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Table
2-15: Number of Pilot-Reported Near Midair Collisions (NMAC) by Degree of
Hazard
Excel | CSV
Total,
all degrees of hazard |
568 |
758 |
454 |
348 |
311 |
254 |
275 |
238 |
194 |
238 |
211 |
257 |
239 |
211 |
180 |
162 |
145 |
138 |
105 |
109 |
Criticala |
118 |
180 |
74 |
52 |
46 |
35 |
47 |
32 |
26 |
31 |
22 |
28 |
30 |
37 |
26 |
15 |
16 |
14 |
5 |
11 |
Potentialb |
319 |
423 |
266 |
197 |
195 |
158 |
139 |
139 |
101 |
105 |
100 |
110 |
130 |
96 |
85 |
88 |
62 |
75 |
53 |
47 |
No
hazardc |
122 |
133 |
114 |
99 |
70 |
61 |
71 |
63 |
55 |
70 |
53 |
55 |
49 |
51 |
42 |
38 |
31 |
20 |
16 |
18 |
Unclassifiedd |
9 |
22 |
0 |
0 |
0 |
0 |
18 |
4 |
12 |
32 |
36 |
64 |
30 |
27 |
27 |
21 |
36 |
29 |
31 |
33 |
NMAC involving aircraft operating under 14 CFR 121e |
U |
U |
136 |
117 |
76 |
60 |
71 |
50 |
56 |
82 |
70 |
66 |
75 |
48 |
53 |
51 |
41 |
41 |
24 |
22 |
KEY: R = revised; U = data are not
available.
a A situation where collision avoidance was due to chance,
rather than an act on the part of the pilot.
Less than 100 feet of aircraft separation would be considered
critical.
b An incident that would probably have resulted in a collision
if no action had been taken by either pilot.
Less than 500 feet would usually be required in this case.
c When direction and altitude would have made
a midair collision improbable, regardless of evasive action taken.
d No determination could be made due to
insufficient evidence or unusual circumstances, or because incident is still
under investigation.
e Before Mar. 20, 1997, 14 CFR 121 applied
only to aircraft with more than 30 seats or a maximum payload capacity of
more than 7,500 pounds. Since Mar. 20,
1997, 14 CFR 121 includes aircraft with 10 or more seats that formerly
operated under 14 CFR 125. This change
makes it difficult to compare pre-1997 data with more recent years'
data.
NOTE
NMACs are reported voluntarily to the FAA so these numbers may
not be representative. Reporters consist of pilots of air carriers, general
aviation and other aircraft involved in public-use operations. Incidents
involving military aircraft may be included if they also involved a civilian
aircraft.
SOURCES
All data except NMAC involving 121 aircraft:
1980-85: U.S. Department of Transportation, Federal Aviation
Administration, Aviation Safety Statistical
Handbook Annual Report (Washington, DC:
Annual issues) and personal communication, Aug. 6, 2002.
1990-2002: Ibid., Office of System Safety, National Aviation
Safety Data Analysis Center, NMAC database, database query, Internet site https://www.nasdac.faa.gov/ as
of Mar. 30, 2005.
2003-04: Ibid., Office of System Safety, National Aviation
Safety Data Analysis Center, NMAC database, database query, Internet site https://www.nasdac.faa.gov/
as of Nov. 28, 2005.
2005: Ibid., Office of System Safety, National Aviation Safety
Data Analysis Center, NMAC database, database query, Internet site https://www.nasdac.faa.gov/
as of Nov. 2, 2006.
2006: Ibid., Office of System Safety, National Aviation Safety
Data Analysis Center, NMAC database, database query, Internet site https://www.nasdac.faa.gov/
as of Apr.16, 2008.
NMAC involving 121 aircraft:
1980-85: U.S. Department of Transportation, Federal Aviation
Administration, Air Traffic Resource Management, personal communication, Aug.
6, 2002.
1990-2002: Ibid., Office of System Safety, National Aviation
Safety Data Analysis Center, NMAC database, database query, Internet site https://www.nasdac.faa.gov/ as
of Mar. 30, 2005.
2003-04: Ibid., Office of System Safety, National Aviation
Safety Data Analysis Center, NMAC database, database query, Internet site https://www.nasdac.faa.gov/
as of Nov. 28, 2005.
2005: Ibid., Office of System Safety, National Aviation Safety
Data Analysis Center, NMAC database, database query, Internet site https://www.nasdac.faa.gov/
as of Nov. 2, 2006.
2006: Ibid., Office of System Safety, National Aviation Safety
Data Analysis Center, NMAC database, database query, Internet site https://www.nasdac.faa.gov/
as of Apr. 16, 2008.
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