Forum

Free news

FREE blog

Donate

Search

Subscribe

jews/911

Feedback

dna

Gun poll

RCC

AIDS

Home

Fathers

Surveys

Holocaust

IQ

14th Amdt

19th Amdt

Israelites

NWO

Homicide

Blacks

Whites

Signatory

Talmud

Watchman

Gaelic

Traitors

Health?

 

mcfadden.jpg (41168 bytes)

 

 

 

 

Women Pilots

Scientific Evidence that Men and Women are Designed Differently

Women drive only 30% of miles driven but are in 37% of the fatal accidents

 

"It is well established in the literature that a
wide variety of aptitudes, skills and cognitive abilities differ among the
sexes. The largest cognitive gender differences are found in
visual-spatial abilities. Research shows that males have greater
visual-spatial skills than females. Males also tend to be superior in the
quantitative area, while females tend to have better verbal skills.
Cognitive performance and spatial abilities are among the most
important attributes of flying. Verbal skills are also important to
maintain safe air traffic control communication and facilitate crew
coordination"
, Kathleen L. McFadden, Ph.D

Pilot Hours versus Pilot Safety

http://commons.erau.edu/cgi/viewcontent.cgi?article=1154&context=jaaer



The key paragraph is:

"This study tests the effectiveness of an experience model in predicting aviation safety behavior. The
elements comprising the model include: (a) flight hours, (b) ratings and flight characteristics, (c) career status,
and (d) malfunction history. Data were derived from a random sample of U.S. pilots in Fall 1990 by means
of a survey instrument. Significant variance in aviation safety is not explained by the model. The key predictor
of safety behavior is the career status (i.e., certificate duration) of the pilot. Flight hours, ratings, and
malfunction history are negatively and non-significantly associated with aviation safety. The research: (a) questions
the use of these variables in ex post facto "explanations" of aviation safety, and (b) suggests a topology
for examining safety behavior."

NASA Taken for a [Sally] Ride 

Navy Discredited by Kara Hultgreen Travesty of Justice

Most Famous Female Pilot Disappears

Colgan Air Gets the [Rebecca] Shaw Shaft

ATC Robin Lee Wascher Kills 34, NO Punishment

Carey Dunai Lohrenz Disgraces Entire US Navy for $1

Female Skipper Park Han-kyul Kills 302, gets 30 years

VP Heather Nutrage Cho Disgraces Korean Air Lines, Gets 3 Years

View Online Discussion

 

 

 

0.01 airline deaths per 100 million passenger kilometers = 0.0062 deaths per 100 million passenger miles

1.27 automobile deaths per 100 million miles traveled

Per mile, traveling by auto is 205 times more dangerous than traveling by airliner, including non-major airlines

Per mile, traveling by auto is 205 times more dangerous than traveling by airliner, including non-major airlines (which are only slightly more dangerous than major airlines, but orders of magnitude safer than women drivers).

Jamenator1

+Chr1st1an Israel "i must say that is compelling evidence. Maybe the average female pilot is not quite as good as the average male pilot, but even so, if a female becomes a pilot for an airline then she has likely beaten out many males. These may be the lower end of the male pilots, but by having female pilots it provides more options to airlines and some of those lower end males are beaten out by better suited females. So while female pilots may be slightly less safe as a gender (and i'm not even convinced of that), by including them, they make the industry safer as a whole.

In the end i would love to see more female pilots, I put just as much trust into them as male pilots and i would be happy to fly with them in the future"

Please note that even IF we were *able* to replace half the male pilots with female pilots who have an accident rate of 0.39%, which 4.3 times higher than current male pilots at 0.09%, all we would accomplish is to increase the number of airline accidents from 49 to 134, an increase of 2.7 fold.

But not even this would be possible, because the very select group of 2% of female pilots who are hired by the airlines represent a group who have accidents at a rate at least 2 standard deviations lower than the average for all female pilots. iow, using a conservative estimate of 0.03%, the accident rate for a group of female pilots which is the same size as the 46,724 male pilots would be 1.17%. If we were to replace all male pilots with all female pilots we would increase airline accidents to 559, an 11.4 fold increase which would destroy the entire US airline fleet (if not all airlines in the world). 

The most optimistic calculation of what their average accident rate would be is to use a standard deviation of only 0.0125%, which would give us an average accident rate of 0.43%. THIS means that if all 46,724 men pilots in the study had been replaced by female pilots, there would have been (46,724 + 1,034) x 043% = 205 airline accidents.

This would have been a more than four fold increase over the 49 actual airline accidents in the study, and a 4 1/2 fold increase over having all male pilots [read: replacing the 1,034 female pilots with male pilots].

These are the statistical facts which cannot be disputed, particularly by anecdotes about how one or two women instructors are better than men instructors, or how one female helicopter pilot is better than one male helicopter pilot. It's just as delusional as claiming that 350 pound Cheryl Haworth is a stronger weightlifter than 123 pound (and 5' tall) Yun Chol OM who clean and jerked 370 pounds, three times his body weight, and 67 pounds more than Haworth's 303 pound clean and jerk.

Furthermore, because male pilots have about twice as many flight hours as female pilots, per hour flown, female pilots have NINE TIMES more airline accidents than male airline pilots.

Conversely, if we were to replace the existing 1,034 female pilots with just about ANY male pilots, we would cut airline accidents by more than 10%.

 

 

 

 

 

IF these 1,034 female pilots represent the top 2% of female pilots in the country, and IF They were not hired because of affirmative action, then BY DEFINITION, their accident rate was two standard deviations lower than the average for female pilots. The most optimistic calculation of what their average accident rate would be is 0.43%. THIS means that if all 46,724 men pilots in the study had been replaced by female pilots, there would have been (46,724 + 1,034) x 043% = 205 airline accidents.

This would have been a more than four fold increase over the 49 actual airline accidents in the study, and a 4 1/2 fold increase over having all male pilots [read: replacing the 1,034 female pilots with male pilots].

These are the statistical facts which cannot be disputed, particularly by anecdotes about how one or two women instructors are better than men instructors, or how one female helicopter pilot is better than one male helicopter pilot. It's just as delusional as claiming that 350 pound Cheryl Haworth is a stronger weightlifter than 123 pound (and 5' tall) Yun Chol OM who clean and jerked 370 pounds, three times his body weight, and 67 pounds more than Haworth's 303 pound clean and jerk.

In addition, because male pilots have about twice as many flight hours as female pilots, if we were to compare their safety record per hour flown, female airline pilots have NINE TIMES MORE accidents than male airline pilots.

 

 

 

 

 

Because there are so few airlines who have taken on the risk of hiring women pilots, and because women pilots earn so much less than men pilots, women earn less than 1.3% of the $13.2 billion in annual airline pilot salaries.

