Good morning Mr. Chairman and members of the Delegation. It is a pleasure to represent the National Transportation Safety Board before you today regarding aviation safety in Alaska.

Between 1990 and 1998, there were 1,510 aviation accidents, an average of one accident every 2 days, that took the lives of 355 people. The commercial aviation accident rate in Alaska is three to four times greater than that of the other 49 States. Indeed, we were saddened to learn of the most recent commuter airline accident that occurred just last Tuesday 50 miles from Bethel, Alaska. That accident took the lives of 6 people. It is also significant to note that aircraft accidents are the leading cause of occupational fatalities in Alaska.

Flight operations in Alaska are diverse, with a challenging environment, such as rough terrain, adverse weather, and unique air transportation requirements. Due to the large geographic area and lack of other forms of transportation, aviation is often the only way to traverse much of the State. These challenges increase the risks to safe flight operations.

Because of Alaska's unique aviation needs and diverse challenges, the National Transportation Safety Board has had a longstanding interest in aviation safety in Alaska. In 1980, the Safety Board published a special study on the air taxi industry in Alaska. As a result of that study, the Board issued 10 safety recommendations to the Federal Aviation Administration (FAA) and the State concerning the planning and development of Alaska's aviation system and infrastructure, weather observation and dissemination of weather information, regulatory surveillance and operator safety oversight. As a result of those recommendations, we have seen many improvements to the safety of the aviation system in Alaska.

Despite these recent improvements, Board accident investigations indicated that the safety issues identified in the 1980 study continued to be of concern. In 1995, the Safety Board published a second study on aviation safety in Alaska. As a result of that study, 23 new safety recommendations were issued to the FAA, the United States Postal Service, the National Weather Service (NWS), and the State of Alaska regarding weather observing and reporting; airport inspections and airport condition reporting; pilot flight, duty, and rest time; visual and instrument flight rules; and the needs of special aviation operations in Alaska. Twenty-one of those recommendations have been classified as acceptable. The Safety Board is encouraged with action taken since publication of our study. For example:

• A demonstration project for satellite-based navigation and traffic surveillance is underway in the Yukon Kuskokwim Region of Alaska, as part of the FAA's Capstone Program;
• The FAA approved the use of single-engine airplanes for commercial, passenger-carrying flight operations under instrument flight rules;
• The FAA and the NWS implemented a test program in which remote color video cameras provide real-time weather information, available over the Internet. As of mid-1999, video cameras are providing views of several airport environments and mountain passes within Alaska;
• The FAA and the State of Alaska are cooperating to equip and train ground personnel at Alaskan airports so they can provide near real time information directly to pilots by radio. The State of Alaska implemented a program to equip and train airport maintenance personnel for radio updates;
• The FAA has fully staffed its Alaskan Region airport certification office, and the FAA and the State of Alaska are cooperating to improve the inspection program for airports in the State; and
• The FAA implemented a state-wide program to collect and disseminate information about Alaskan airport conditions provided by pilots and unofficial observers through the automated flight service station network.

Many of these were taken as a result of the efforts of the Alaska Congressional Delegation, and we commend you for your continued work on these matters.

Unfortunately, two of the safety recommendations issued as a result of our 1995 study were closed as unacceptable action. Those recommendations were:

-- To the Federal Aviation Administration

Ensure, at all automated surface weather observing sites in Alaska for which FAA is responsible, and where currently there are qualified FAA weather observers (including contract weather observers) on site, that (1) operationally significant information, including distant weather information, is manually added to automated weather observations until technological progress eliminates the need; and (2) all such information is combined and disseminated in a single aviation weather report.

-- To the National Weather Service

Revise current policies to provide mike-in-hand (near real-time) radio service for aviation weather information at locations in Alaska where National Weather Service and surface and contract personnel are sited until automated surface weather observing systems transmit observations of all operationally significant weather phenomena to pilots operating in the terminal area.

We believe the interagency initiative directed in Public Law 106-69, the Transportation and Related Agencies Appropriations, FY 2000, is a good step toward improving aviation safety in Alaska, and we look forward to working on the unacceptable recommendation issues as part of that effort.

As you are aware, the interagency initiative involves four federal agencies - the FAA, the NTSB, the NWS, and the National Institute for Occupational Safety and Health (NIOSH). This initiative involves five elements: 1) the gathering and analyzing of data; 2) bringing together working groups, including representatives of the aviation industry, the aviation workforce, and the insurance industry; 3) working with local professional groups such as individual pilots and the Alaska Airmen's Association, industry, and educational leadership; 4) evaluating the effectiveness of changes in flight safety practices; and 5) evaluating progress and suggesting additional improvements.

The goal of this three-year joint effort is to reduce the number of occupational aviation fatalities in Alaska by 50 percent for the years 2000 through 2009, and to reduce substantially the number of aviation accidents and resultant deaths in the State. You may be assured that the Safety Board will cooperate in every way possible with this effort to its completion.

Mr. Chairman, these initiatives will go a long way to improving aviation safety in Alaska, but it should be noted that over 90 percent of the accidents that occur in the State are attributable to human factors and operational errors. The ultimate responsibility for any flight lies with the pilot, and a good educational program will go far to eliminating unwarranted risk taking and human errors. Most commercial operators are dedicated to providing the traveling public with the highest level of safety. But our accident investigations show that there is often inadequate pilot training for the environment in which they fly, less than adequate management oversight, and a less than aggressive safety program or no safety program at all. To decrease the 90 percent human error figure, the change must come from within the industry.

Mr. Chairman, that completes my prepared remarks, and I will be happy to respond to any questions you may have.