notes that while, of course, there remains room for further improvement for that sub group, the record of the other two Business Aviation sub groups "warrants renewed focus". (See Table two)
These numbers make it clear that the safety record is certainly respectable, par¬ticularly for corporate aviation and airlines, and compares very favourably with other means of public transport. However, there are still certain groups within Business Avia¬tion that need to work harder at improving their safety records, notably commercial air taxi operators and owner/operators.
Since there were no casualties in UK registered aircraft in that year, the value is 0.0. For Business Aviation, using a rough approximation, 100,000 departures would equate to 500 million passenger kilometres if we reasonably assume a one-hour stage length per departure in which approximately 1,000km are covered with an average of five passengers per flight. So, using the IBAC data this gives figures of 0.8 per billion passenger kilometres
for all business aircraft, 0.4 for business jets and 0.1 for corporate aviation — the same as for rail traffic. The comparison made here between the different modes of transport is statistically not 100 per cent correct since there is no worldwide standard whereby the results are related to a common basis. Therefore, these figures should be seen as an approxima¬tion based on the best available evidence. (See Table three)
DEVEL0PING A SAFETY STRATEGY
As highlighted in the IBAC Business Aviation Safety Strategy, published in September 2007, developing a safety strategy re¬quires an understanding of the strengths and weaknesses of the system with the accident record serving as a prime indica¬tor. The Strategy states: "industry must also rely on information derived from as many additional sources as possible. For example, the willingness to apply effective safety standards can serve as a measure of the safety culture of the industry.
Information from regulators and service providers can also provide valuable data."
0ne programme that has been devised to help apply effective safety standards is the International Standard for Business Air¬craft 0perations (IS-BA0). In fact, IS-BA0 is an undeniable success story. This IBAC¬developed code of best practice has and will continue to assist corporate operators (from management and maintenance to engineering and operations) with as¬sessing and improving their operational practices. A similar resource known as the SMS (Safety Management System) Toolkit is also now under development and this will meet the International Civil Aviation 0rganization requirement for all commer¬cial air taxi operators to have an SMS from 2009 onwards.
Meanwhile, the European Aviation Safety Agency (EASA) has launched a number of working groups that are cur¬rently preparing new operational rules for both commercial and non-commercial operations. EBAA and the International Council of Aircraft 0wner and Pilot As¬sociations actively contribute to these and other ad hoc working groups to ensure that both corporate and commercial Busi¬ness Aviation operators in Europe enjoy
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