Of the 3,920 female airline pilots in the US, 622 earn more than $$51,700, 89 earn more than $56,400, 5 earn more than $61,100, and none earn more than $65,800. To earn as much as the lowest paid male airline pilot who earns $114,200, she would have to earn an amount which is 18 sd (standard deviations) higher than the average for female pilots.

To get an idea of the odds against that, consider that you have one chance out of ONE QUADRILLION of earning only 8 sd (standard deviations) more.

 

 

 

What McFadden's own data proved once and for all, but what she failed to articulate, is that one DWI (or DUI conviction) doubled the odds of a pilot for a major airline of having an accident, but being a woman pilot quadrupled those odds.

In other words, a drinking man pilot was half as likely as a sober woman pilot to have an accident.

This is consistent with the FARS database which shows that a man driver must drink 7 drinks to drive as dangerously as a sober woman driver.

Major airlines

Female pilots 4 accidents per 1,034 pilots = 0.39%
Male pilots 45 accidents per 46,724 pilots = 0.09%

factor = 4.33

HOWEVER!

As with all good government scientists (not to mention feminist extremists), she did the same thing the experts at FARS did, which is to run logistic regression often enough and on enough variables to produce the myth that "After adjusting for variables included in the model, accident rates of males and females were not significantly different" just so she could recommend that "Airlines should make every effort to recruit and retain experienced females".

Please click here to request a list of all the airlines who adopted her proposal so that you can recommend them to your friends, neighbors, and dearest relatives.

Having worked extensively with data like this, and knowing how easy it is to drop off just a few decimal points to make your point, if a feminist extremist like this admits in a public report that women pilots of major airlines are 4.33 times as likely as men pilots to have an accident, then the REAL actual original figure was most likely EIGHT TIMES.

Women 4 Times More Likely than Men to Have Pilot Error Accidents

"Using a chi-squared test of proportions, it was found that about 0.39% of female pilots employed by major airlines had pilot-error accidents during 1986-1992.  Conversely, only about 0.1% of their male counterparts had pilot-error accidents." 

From the observation that women pilots are FOUR TIMES more likely than men pilots to have an accident, Kathleen recommends that the airlines hire even more women pilots!    

You COULD say: "once adjusted for height, pygmies are no shorter than normal people"

Except that it's *exactly* like saying that 

http://www.sciencedirect.com/science/article/pii/0305048396000126

Abstract

This study analyzes whether differences existed in the pilot-error accident rates of
male and female United States airline pilots. Results are based on data of aviation
accidents in the years 1986�1992, obtained from the Federal Aviation Administration. The
study found that females employed by major airlines had significantly higher accident
rates than their male counterparts overall. However, female airline pilots, on average,
were less experienced and much younger than males. Male pilot-error accidents were
modeled using logistic regression, regressing on age, experience (total flying hours),
risk exposure (flying hours in the last 6 months), and employer (major/non-major
airline). The male model provided a good fit for female airline pilots as well as for
males.
After adjusting for variables included in the model, accident rates of males and
females were not significantly different. These findings suggest that neither males nor
females are a safer pilot group.
Airlines should make every effort to recruit and retain
experienced females. The key challenge for managers of airline flight operations is to
learn how to manage diversity in the workplace, while maintaining the highest level of
safety.

 

This is so irresponsible that it's almost beyond comprehension.  HOW MANY members of the flying public, and men pilots, and men DRIVERS, does Kathleen believe women pilots ought to be allowed to kill before (as she thinks) women pilots have increased their safety record to the level of men pilots?  Can we even imagine what would happen to the American airline industry, and the American airplane manufacturing industry, and even auto manufacturing (and casket manufacturing) if ANYBODY in a position of power and authority were to accept such a recommendation.  But as bad as that outcome might be, the simple fact is that she has NO evidence that it would ever, in the rest of time, improve women pilots even one percent, and ALL of the other evidence (women drivers, women truckers, who ALSO have four times as many accidents as men drivers per mile driven) indicates that it would make women pilots even WORSE, not better.

 

To her credit, she did note:

"... one study analyzed differences in accident rates among male and female private pilots. Private pilots, unlike airline pilots, fly for reasons other than compensation or hire. The study reports that from 1972-1981, females had significantly lower accident rates than males. However, one major criticism of this work is that it employed only rudimentary statistical analysis. Moreover, it did not adjust for recent flying hours, a measure of the level of exposure of pilots to risk. The most commonly used adjustment measure is a pilot's flying hours in the last six months (recent flying hours), although no universally accepted measure of exposure currently exists. The theory behind adjusting for risk exposure is that pilots who fly more frenquently may be exposed to a greater risk of being involved in an aviation accident. Consequently, if males had more current flight time, this may explain the higher accident rate of male versus female private pilots. The present study will explore the need for controlling for risk exposure, employ a more rigorous statistical methodology, and will focus on the pilot-error accident rates of airline pilots rather than private pilots. Consequently this study will fill a research void."

But then she said "AIRLINES SHOULD HIRE MORE WOMEN PILOTS"!

She ignored the simple fact that, if the reason men pilots do have fewer accidents is because they fly more often than women pilots, then this is just one more reason that women should not be airline pilots.   If so many women are getting private pilots licenses, but still don't fly as frequently as men, then why should anyone presume that there is some other magical way to improve their flying skills? 

This isn't science--this is feminist advocacy under the cloak of "research"! 

In the following article is a cryptic reference to PRECISELY why women who are BAD pilots have been forced into, because of political correctness and not public safety, positions of authority and responsibility for which they are patently UN-qualified:

 

 

horizontal rule

bulletbullet

"Female airline pilots were significantly more likely to have aviation accidents than their male counterparts."

bulletbullet

"Significantly more likely" means the very best women pilots in the country have 4.1 times higher accident rate than men pilots, consistent with the lower math skills and reduced hand/eye coordination of women and the 3 times higher fatal child abuse rate of single mothers.

bulletbullet

Kathleen never even acknowledged that hiring even more female pilots from lower down the female bell curve would increase this "gender gap" to far greater than 4X.

bulletbullet

She makes the totally unsupported assertion that hiring more female pilots who could "mentor ... inexperienced female airline pilots" would "enhance safety within the airline industry", contradicting her own statement that "if males had more current flight time, this may explain the higher accident rate of male versus female private pilots"

bulletbullet

She "adjusts for important variables" [read: eliminates the obvious factors which make males better pilots] in order to be able to make the feminist assertion that "male and female pilots are not significantly different".

bulletbullet

She proposes that, since "aviation accidents are such rare events", comparisons should be made to simulator performance instead [read: since we know that female pilots are killing passengers at a rate 4 times that of male pilots, let's ignore that factor and concentrate on flight simulators where females are less stressed and thus might not perform as poorly].

bulletbullet

After proving that she has seen the data, after subtracting all the suitable outliers and massaging her assumptions, after giving female pilots the benefit of every doubt, and still after proving that females are 4.1 times more likely than males to have an accident, she claims "the non-significant difference ... could be entirely due to chance." 

bulletbullet

Only a true feminist mental midget would dare dismiss such critical, revealing, and important data like this with such aplomb.

