveyfindings, a survey of 1990 GAAA Survey nonrespondents was conducted in 1991. This surveyfocused on two substantive questions:

Was this aircraft flown during calendar year 1990?

If so:

How many hours did this aircraft fly in calendar year 1990?

The survey of 1990 GAAA nonrespondents also included screening questions to determinewhether the respondent still owned the aircraft, whether the aircraft was flown as an air carrier,and (if so) under which FAR Part Number.

The survey of nonrespondents was conducted by telephone. The sample for the survey wasselected at random from the nonrespondents in the 1990 GAAA Survey sample. The samplingobjective was to obtain a sample large enough to achieve 95 percent confidence that thetelephone survey estimate of the proportion of nonrespondents with active aircraft would bewithin 10 percent of the true proportion. A total of 1,203 aircraft owners were included in thetelephone survey. Of the aircraft owners in the sample, telephone numbers could not beobtained for 435 (36.2 percent), 300 (24.9 percent) could not be reached or refused to respond,89 (7.4 percent) no longer owned the aircraft and were asked no further questions, and379 (31.5 percent) provided the survey information sought. This number of respondentsproviding information was adequate to meet the statistical objectives of the sample design.

The principal results of the telephone survey were estimates of the percent of aircraft among1990 GAAA Survey nonrespondents that were active and the average hours flown by theseaircraft. Among the telephone survey respondents, 61.7 percent reported active general aviationuse of their aircraft. This is substantially less than the GAAA Survey estimates for 1990(79.7 percent) and for 1991 (80.3 percent), and the difference between the 1990 GAAA Surveyrespondents and the nonrespondents is statistically highly significant. The active telephonesurvey respondents reported an average of 158.6 annual hours flown, which is much the sameas the average of annual hours flown reported in the 1990 or 1991 GAAA Survey.

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5.2 Adjustment of the 1992 GAA Survey Data

The 1990 Nonresponse Survey data were used to adjust the 1992 GAA Survey results.Adjustments were made for the percent and number of active aircraft and for average hoursflows. Total hours flown were adjusted indirectly, since they are derived from the number ofactive aircraft and average hours flown. In essence, the adjustment has been made by replacingthe 1992 GAA Survey results for percent active and average hours with weighted averages ofthe results of the 1991 GAAA Survey and the 1990 Nonresponse Survey. The exact procedureis described below. The adjustments were made for each aircraft type, but they carry over toresults for SDR groups, regions and States. Adjustments were made in all tables in Chapters 2,3, 4, 5, and 6 in which number or percent of aircraft active, average hours flown, or total hoursflown appear. Data for years prior to 1991 in Figures 3.2 and 3.3 in Chapter 3 were adjustedproportionally to the corresponding 1991 data, so that trends would not be distorted by theintroduction of adjustments in 1992.

Weighted averages of the percent of aircraft active and average hours flown were computed aspart of the adjustment procedure. The values of percent of aircraft active and average hoursflown were taken from the 1992 GAA Survey results and the 1990 Telephone Survey results.The weights used were the initial weights for the aircraft that responded to the 1991 GAAASurvey and for 1991 GAAA Survey nonrespondents. Weights of the 1991 GAAA Survey formsthat were returned by the postmaster were not used in the calculations. This "non-treatment"of postmaster returns (PMRs) in the sample had the effect of assuming that PMRs are similarto the average adjusted results. Separate weighted averages were calculated for each of thethirteen aircraft types in the 1991 GAAA survey. The weighted averages for percent of a.ircraftactive were calculated as follows:

{(Percent Active)i x (Total Weight).;} + {(Percent Active)TRa x (Total Weight)NRd}(Total Weight)Ri + (Total Weight)N1

Where: R = GAAA RespondentsTR = Telephone Survey RespondentsNR = GAAA Nonrespondentsi = Aircraft Type (i = 1 to 13)

The weighted averages for average hours flown were calculated as follows:

