"... In PAGE 18: ...3.7 Fatal accidents Table7 shows the details of the 10 fatal cases. All of these fatal accidents involved single-pilot operations.... In PAGE 18: ... Table7 demonstrates that in the majority of fatal accidents where medical conditions or incapacitation occurred, the most common cause was heart attack, in 50 per cent of cases. In multi-crew operations, a second pilot would have been able to assume control of the aircraft and prevent an accident.... ..."

"... In PAGE 16: ... A review of accident causes and fac- tors coded as perceptual errors revealed that misjudging distance was the most common, accounting for over a quarter of all perceptual errors (26.4%; see Table3 ). The next highest was fl are (22.... In PAGE 16: ...isual/aural perception (5.1%). Together, these errors accounted for nearly three-quarters of all perceptual er- rors in the database. The types and frequencies of perceptual errors as they occurred within fatal/non-fatal accidents are also shown in Table3 . As can be seen from this table, there is very little difference in the percentage of fatal and non-fatal accidents associated with any particular type of perceptual error.... ..."

"... In PAGE 14: ... Decision Errors. Table2 presents the most frequently occurring decision errors. Improper in-fl ight planning tops the list, contributing to roughly 18% of all decision errors.... In PAGE 16: ... However, when combined, they did constitute a signifi cant portion of the factors related to decision- making (6%). Table2 also presents the types and frequencies of decision errors for fatal/non fatal and seminal events. As indicated, the categories in-fl ight planning and plan- ning/decision making on the ground tended to be associated more often with fatal than non-fatal accidents.... ..."

"... In PAGE 14: ... Skill-based errors. The most frequently occurring hu- man error categories within skill-based errors are presented in Table1 . As can be seen, nearly 12% of all skill-based errors involved errors in maintaining direction control, followed by airspeed (10.... In PAGE 14: ... For clarifi cation, directional control typically refers to control of the aircraft on the ground, while aircraft control refers to control of the aircraft in-fl ight. The types and frequencies of skill-based errors coded as fatal/non fatal and seminal events are also shown in Table1 . As can be seen from this table, the percentage of skill-based errors involving stall/spin, airspeed, and aircraft control was greater for fatal than non-fatal accidents.... ..."

"... In PAGE 16: ...8.5%). Together, these fi ve variables accounted for more than half of all violations in the database. The types and frequencies of violations for fatal/non- fatal and seminal events are also presented in Table4 . As indicated, the categories VFR fl ight into IMC, hazardous maneuver, and fl ight into known adverse weather were much more likely to be fatal than non-fatal, both overall and for seminal events only.... ..."

"... In PAGE 37: ...3.3 Aircraft operational category The number of fatal accidents across the regions of Queensland by aircraft operational category between 1990 and 2005 is shown in Table1 and Figure 16. The highest number of fatal accidents by aircraft operational category occurred in South Queensland in the private/business category (n = 34) which accounted for 72 per cent of fatal accidents in this region.... ..."

"... In PAGE 43: ...4.3 Aircraft operational category Fatal accidents Table3 and Figure 22 show the number of fatal accidents for Queensland and Western Australia by aircraft operational category between 1990 and 2005. For both states, the greatest proportion of fatal accidents occurred in the private/business, charter, and other aerial work operational categories in that order.... ..."