WOMEN PILOTS DOWNED MORE AMERICAN AIRCRAFT THAN THE ENEMY

What has been the track record of women pilots?

  1. First woman pilot Harriet Quimby killed herself when she crashed at an aviation meet on July 1, 1912.

  2. First black woman pilot Bessie Coleman killed herself when she crashed in Florida in 1926.

  3. Cornelia Fort was the first woman pilot killed in WWII.

  4. First woman pilot in the Navy Barbara Rainey killed herself while training another pilot in an air accident.

  5. Amelia Earhart, the most famous woman pilot, disappeared in the Pacific Ocean.

  6. First woman Turkish pilot Gok killed when she crashed her F-5A warplane.

  7. 1st Lt. Mary Grace Baloyo, one of the first women pilots in the Phillipines, crashed an OV-10 in the Phillipines and killed herself.

  8. Maj. Marie Therese Rossi, U.S. Army, one of the first female helicopter pilots killed herself the day after the cease fire which ended Operation Desert Storm (the Persian Gulf War).

  9. Lt. Kara Spears Hultgreen, one of the first U.S. Navy combat pilots, killed herself immediately after the Department of Defense Risk rule was rescinded.

  10. Mabel Rawlinson killed in plane crash.

  11. Amy Mollison killed in plane crash in the Thames River.

  12. Captain Amy Lynn Svoboda killed herself when she crashed her A-10 Thunderbolt during a training mission at Barry   Goldwater Air Force Range in Arizona.

  13. Lt. Laura Piper killed in Army helicopter in Iraq on 14 April 1994.

  14. US Army pilot Captain Jennifer J. Odom killed herself and four other crew members when she crashed her DeHavilland RC7 in southern Colombia [correction: As the widower of Army Captain Jennifer J Odom who was killed in Colombia as a MEMBER of the crew of an Army DeHaviland -7 reconnaissance aircraft I respectfully request that you immediately remove the erroneus entry regarding Jennifer. You mistakenly put her as the pilot of the downed aircraft. The record of investigation shows she was in the rear of the aircraft and not piloting the plane as you indicate in this posting. In fact the pilot was CW2 Moore, a male. My "Jew" attorney will monitor this site and if the correction is not made than you will unfortunately find out what libel and slander costs in todays society. First amendment rights can only be stretched so far my friend. Charles Odom LTC(R) USA]

  15. Doris Mullen, Whirly Girl #84, killed in 1966.

  16. JANE DOLORES CHAMPLIN entered flight training to become a WASP at Avenger Field, Sweetwater, Texas on February 21, 1943.On the night of June 7, she and her instructor were killed in a BT-15 while on a training flight near Avenger Field.

  17. SUSAN PARKER CLARKE  entered WASP flight training at Avenger Field, Sweetwater, Texas in September, 1943 and graduated on March 11, 1944. Shewas then stationed with the 33rdFerrying Group at Fairfax Field, Kansas City, Missouri. She lost her life on July 4, 1944 when the BT-13 she was ferrying crashed near Columbia, South Carolina.

  18. MARJORIE LAVERNE DAVIS learned to fly in Sparks, Nevada, and entered training to become a WASP at Avenger field, Sweetwater, Texas in June, 1944. She was killed on the night of October 16, 1944 while on a cross country training flight in an AT-6 near Walnut, Mississippi.

  19. KATHERINE ‘KAY’ APPLEGATE DUSSAQ entered flight training to become a WASP at Avenger Field, Sweetwater, Texas on August 9, 1943, and graduated on February 11, 1944. Her first duty station was Sioux Falls Army Air Base, Sioux Falls, South Dakota.She was then transferred to Randolph Army Air Base, San Antonio, Texas (HQ/CFTC)), then to Fort Worth, Texas (FTC, Hq.) She was killed when the AT-6 she was flying on an administrative cross-country flight crashed on the night of November 26, 1944 near New Carlisle, Ohio.

  20. JAYNE ELIZABETH ERICKSON  reported for WASP flight training to Avenger Field, Sweetwater, Texas in January, 1944. While flying an AT-6, she was killed in a mid-air collision in the traffic pattern at Avenger on April 16, 1944.

  21. MARJORIE DORIS EDWARDS entered WASP flight training at Avenger Field, Sweetwater, Texas on December 7, 1943. She died in the crash of an AT-6 near Childress, Texas, while on a cross-country training flight.

  22. CORNELIA FORT reported for duty as a WAFS in October, 1942. She lost her life on March 21, 1943 in a mid-air collision near Abilene, Texas, while on a ferrying mission in a BT-13. Cornelia was the first casualty of an American woman pilot on active duty.

  23. FRANCES FORTUNE GRIMES entered WASP flighttraining atHouston Municipal Airport, Houston, Texas on January 15, 1943 and graduated at Avenger Field, Sweetwater, Texas, July 3, 1943. Her active duty assignment was to the 5th FG/ATC at Love Field, Dallas, Texas. She was killed shortly after take-off from Otis Field, Massachusetts in an A-24 attack bomber on March 27, 1944.

  24. MARY E. HARTSON  entered flight training to become a WASP on April 6, 1943 at Avenger Field, Sweetwater, Texas and was graduated on September 11, 1943. She was progressively stationed at four different bases: Dodge City Army Air Base, Kansas; Coffeyville ArmyAir Base, Kansas; Independence Army Air Field, Kansas and Perrin Army Air Base, Sherman, Texas. She was killed on August 14, 1944, while flight testing a BT-13 at Perrin.

  25. MARY HOLMES HOWSON began herflight training to become a WASP on November 1, 1943 at Avenger Field, Sweetwater, Texas. While returning from a cross-country flight in a PT-19, Mary was killed in a mid-air collision in the traffic pattern at Avenger Field, on April 16, 1944-- just three weeks before her scheduled graduation.

  26. EDITH ‘EDY’ CLAYTON KEENE arrived at Avenger Field, Sweetwater, Texas to begin training to become a WASP, and graduated on February 11, 1944. She was assigned to Hondo Army Air Field, Hondo, Texas and later transferred to Moore Army Air Base, Mission, Texas. She was killed on April 25, 1944 while on a routine flight in an AT-6 that crashed near Mission.

  27. KATHRYN BARBARA LAWRENCE entered training to become a WASP at Avenger Field, Sweetwater, Texas on July 10. 1943. She was killed on August 4, 1943, while flying a PT-19 on a routine training flight at Avenger Field.