{(Average Hours)Ji x (Total Weight)R!} + {(Average Hours)TRi x (Total Weight)NRI(Total Weight)Ri + (Total Weight)Nmi

Where: R = GAAA RespondentsTR = Telephone Survey RespondentsNR = GAAA Nonrespondentsi = Aircraft Type (i = 1 to 13)

A- 14

The actual adjustment to the 1992 GAA results was made by modifying the final weight of eachaircraft that responded to the 1992 GAA Survey. First, the weighted averages were convertedinto adjustment factors for each aircraft type, and then the weight of each responding aircraftwas multiplied by the adjustment factor for the aircraft type of that aircraft. The adjustmentfactors were computed by dividing the weighted averages of the percent active and average hoursflown by the unadjusted 1992 GAA Survey results for these values, i.e.:

(Percent Active)WAi and (Average Hours)WAi(Percent Active)R, (Average Hours)Ri

Where: WA = Weighted Average (calculated above)R = GAA Survey Respondentsi = Aircraft Type (i = 1 to 13)

Weights of all aircraft in an aircraft type were adjusted by the same proportional amount. Thisprocedure provided a limited amount of disaggregation of the adjustment. Among otherimplications of this procedure, all SDR groups within each aircraft type were also adjusted bythe same proportional amount. Adjusting the weights of each individual respondent aircraftallowed results for regions and States to be adjusted, even though the adjustment factors werecomputed at the aircraft type level. Adjustment at the individual record level also producedadjustments in the standard errors.

The adjustment lowered the estimate of the total number of active aircraft by 6.7 percent. Thenumbers of active aircraft in nine individual aircraft types fell, although there were small upwardadjustments for four aircraft types. The adjustment lowered the overall estimate of averagehours flown by 0.1 percent. Average hours flown was adjusted downward for nine aircraft typesand upward for four aircraft types, the largest upward adjustment being for turbine rotorcraft.The adjustment lowered estimate of total hours flown by 7.7 percent, with hours flown adjusteddownward for ten aircraft types and upward for three.

A-15

FIGURE A.2 FIRST 1992 GAA SURVEY COVER LETTER

a&W kndependence Ave. &W.

US.Deparirnent Waal~Angtw1. D.C. 2DS91

o(lTanspoatwionFederal AviationAdministration

March 1993

Dear Aircraft Owner:

You are one of the general aviation aircraft owners selected at random toparticipate in the 1992 General Aviation Aircraft Activity Survey. In such asurvey, your input is vital because your responses will have a significant impacton the overall estimates of active aircraft and aircraft hours flown for the entiregeneral aviation fleet.

The information you provide is used in a variety of ways. It helps the FederalAviation Administration (FAA) to pinpoint potential safety problems. Theinformation also assists the FAA in forecasting our future work force and newfacility requirements. These are just a few examples of the uses the FAA makes,.f your survey responses.

The enclosed questionnaire requests information for calendar year 1992. Pleaseread the instructions and the information on the back of this letter, and answerall questions for the aircraft identified on the form.

I urge you to complete the questionnaire and use the enclosed envelope tomail it in today. Your prompt response will eliminate the need for additionalfoilowup contacts.

If you have any questions or need further assistance, please call Mr. Shung-ChaiHuang at (202) 267-9943 or Ms. Patricia Beardsley at (202) 267-8032 and leavea message. If your call is not returned promptly, please contact me at(202)267-3355.

We thank you for your participation.

Sincerely,

obe weManager, Statistics and Forecast Branch APO-1 10

Enclosure

A-16

The 1992 GeneralAviation Activity Survey

Why does the FAA collect this information?For the past 15 years, the FAA has conducted an annual sample survey to collect statistical information on the use ofthe general aviation fleet. The information collected helps the FAA understand more about general aviation activities,assess the impact of general aviation on the National Airspace System, and determine its need for traffic facilities andservices. These data are used by the Federal, state, and local governments, as well as by private industry and individuals.for safety analysis, planning, forecasting, research and development. We have made a concerted effort to minimize thenumber of questions we ask you, while still meeting the needs of the government and the public for aviation information.