  28. HAZEL YING LEE entered WASP flight training on February 21, 1943 and graduated from Avenger Field,Sweetwater, Texas on August 7, 1943. She was assigned to the 3rdFerrying Group, Romulus, Michigan. While flying a P-63, she was killed in a mid-air collision on the final approach at Great Falls, Montana, November 23, 1944.

  29. PAULA RUTH LOOP began her training to become a WASP on December 19, 1942 at Houston Municipal Airport, Houston, Texas and graduated at Avenger Field, Sweetwater, Texas on May 28, 1943. She was then stationed at Romulus Army Air Base, Michigan, with the 3rd FG/ATC, as a ferry pilot. She was killed in the crash of a BT-13 near Medford, Oregon on July 7, 1944, while on a ferrying mission.

  30. ALICE E. LOVEJOY entered WASP flight training at Avenger Field, Sweetwater, Texas. She graduated on September 11, 1943. Her first assignment was to the 3rdFerrying Group,Romulus, Michigan, later being transferred for pursuit training to Brownsville, Texas. During a training mission near Brownsville on September 13, 1944, she was killed in a mid-air collision in an AT-6.

  31. LEA OLA McDONALD entered WASP flight training at Houston Municipal Airport, Houston,Texas on January 15, 1943. She graduated at Avenger Field, Sweetwater, Texas on April 5, 1944. After graduation, she was stationed at Biggs Army Air Field, El Paso, Texas, and was killed while flying an A-24 attack bomber on a practice flight on June 21, 1944.

  32. PEGGY WILSON MARTIN entered flight training to become a WASP on November 1, 1943 at Avenger Field, Sweetwater, Texas, and graduated on May 23, 1944. She was stationed at Marianna Army Air Base, Marianna, Florida. She was killed while engineering test flying a BT-13 on October 3, 1944.

  33. VIRGINIA C. MOFFATT reported to the Houston Municipal Airport, Houston, Texas on December 19, 1942 to begin her flight training to become a WASP, and was in the first class of womento graduate at Avenger Field, Sweetwater, Texas, May 28, 1943. She was then assigned to the 6th Ferrying Group, Long Beach Army Air Base, California. She was killed while flying a BT-15 on a routine flight, 5 October 1943.

  34. BEVERLY JEAN MOSES entered training to become a WASP on December 7, 1943 and graduated on June 27, 1944 at Avenger Field, Sweetwater, Texas. She was stationed at Las Vegas Army Air Field, Nevada. While flying as the co-pilot inan AT-11, she was killed in a crash in the mountains near Las Vegas on July 18, 1944.

  35. DOROTHY MAE ‘DOTTIE’ NICHOLS  reported to the Houston Municipal Airport, Houston, Texas on December 19, 1942 to train to become a WASP. She was a member of the first class to graduate at AvengerField, Sweetwater, Texas on May 28, 1943. She was assigned to the 6thFerrying Group at Long Beach Army Air Field, California. While ferrying a P-39 from Buffalo, New York, she was killed just aftertake-off outside Bismarck, North Dakota on June 11, 1944.

  36. JEANNE LEWELLEN NORBECK entered WASP flight training at Avenger Field, Sweetwater, Texas in October, 1943 and graduated on April 15, 1944. She was assigned to Shaw Army Air Base, Sumpter, South Carolina (BT-13 Modification Center), and was killed there on October 16, 1944, while flight testing a BT-13.

  37. MARGARET SANFORD OLDENBURG was the first trainee fatality in the WASP program. She began her flight training to become a WASP at Houston Municipal Airport, Houston, Texas on February 21, 1943. She was killed on a routine training flight in a PT-19 on March 7, 1943 at the training base at Houston.

  38. MABEL VIRGINIA RAWLINSON reported to Houston Municipal Airport, Houston, Texas on January 15, 1943 to begin her flight training to become a WASP. She graduated from Avenger Field, Sweetwater, Texas on July 3, 1943. She was thenassigned to a tow-target squadron at Camp Davis Army Air Field, North Carolina. She was killed in the crash of an A-24 attack bomber on August 23, 1943.

  39. GLEANNA ROBERTS entered training at Avenger Field, Sweetwater, Texas in June, 1944 to become a WASP. On June 20, 1944, she was killed while on a routine training flight in a PT-17 near Lorraine, Texas.

  40. MARIE MICHELL ROBINSON began her flight training to become a WASP at Avenger Field, Sweetwater, Texas in September, 1943 and graduated on March 11, 1944. She was stationed with the 5thFerrying Group at Love Field, Dallas, Texas, and later transferred to the Bombardier Training School, Victorville, California. On October 2, 1944, Marie was killed when the B-25 she was co-piloting crashed in the mountains near Victorville, California. [Correction April 10, 2005--the military accident report states that this accident was in flat terrain and was 100% pilot error, with the pilot having 1,500 hours of flying time]

  41. BETTIE MAE SCOTT entered flight training to become a WASP in October, 1943 at Avenger Field, Sweetwater, Texas and graduated on April 15, 1944. She was stationed at Waco Army Air Field, Waco, Texas, a Basic Flying Training School. She was killed while flight testing aBT-13 on July 8, 1944.

  42. DOROTHY E. SCOTT entered the WAFS in October, 1942. She wasfirst assigned to the 5thFerrying Division, Love Field, Dallas, Texas and later transferred for pursuit training to Palm Springs Army Air Base, California. While flying with her instructor in an AT-6, she was killed in a mid-air collision on December 3, 1943

  43. MARGARET JUNE ‘PEGGY’ SEIP entered flight training atAvenger Field, Sweetwater, Texas on April 6, 1943 to become a WASP. She, together with her instructor and a fellow class-mate, was killed in the crash of a UC-78 near Big Springs, Texas, August 30, 1943, on a routine training flight.

  44. HELEN JO ANDERSON SEVERSON reported to Avenger Field,Sweetwater, Texas on April 6, 1943 to begin her training to become aWASP. She, together with her instructor and a fellow class-mate, was killed on a routine training flight in a UC-78 near Big Springs, Texas, August 30, 1943.

  45. MARIE ETHEL SHARON began her training to become a WASP on February 14, 1943 at Avenger Field, Sweetwater, Texas. She graduated from Avenger Field on August 7, 1943. She was then stationed at Long Beach Army Air Base, California and assigned to the 6thFerrying Group. She and her instructor were killed on April 10, 1944 near Tecumseh, Nebraska, whileflying a B-25 on a night flying instrument training mission.

  46. EVELYN SHARP entered the WAFS inOctober, 1942. She was assigned to the 2nd Ferrying Group, New Castle Army Air Base, Wilmington, Delaware. She was killed on April 3, 1944 when an engine on the P-38 she wasferrying failed on take-off at New Cumberland, Pennsylvania (Evelyn was one of the most experienced women pilots in America, with 2,968 hours of flying time when she entered the WAFS.)

  47. BETTY PAULINE STINE entered training to become a WASP at Avenger Field, Sweetwater, Texas in September, 1943. On February 25, 1944,during her last cross-country flight before graduation, she was killed when she was forced to bail out of her AT-6 over the mountains near Tucson, Arizona.

  48. MARIAN TOEVS began her training to become a WASP at Avenger Field, Sweetwater, Texas on July 10, 1943 and graduated December 17, 1943. She was stationed at a Basic Flying Training School at Lemoore Army Air Base, Lemoore,California. She was killed near San Jose, California, while flying a BT-13 from Lemoore to Fresno, California on February 18, 1944.

  49. GERTRUDE TOMPKINS-SILVER reported to Avenger Field, Sweetwater, Texas in June, 1943 tobegin her training to become a WASP. She graduated on November 13, 1943. She was stationed at Love Field,Dallas, Texas, with the 5th Ferrying Group. After departing on a ferrying mission from Los Angeles, California in a P-51 for the East Coast, she never arrived, and no traces of her were ever found. (She is the only WASP not accounted for.)

  50. MARY ELIZABETH TREBING reported for WASP training at AvengerField, Sweetwater, Texas on February 21, 1943, and graduated on August 7, 1943. She was stationed at Love Field, Dallas Texas, with the 5thFerrying Group. She was killed on November 7, 1943, when the PT-19 she was ferrying crashed southeast of Blanchard, Oklahoma.

  51. MARY LOUISE WEBSTER went into training to become a WASP at Avenger Field, Sweetwater, Texas in March, 1944 and graduated on October 16, 1944. She was stationed with the 33rdTraining Wing of the AFTS SE at Frederick Army Air Field, Frederick, Oklahoma. She was killed on December 9, 1944, while flying as co-pilot in a UC-78.

  52. BONNIE JEAN ALLOWAY WELZ reported for training to become a WASP on Easter Sunday, April 25, 1943 at Avenger Field, Sweetwater, Texas. She graduated and became a WASP on October 9, 1943. Bonnie was sent to Dodge City, Kansas for B-26 training, and was then stationed at Harlingen Army Air Field, Harlingen, Texas, (a B-26 Flexible Gunnery School ) She was killed in the crash of a BT-13 near Randado, Texas,while on an administrative flight.

  53. BETTY TAYLOR WOOD began her training to become a WASP at Avenger Field, Sweetwater, Texas on February 14, 1943, and graduated at Avenger on August 7, 1943. She was assigned to Camp Davis Army Air Field, Camp Davis, North Carolina, an Anti-Aircraft Artillery School. She was killed in the crash landing of an A-24 attack bomber on September 23, 1943.

horizontal rule

WOMEN PILOTS ARE 120 TIMES MORE DANGEROUS TO THE FLYING PUBLIC THAN TERRORISTS

What was the return on the huge investment the nation made in women pilots?  How many of the enemy did they shoot down?  What was the kill ratio of dead women pilots to dead enemy pilots?   Women pilots shot down zero enemy pilots, which makes the kill ratio Infinite.   So Kathleen giving such "sage advice" to hire women pilots who killed an infinitely larger number of themselves than they did the enemy, to an industry and federal agency which are obsessed with safety, is the equivalent of more than 1,000 bomb threats.  If some blind dumb feminist politico took her advice and implemented some form of affirmative action for female pilots which resulted in 10% of the nation's pilots being women, the damages documented by Kathleen herself would exceed that of every terrorist act against airlines in US history, combined.

This $40 billion industry is so obsessed with safety that, just to reduce the risk of terrorism and sabotage, it now treats each American citizen as a potential terrorist.  It requires picture ID's just to pay for the privilege of travelling with them, and puts each piece of luggage and each body which passes through a "security point" in every airport in the country through metal detectors and embarrassing body searches.  The travelers themselves paid for this, of course, through a $1.2 billion per year tab added to their ticket prices. 

What was gained by this heightened security and loss of privacy between 1997 and 1998?  You can't claim that there were fewer aviation accidents because there was a 2% increase in spite of it.  You can claim ONLY that the number of fatal accidents decreased by ONE, from 380 to 379, a 0.26% decrease.  Not counting FAA costs, the industry spent $1.2 billion to achieve a 0.26% decrease in fatal accidents--a $4.6 billion per one percent decrease--and now Kathleen proposes to add enough female pilots with proven higher accident rates to INCREASE that accident rate by 31%!

If female pilots' flying skills did NOT improve because the airlines hired more of them, female pilots would be 120 times more dangerous to the flying public than all acts of sabotage combined.

What could possibly be more irresponsible than for a "researcher" to propose to increase airline fatalities by a third and to ratioinalize it by calling them "rare events"?

CURRENT LEVEL OF WOMEN PILOTS KILLS 55 AMERICANS PER YEAR

The following table is based on Kathleen's assertion that female pilots are 4.1 times more likely to have an accident than male pilots, published on page 443 of Omega "The International Journal of Management Science", Volume 24, Number 4, August 1996.  It's a very good explanation for why only 2.4% of the nation's airline pilots are women.  In fact, it's an even better reason for reducing that percent to zero, because hiring this many pilots with a four fold higher propensity for accidents increased the overall accident rate by 7.3%.  The higher accident rate of female pilots causes, each year, an additional 149 incidents, 28 fatal accidents, and 55 fatalities. If the percent of pilots who are females were to be increased to 10% (reducing the percent of males pilots to 90%), and if that additional 7.6% of female pilots didn't have an even higher accident rate (a very unlikely probability, since they would come from a group of pilots which are even more unqualified than the current group), then the overall accident rate would increase 31% and there would be an extra 633 incidents, 118 fatal accidents, and 233 fatalities. 

INCREASED HIRING OF WOMEN PILOTS WOULD COST $12 BILLION PER YEAR

The added cost to taxpayers for the $35 billion/year FAA expenditure is $2.6 billion at 7.6%  and $10.9 billion at 31%, and the increased costs to the $40 billion airline industry is $3 billion at 7.6% and $12.4 billion at 31%.

Only 2.4% of the nation's 70,164 airline pilots being females is proof enough that the upper edge of the female bell curve is 4.1 times more dangerous than the entire group of good and bad male pilots put together.  Kathleen never mentions that a comparison of the top 0.0014% of American females' flying skills to the top 0.055% of American males' flying skills was an extremely biased sample in the first place, and that comparing apples to apples would have produced evidence that women pilots are much more than 4 times more likely to have accidents than men pilots. 