How does the FAA handle the survey information?The information you have provided in the past has never been published or released in any form that would revealspecific information reported by any individually identifiable respondent.

Why was I selected for this survey?This survey covers general aviation aircraft and aircraft operated by air taxis and commuter air carriers. The surveysample is randomly selected, based upon the FAA Aircraft Registry as of December 31, 1992. The Registry shows youas the registrant of this aircraft on that date. Your aircraft is one of approximately 5,000 general aviation aircraft selectedto be surveyed this year. When more than one of your aircraft is selected, you will receive, under separate cover, aquestionnaire provided for each aircraft. Please answer all questions for the identified aircraft. If you cannot provide aprecise answer to any questions, make your best estimate.

What should I do if...

"- IF you are no longer in possession of this aircraft but were the registered owner on December 31, 1992,try to answer all the questions, If your aircraft was sold prior to December 31, 1992, please forward this mailto the new owner for response.

"+ IF your aircraft, for whatever reasons, was not in use during calendar year 1992, answer questions 3 andreturn the questionnaire to FAA. The fact that your aircraft was not flown during the year is just as importantas the fact that it was flown.

"" IF your aircraft was operated by an airline (FAR Part 121 or 127 operator), indicate this in question 2and return the questionnaire to FAA.

"+ IF your aircraft was operated primarily by another person or company (e.g. leased), obtain the necessaryinformation from the operator, or forward this mail to the person or firm for response.

"+ IF your aircraft was stolen, destroyed, lost, donated to an organization, or otherwise not in your possess'on,and you have not yet notified the FAA Aircraft Registry, do so immediately by writing to:

Aircraft Registration Branch, AVN-4507500 South MacArthur Blvd.Oklahoma City, OK 73125.

The signature of the aircraft owner of record is required to make any changes to the aircraft registration record.If you hnve any questions regarding the registration of your aircraft, please call (405) 954-3116.

"U.S. GPO: 1993-343-105/73581

A-17

FIGURE A.3 SECOND 1992 GAA SURVEY COVER LETTER

USDepartne S Inw Ave. &W.

ofIsp~o Wa*~n~ta#% D.C. 2D691

Federa AviationAdm•nistratlon

April 1993


We need your input!

In March, we sent you a General Aviation Activity Survey questionnaire tocompile 1992 aircraft activity information. As of this date, we have not receivedyour response.

In case our first mailing never reached you or was misplaced, we have enclosedanother identical questionnaire with a return postage-paid envelope for yourconvenience. I urge you to read the instructions on the back page of this letter,complete the questionnaire, and use the enclosed envelope to return it to ustoday.

If you have any questions or need further assistance, please call Mr. Shung-ChaiHuang at (202) 267-9943 or Ms. Patricia Beardsley at (202) 267-8032 and leavea message. If your call is not returned promptly, please contact me at(202)267-3355. If your response is already in the mail, we thank you for yourcooperation.

We look forward to receiving your response so that the FAA can learn moreabout general aviation flying and serve you better. We thank you for yourparticipation.

Sincerely,

Robert BowlesManager, Statistics and Forecast Branch, APO-110

Enclosure

A-18

The 1992 General Aviation Activity Survey

Why does the FAA collect this information?For the past 15 years, the FAA has conducted an annual sample survey to collect statistical information on the use ofthe general aviation fleeL The information collected helps the FAA understand more about general aviation activities,assess the impact of general aviation on the National Airspace System, and determine its need fox traffic facilities andservices. These data are used by the Federal, state, and local governments, as well as by private industry and individuals,for safety analysis, planning, forecasting, research and development. We have made a concerted effort to minimize thenumber of questions we ask you, while still meeting the needs of the government and the public for aviation information.