KATHLEEN'S BIASED STATISTICAL SAMPLE

This is very bad statistical practice.  She should have at least acknowledged that comparing the top 0.055% of females to the top 0.055% of males would have produced significantly different results, but she was mute on this point.  We can only speculate that, including enough less qualified female pilots to achieve a sample size equivalent to the male pilot sample size would have increased the overall higher accident rate of the female pilots to 6 or 10 or even 30 times that of the male pilots.  The following chart is thus not merely extremely conservative, its intentionally misleading:

Annual Air Transportation Total 1997 Costs Increased Costs Due Only to 2.4% of Pilots Who Are Females Increased Costs If 10% of  Pilots Were Females
Incidents 2,042 149 633
Fatal Accidents 380 28 118
Fatalities 753 55 233
FAA Budget $35 billion $2.6 billion $10.9 billion
Airline Industry Revenues $40 billion $3 billion $12.4 billion

FIRING ALL FEMALE PILOTS WOULD SAVE LIVES AND $35 BILLION ANNUALLY

Kathleen's data shows that one hundred male pilots over their 30 year careers have an average of 2.9 accidents, 0.6 of which are fatal, whereas 100 female pilots have 11.7 accidents, 2.3 of which are fatal.  The airline industry seems content to increase its costs by $1.2 billion just to reduce its number of fatal accidents by a mere 0.26%.  Using that criteria, eliminating female pilots and reducing annual fatalities by 7.6% has an economic benefit of $35.1 billion to the industry, a greater expenditure than the FAA itself.  Doing this would enable the industry to restore constitutional rights to privacy to its passengers while at the same time reducing costs and fatalities by 7.3%.

WOMEN PILOTS CRASH MORE OFTEN THAN DRINKING MEN PILOTS

To add insult to injury, Kathleen also published a paper which recommended that pilots be subjected to DWI background checks EVEN THOUGH HER OWN DATA SHOWED THAT AIRLINE PILOTS WITH TWO OR MORE DWIs HAD FEWER ACCIDENTS PER CAPITA THAN PILOTS WITH NO DWIs.  Her faulty conclusion was based entirely on TWO pilots who had airline accidents, which was ONE pilot more than predicted, which is a completely unacceptable sample size. 

wpe2.jpg (35408 bytes)

It also demonstrated something else that she failed to note: women airline pilots have far, far more accidents than pilots who drink.

Using even her most remote assumptions, accepting her flawed logic and unacceptably small sample size, ignoring that some of these pilots whose accidents were attributed to drinking alcohol may have actually had the accident because they were women, pilots with 2 or more DWIs had ZERO accidents where it was expected they should have had more than zero. 

 

wpe1.jpg (12296 bytes)

pilotsalcohol.gif (57733 bytes)

The ONLY way she can interpret her own data to report that there is an association between prior DWIs and airline accidents is to note that only .73 accidents were expected whereas 2 accidents were observed.  But this ONE extra pilot with one DWI who had an accident just cannot make the case for DWI checks of pilots.

For this "research", Kathleen gains a spot on the Feminist Art Gallery!

Feminism!

An Abomination Before God!

Blind Dumb Feminist Art Gallery

Feminist links Links to Infamous Feminist Lies Feminism the Hate Crime

 

Are We Surprised that Men Pilots Earn INFINITELY as Much as Female Pilots?

gunmunz

+Chr1st1an Israel Also you gotta like how in that salary search a 'Man' major airline pilot makes more than just A major airline pilot"

It's not clear what your point or your question is. This is true for all professions. And that's because men in all professions, even nursing, earn more than women. Even men strippers earn almost twice as much as female strippers. The average doctor earns $69,000, but a male doctor earns $124,000, and a female doctor like a "fellow" alumnus who took out $200,000 in student loans earns only $56,000 (which is $21,000 less than if she'd saved her $200,000 and become a nurse instead). Women lawyers earn half as much as men lawyers ($67,000 vs. $35,000), which is $18,000 less than prostitutes and HALF of men bus drivers.

Perhaps in your lexicon, the most racist and sexist place on the planet is a basketball court in New York where White Basketball players earn $315,000 and women earn ONE SEVENTH as much, or $43,000.

But there is always a silver lining, eh? Women basketball players don't crash jets.

 

If you like the way this major airline salary database highlights the 18 standard deviation separation between males and females in NYC, you're going to LOVE how it breaks it down by RACE, across the entire country, not just NYC.

First of all, in this scenario, Females earn only $32,000, ONE FOURTH of males.

Only Puerto Ricans, at $29,000, earn less.

Indian pilots, from a country where parents sell their own children at a price which is one tenth the cost of a water buffalo, earn TWICE as much, or $70,000.

Earning $3,000 more than Indian pilots are German, Korean, Japanese,and Chicano pilots.

Mexican and African American pilots earn $46,000 which is 44% more, while Hispanic and Latino pilots earn about 20% more.

The first time I began to fly on Mexican airlines, which bought all our old used jets, they were flown by White American MALE pilots. But eventually they transitioned to Mexican pilots, which was so unfomfortale that I no longer fly on Mexican airliners.

To imagine that our airlines put these Mexican pilots at 44% greater value than our major airlines put female pilots is a real eye opener, even to me.

 

 

Colgan Air

Colgan Air paid Rebecca Shaw, First Officer of Colgan Air Flight 3407 which killed 50 people, $16,000 per year, and the pilot $60,000.

Did they save money by hiring a woman pilot who cost them one quarter as much as the pilot?  Not exactly: this is the crash which caused them to go bankrupt.

Did they underpay her?  As the above salary data shows, the average salary for a pilot for a regional airline is $59,000, but this salary data base does not have a male versus female salary breakdown for regional airlines.

If 5% of the pilots are women who earn $16,000, and 95% are men who earn X, and if the total average salary is $59,000, then:

.05 x $16k + .95 x X = $59k

X = $61,263 = average for men pilots = almost exactly what they paid the male pilot.

What it DOES show is that a man commercial pilot earns $86,000, but there is no entry for female commercial pilots, for obvious reasons. Ditto for men with instrument ratings who earn $81,000, versus no entry for women.  And for a man airplane pilot who earns $105,000, versus no entry for women airplane pilots.  And a male airplane mechanic earns $55,000, versus no requirement or entry for women airplane mechanics. 

So how can we use this data base to determine if Rebecca Shaw was underpaid? There is an entry ,and therefore a demand, for stewardesses who earn $47,000, but male stewards earn $90,000, almost twice as much.  Ditto for female ship captains, $24,000 vs. $43,000.

 

 

 

One Standard Deviation Gender Gap in Spatial Intelligence

 

According to certain studies, men on average have one standard deviation higher spatial intelligence quotient than women.[2] This domain is one of the few where clear sex differences in cognition appear. However, in a couple of studies, once time constraints were removed, women did as well as men. It has also been found that spatial ability correlates with verbal ability in women but not in men, suggesting that women may use different strategies for spatial visualization tasks than men do. However, spatial ability is correlated with video game exposure and other such activities, and thus gender difference in spatial ability may be linked to a difference in spatial experience, rather than actual difference in innate spatial ability. The University of Toronto researchers have discovered that differences between men and women on some tasks that require spatial skills are largely eliminated after both groups play a video game for only a few hours.[3] Although some have claimed women are more "visually dependent" than men,[4] this has recently been disputed.[5] Other studies suggest gender differences in spatial thinking may be explained by a stereotype threat effect. The fear of fulfilling stereotypes negatively affects the performance which results in a self-fulfilling prophecy.[6] The adaptive significance, if any, of male superiority in spatial navigation, has recently been questioned.[7]

 

 

Over 15 years, Women were 4.3% of licensed pilots but 33.4% of noncommercial crashes

Per the Johns Hopkins University Bloomberg School of Public Health study released May 7, 2014

Men were 95.7% of licensed pilots but only 66.6%  of noncommercial crashes

Women were over-represented by 7.8 fold, while men were under-represented by 0.7

Relative to men noncommercial pilots, women noncommercial pilots are 11.2 times more likely to crash.

When measured by flight hours, because men pilots have twice as many hours as women pilots, the ratio is 22.4.

 

Five decades of female pilots statistics in the United States. How did we do?

By Mireille Goyer, Founder of Women Of Aviation Worldwide Week

In 1960, only one in 21,417 women held an �other-than-student� pilot certificate; by 1980, the ratio had become one in 4,224, the best representation of female pilots within the general population ever. Today, to have a chance to randomly meet a female pilot in the United States, you would have to meet 5,623 women. Wow, so much for progress!

Significant progress between 1960 and 1980; at an overall standstill ever since

Since I started advocating for more women in aviation during the Centennial of Licensed Women Pilots in 2010, I have been delighted with the amazing interest, support, and enthusiasm towards changing the trends, but also saddened to realize that, after over one hundred years, the state of our inclusion was not as advanced as it could be, and dumfounded by some of the misleading information circulating concerning the presence of female pilots.

As a result, I requested hard data for the last 5 decades from the FAA. Carla Colwell, Information Systems Manager for the FAA, had to go through the dusty archives at the FAA�s Airmen Certification Branch in Oklahoma City to provide me with the information. Thanks to Carla, I can share this data with you (chart � All Pilots Statistics 1960-2010).

So where were we in 2010? There were 27,451 women holding an �other-than-student� pilot certificate in the United States. This number has remained virtually unchanged from its 26,896 value in 1980 (chart � Female Pilots Statistics 1960-2010). The percentage of female pilots is 5.39% (table � All Pilots Statistics 1960-2010).

Over the last five decades, most of the female pilot population growth took place between 1960 and 1980, a time when a strong feminist message encouraged women to try activities previously perceived as reserved to men. During those two decades, the number of female pilots went from 4,218 to 26,896 and the number of women holding a for-hire pilot certificate went from 763 to 4,473 (chart � Female Pilots Statistics 1960-2010).

The number of female for-hire pilots increased by 3,000 per decade, each decade, since 1970

Why did the progress stop? Actually, it did not entirely. The number of women holding a for-hire pilot certificate continued to increase at a steady rate of 3,000 per decade to reach 13,755 in 2010. Meanwhile, the number of women holding a not-for-hire pilot certificate decreased at essentially the same rate. In 2010, an even split between the number of for-hire and not-for-hire female pilots was achieved.

Despite the progress of women in the for-hire category, they represent only 5.15% of the pilots holding a for-hire pilot certificate. Furthermore, the U.S. Department of Labor reports that only 4.3% of the population that reports making a living as a pilot or flight engineer is female. If you think that you are seeing more women flying for the airlines, you are right. However, out of the more than 76,000 persons reporting their income source as a pilot or flight engineer, only around 3,200 are women (chart � Women at Work Statistics 1960-2010).

When we compare the progress of commercial female pilots to other professions previously male dominated, the progress seems dismal. Female air traffic controllers now represent 26% of the air traffic controller population. Female flight dispatchers stand at nearly 18% of the people working in this field. Even female aerospace engineers have made greater progress. Virtually non-existent in 1960, the percentage of women making a living as aerospace engineers reached 9.2% in 2010.

Interestingly, the percentage of commercial female pilots is half of the percentage of female boat captains and operators (8.2%), a quarter of the percentage of female police and sheriff�s patrol officers (15%), and about one eighth of the percentage of female doctors and surgeons (31.8%).

Cost issues apply equally to male and female pilot candidates

Why such slow progress? The cost of training is often advanced as the culprit. The facts. The cost of a flight training lesson in a 2-seat airplane with fuel and instructor has not increased tremendously over the decades. Such flight lesson used to cost between $10 and $15 ($73-$110 in 2010 dollars) in 1960, between $20 and $25 ($115-$143 in 2010 dollars) in 1970, and between $30 and $35 ($85-$100 in 2010 dollars) in 1980, a cost low that was maintained until recently. Today, a lesson in a similar airplane averages between $130 and $160 (chart � Cost of Flying 1960-2010).

There are other cost factors that could explain the lack of significant progress. In 1960, a new Cessna 172 cost $9,450 ($69,412 in 2010 dollars) or 3.6 times the average cost of a new car. In 2010, the same Cessna 172 cost $269,500 or 9.2 times the average cost of a new car (table � Pilot Population Growth & Cost of Flying 1960-2010).

Regardless of the potential effect of cost factors, cost issues apply equally to male and female pilot candidates. The number of women earning $100,000 or more annually has tripled in the last 10 years alone. In 2010, over 1.4 million women were making $100,000 or more annually and over 1.1 million women were millionaires. How can we justify the low number of women pilots by cost alone?

People do not undertake activities or careers that they do not believe they can be successful at

A 2004 study by S.J. Correll titled �Constraints into preferences: gender, status, and emerging career aspirations� might produce a better explanation. During the study, when women were told that men were typically better at completing a given task, they assess themselves as worse than average while men would assess themselves as better than average. A self-fulfilling prophecy.  On the other hand, when women were told that they were as competent as men at completing a given task, they assessed themselves as average and so did men (bar graph � Self Assessment).

The study also addressed the perception of success. When women were told that men were typically better at completing a given task, they perceived that a score of 89% was necessary to convince them that they had a high ability at the task, while men felt that a score of 79% would prove that they had a high ability. When told that men and women were equally competent at the task, both men and women felt that a score of about 83% would convince them that they had a high ability (bar graph � Perception of Standards).

This study highlighted the power of perception. Aviation has traditionally been presented as an activity in which men naturally excel. People do not undertake activities or careers that they do not believe they can be successful at. As a result, qualified women are less likely to consider flying than their male peers.

The flight training environment is a barrier for women

Despite the cost and perception challenges, women do come to the airport with the intention of learning to fly. Since 1980, more than 11% of student pilots have been women, yet the number of female pilots holding other-than-student pilot certificates has remained steady. This fact points to another barrier to women�s success in aviation: the flight training environment (chart � All Students).