Why was I selected for this survey?This survey covers general aviation aircraft and aircraft operated by air taxis and commuter air carriers. The surveysample is randomly selected, based upon the FAA Aircraft Registry as of December 31, 1992. The Registry shows youas the registrant of this aircraft on that date. Your aircraft is one of approximately 5,000 general aviation aircraft selectedto be surveyed this year. When more tian one of your aircraft is selected, you will receive, under separate cover, aquestionnaire provided for each aircraft. Please answer all questions for the identified aircraft. If you cannot provide aprecise answer to any questions, make your best estimate.


"- IF you are no longer in possession of this aircraft but were the registered owner on December 31, 1992,try to answer all the questions. If your aircraft was sold prior to December 31, 1992, please forward this mailto the new owner for response.

"+ IF your aircraft, for whatever reasons, was not in use during calendar year 1992, answer questions 3 andreturn the questionnaire to FAA. The fact that your aircraft was not flown during the year is just as importantas the fact that it was flown.

"+ IF your aircraft was operated by an airline (FAR Part 121 or 127 operator), indizate this in question 2and return the questionnaire to FAA.

"+ IF your aircraft was operated primarily by another person or company (e.g. leased), obtain the necessaryinformation from the operator, or forward this mail to the person or firm for response.

"* IF your aircraft was stolen, destroyed, lost, donated to an organization, or otherwise not in your possession,and you have not yet notified the FAA Aircraft Registry, do so immediately by writing to:


The signature of the aircraft owner of record is required to make any changes to the aircraft registration record.If you have any questions regarding the registration of your aircraft, please call (405) 954-3116.

*U.S. GPO: 1993-343-105/73580

A-19

FIGURE A.4 THIRD 1992 GAA SURVEY COVER LETTER

US Depoitment SW kdep.nd.,n Ave.. &W.of Trrnspowalion W,,,•,iton. D.C. 2oS91

Federca AviationAdmInistration

May 1993


This is your last opportunity to participate in the 1992 General Aviation Activity

Survey. We need your help.

In March and April, we sent you a general aviation activity survey questionnaireto compile the 1992 aircraft activity information. As of this date, we have notreceived your response.

In case the previous mailings never reached you or were misplaced, we haveenclosed another identical questionnaire with a return postage-paid envelopefor your convenience. I urge you to read the instructions on the back page ofthis letter, complete the questionnaire, and use the enclosed envelope to returnit to us today.

If you have any questions or need further assistance, please call Mr. Shung-ChaiHuang at (202) 267-9943 or Ms. Patricia Beardsley at (202) 267-8032 and leave

a message. If your call is not returned promptly, please contact me at(202)267-3355. If your response is already in the mail, we thank you for yourcooperation.

We look forward to receiving your response so that the FAA can learn moreabout general aviation flying and, thereby, serve you better.

Sincerely,

Robert BowlesManager, Statistics and Forecast Branch, APO-110

Enclosure

A-20

The 1992 General Aviation Activity Survey

Why does the FAA collect this information?For the past 15 years, the FAA has conducted an annual sample survey to collect statistical information on the use ofthe general aviation fleet. The information collected helps the FAA understand more about general aviation activities,assess the impact of general aviation on the National Airspace System, and determine its need for traffic facilities andservices. These data are used by the Federal, state, and local governments, as well as by private industry and individuals,for safety analysis, planning, forecasting, research and development. We have made a concerted effort to minimize thenumber of questions we ask you, while still meeting the needs of the government and the public for aviation information.


Why was I selected for this survey?This survey covers general aviation aircraft and aircraft operated by air taxis and commuter air carriers. The surveysample is randomly selected, based upon the FAA Aircraft Registry as of December 31, 1992. The Registry shows youas the registrant of this aircraft on that date. Your aircraft is one of approximately 5,000 general aviation aircraft selectedto be surveyed this year. When more than one of your aircraft is selected, you will receive, under separate cover, aquestionnaire provided for each aircraft. Please answer all questions for the identified aircraft. If you cannot provide aprecise answer to any questions, make your best estimate.


"- IF you are no longer in possession of this aircraft but were the registered owner on December 31, 1992,try to answer all the questions. If your aircraft was sold prior to December 31, 1992, please forward this mailto the new owner for response.

"" IF your aircraft, for whatever reasons, was not in use during calendar year 1992, answer questions 3 andreturn the questionnaire to FAA. The fact that your aircraft was not flown during the year is just as importantas the fact that it was flown.

" IF your aircaft was operated by an airline (FAR Part 121 or 127 operator), indicate this in question 2and return the questionnaire to FAA.

"" IF your aircraft was operated primarily by another person or company (e.g. leased), obtain the necessaryinformation from the operator, or forward this mail to the person or firm for response.

"- IF your aircraft was stolen, destroyed, lost, donated to an organization, or otherwise not in your possession,and you have not yet notified the FAA Aircraft Registry, do so immediately by writing to:


The signature of the aircraft owner of record is required to make any changes to the aircraft registration record.If you have any questions regarding the registration of your aircraft, please call (405) 954-3116.

SU.S. GOVERNMENT PRINTING OFFICE: 1993 - 343-105 / 73592

A-21

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APPENDIX D

COMMON ACRONYMS AND GLOSSARY

COMMON ACRONYMS

ADF - Automatic Direction Finder

CG - Capability Groups

DME - Distance Measuring Equipment

DVFR - Day Visual Flight Rules

EFIS - Electronic Flight Information Systems

FAA - Federal Aviation Administration

FAR - Federal Aviation Regulations

GA - General Aviation

GAA - General Aviation Activity

GAAA - General Aviation Activity and Avionics

GPS - Global Positioning System

GPWS - Ground Proximity Warning System

GS - Glide Slope

HSI - Horizontal Situation Indicators

IFR - Instrument Flight Rules

ILS - Instrument Landing System

IMC - Instrument Meteorological Conditions

LRNAV - Long Range Navigation Equipment

MLS - Microwave Landing System

MSL - Mean Sea Level

D-1

NAS - National Airspace System

RNAV - Area Navigation Equipment

PAR - Precision Approach Equipment

SDR - Service Difficulty Reporting

SFAR-38 - Special Federal Aviation Regulation 38

TCA - Traffic Control Airport or TowerControlled Airport

TCAS - Traffic Alert and Collision Avoidance System

VFR - Visual Flight Rules

VHF - Very High Frequency

VMC - Visual Meteorological Conditions

VOR - Very High Frequency Omni-directional Radio Range

D-2

GLOSSARY

Active Aircraft--All legally registered civil aircraft which flew one or more hours.

Aerial Application--See Primary Use.

Aerial Observation--See Primary Use.

Air Carriers--The commercial system of air transportation consisting of the certificated air carriers,air taxis (including commuters), supplemental air carriers, commercial operators of large aircraft, andair travel clubs.

Aircraft Tvyp--A term used in this publication in grouping aircraft by basic configuration: fixedwing, rotorcraft, glider, dirigible, and balloon.

Air Taxi--See Primary Use.

Altitude Encodin--(Automatic Altitude Reporting)--An aircraft altitude transmitted via the Mode Ctransponder feature that is visually displayed in 100 feet increments on the ground radar scope havingreadout capability.

Area Navigation (RNAV)-A method of using navigation instruments that allows pilots flexibility tofly direct routes between waypoints or offset from published or established routes/airways at specifieddistance and direction.

Automatic Direction Finder (ADF)--An aircraft radio navigation system which senses and indicatesthe direction to a nondirectional radio beacon ground transmitter. Direction is indicated to the pilotas a magnetic bearing or as a relative bearing to the longitudinal axis of the aircraft.

Automatic Pilots--The roll, pitch, and yaw axis of an aircraft can be controlled by use of anautomatic pilot. Information from VOR, ILS, MLS, and other navigation aids can be coupled to theautomatic pilot for en route and approach flights.

Business Transuortation--See Primary Use.

Commuter Air Carrier--See Primary Use.

Distance Measuring Equipmnent (DME)-Airborne and ground equipment used to measure, innautical miles, the slant range distance of an aircraft from the DME navigational aid.

Executive/Corporate Transuortation--See Primary Use.

General Aviation--That portion of civil aviation which encompasses all facets of aviation except aircarriers.

Glide Slopo-See Instrument Landing System.

D-3

Instructional Flviyz--See Primary Use.

Instrument Flieht Rules (IFR)--Rules governing the procedures for conducting instrument flight.Also a term used by pilots and controllers to indicate type of flight plan.Instrument Landing System (ILS) A precision instrument approach system which normally consists

of the following electronic and visual aids:

"o Localizer--Provides course guidance to the runway.

"o Glide Slope--Provides vertical guidance during approach.

"o Marker Beacon--Provides aural and/or visual identification of a specific position along aninstrument approach landing.

Localizer--See Instrument Landing System.

Long RaMe Navigation (LRNAV)--A method of navigation that permits navigation over long

distan•ces. This is in contrast to the relatively short range navigation provided by the VOR system.

Marker Beacon--See Instrument Landing System.

Microwave Landinag System (MLS)--An instrument landing system operating in the microwavespectrum which provides lateral and vertical guidance to aircraft having compatible avionicsequipment.

Other--See Primary Use.

Other Work Use--See Primary Use.

Personal/Recreation FIing--See Primary Use.

Primary Use--The use category in which an aircraft flew the most hours. The eleven use categoriesare defined below:

"o Aerial Application--Agriculture, health, forestry, cloud seeding, firefighting, insect control.

"o Aerial Observation--Aerial mapping/photography, survey, patrol, fish spotting, search andrescue, hunting, highway traffic advisory, sightseeing (not FAR Part 135).

"o Air Taxi--FAR Part 135 passenger and cargo operations, excluding commuter air carrier.

"o Business Transportation--Individual use of an aircraft for business transportation.

"o Commuter Air Carrier--Performs, under FAR Part 135, at least five scheduled round tripsper week or carries mail.

"o Executive/Corporate Transportation--Company flying with a professional crew.

D-4

"o Instructional--Flying under the supervision of a flight instructor (excludes proficiency flying).

"o Other--Experimentation, R&D, testing, government demonstrations, air shows, air racing.

o Other Work Use--Construction work (not FAR Part 135), helicopter hoist, parachuting,aerial advertising, towing gliders.

"o Personal/Recreation--Flying for personal reasons (excludes business transportation).

Radar Altimeter--Aircraft instrument that makes use of the reflection of radio waves from the groundto determine the height of the aircraft above the surface.

Registered Aircraft--Aircraft registered with the Federal Aviation Administration.

RNAV--See Area Navigation.

Transponder--The airborne radar beacon receiver/transmitter portion of the Air Traffic ControlBeacon System that automatically receives radio signals from interrogators on the ground andselectively replaces with specific reply pulse-on-pulse group only those interrogations being receivedon the mode to which it is set to respond. Each aircraft transponder is capable of replying to 4,096codes as selected by the pilot. Provides the air traffic controller positive location and, in some cases,altitude information.

VFR Flight--Flight conducted in accordance with Visual Flight Rules.

VHF Communications--Provides radio voice communications between aircraft and ground stations,also between aircraft. Very High Frequency (VHF) is limited in angle (line of sight) and usually usedfor air traffic communications.

VOR--Very high frequency omnidirectional radio range. Used as the basis for navigation in theNational Airspace System.

Weather Radar--Provides the flight crew with visual display of weather that could containturbulence. The system's primary functiop is to assist in turbulence avoidance, although mostairborne radar systems are also capable of terrain mapping.

*U.S. GOVERNMENT PRINTING OFFICE: 1993-301-719/95787

D-5

A Gen'-'ral Aviation Survey til · 2011. 5. 13. · 0 General Aviation •="rvwww Activity Survey...

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