A woman is often isolated and receives little emotional support as she goes through the normal up and downs of flight training. Because most flight instructors are male flight instructors, effective communication between the instructor and the student is often harder to establish. Training programs are designed for the typical flight student: a young, mechanically-inclined male. Unless she is mechanically-inclined or lucky enough to find a talented instructor who can explain the information in a manner that she can comprehend, she might have trouble learning the material. Moreover and according to the findings of S.J. Correll�s study, she believes that she has to achieve a higher level of comprehension than her male counterpart just to be an average pilot.

Women seem to face more hurdles in the flight training environment than men do, but both male and female pilot candidates have to deal with the flight training industry�s increasing ineffectiveness at training pilots. Out of all pilot candidates committed enough to learning to fly that they obtained a medical/student pilot certificate, 65% became unrestricted pilots in the early 1990s; today, less than 35% do (chart � Student Conversion Rate) (table � Student Conversion Rate).

Women are the silver lining of aviation

While most industries have made significant efforts to attract the female customer in the last few decades, the aviation industry is still lagging. As an example, long gone are the cars that would require the smaller-framed female driver to bring cushions along; that�s not the case with most new aircraft.

But things are changing. As we celebrated the Centennial of Licensed Women Pilots in 2010, the industry started to take a closer look at where it stood in terms of integration of women. More photos of women pilots started showing up on aviation websites, more articles about successful women pilots were written, and studies examining some of the hurdles faced by female pilot candidates were commissioned. As I launched the annual Women Of Aviation Worldwide Week celebration in 2011, aviation businesses, associations, and individuals eagerly joined in to introduce girls and women to the opportunities aviation has to offer them.

In 1985, motorcycle manufacturer Harley Davidson decided to target the female customer. At the time, it was selling only 2% of its bikes to female customers. It took faith, it took determination, and it took a financial investment to change things. But, the rewards were huge. By 2003, women were buying 10% of their bikes.

A change of marketing message coupled with learning how to serve the female customer yielded a fivefold sale share increase in less than two decades! But, wait a minute; we have already generated a similar growth� between 1960 and 1980.

A virtually untargeted market, women are the silver lining of aviation. However, it will take an industry-wide collaboration to change the current trends. A strong message was proven effective in the 60s, and 70s. Women Of Aviation Worldwide Week is designed to send a strong, unified, positive, and welcoming message to girls and women: �Aviation wants you�.

Please, join us as we celebrate the upcoming Women Of Aviation Worldwide Week. Together, let�s show girls and women how welcoming to women the aviation industry really is and how eager we are to include them. Then, let�s sit back and watch the numbers grow. These are exciting times!

 

 

Air crashes involving female pilots are mostly due to mishandling of the plane, while those with male pilots are more often due to flawed decision-making and inattention, a study found.

Flying planes with known mechanical problems, running out of fuel and landing with the gear up were typically male problems, said the Johns Hopkins University Bloomberg School of Public Health study released last week.

Women's crashes were more often due to incorrect use of the rudder, poor response to a bounce or inability to recover from a stall, the study found.

"Males trade accuracy for speed," said professor Susan Baker, the study's co-author. "They would rather do something faster even if they don't do it accurately.

"Women tend to be more cautious and pay greater attention to details and rules."

The authors said women may have mishandled planes because they had less flight time and experience on average than men.

The study in this month's issue of Aviation, Space and Environmental Medicine was prompted in part by the more than 30-fold increase in the number of female airline pilots in the United States since 1959.

Officials of the U.S. National Transportation Safety Board and the Federal Aviation Administration would not comment on the study.

Hopkins scholars looked at crashes of civilian, noncommercial planes from 1983 to 1997 involving 144 female and 287 male pilots over 40 years of age.

[read: women were 33.4% of the 431 pilots involved in noncommercial crashes]

1. Male and Female Pilots Cause Accidents Differently
Male pilots flying general aviating(private) aircraft in the United States are more likely to crash due to inattention or flawed decision - making, while female pilots are more likely to crash from mishandling the aircraft. These are the results of a study by researchers at the Johns Hopkins University Bloomberg School of Public Health.
The study identifies the differences between male and female pilots in terms of circumstances of the crash and the type of pilots error involved. "Crashes of general aviation aircraft account for 85 percent of all aviation deaths in the United States. The crash rate for male pilots, as for motor vehicle drivers, exceeds that of crashes of female pilots," explains Susan P. Baker. MPH, professor of health policy and management at the Bloomberg School of Public Health. "Because pilot youth and inexperience are established contributors to aviation crashes, we focused on only mature pilots, to determine the gender differences in the reasons for the crash. "
The researchers extracted data for this study from a large research project on pilot aging and flight safety. The data were gathered from general aviation crashes of airplanes and helicopters between 1983 and 1997, involving 144 female pilots and 267 reale pilots aged 40 -63. Female pilots were matched with male pilots in a 1 : 2 ratio, by age, classes of medical and pilot certificates, state or area of crash, and year of crash. Then the circumstances of the crashes and the pilot error involved were categorized and coded without knowledge of pilot gender.
The researchers found that loss of control on landing or takeoff was the most common circumstance for both sexes, leading to 59 percent of female pilots' crashes and 36 percent of males. Experiencing mechanical failure, running out of fuel, and landing the plane with the landing gear up were among the factors more likely with males ,while stalling(失速) was more likely with females.
The majority of the crashes - 95 percent for females and 88 percent for males - involved at least one type of pilot error. Mishandling aircraft kinetics was the most common error for both sexes, but was more common among females( accounting for 81 percent of the crashes)than males (accounting for 48 percent). Males, however, appeared more likely to be guilty of poor decision - making, risk - taking, and inattentiveness, examples of which include misjudging weather and visibility or flying an aircraft with a known defect. Females, though more likely to mishandle or lose control of the aircraft, were generally more careful than their male counterparts

 

 

TRAITOR McCain

jewn McCain

ASSASSIN of JFK, Patton, many other Whites

killed 264 MILLION Christians in WWII

killed 64 million Christians in Russia

holocaust denier extraordinaire--denying the Armenian holocaust

millions dead in the Middle East

tens of millions of dead Christians

LOST $1.2 TRILLION in Pentagon
spearheaded torture & sodomy of all non-jews
millions dead in Iraq

42 dead, mass murderer Goldman LOVED by jews

serial killer of 13 Christians

the REAL terrorists--not a single one is an Arab

serial killers are all jews

framed Christians for anti-semitism, got caught
left 350 firemen behind to die in WTC

legally insane debarred lawyer CENSORED free speech

mother of all fnazis, certified mentally ill

10,000 Whites DEAD from one jew LIE

moser HATED by jews: he followed the law

f.ck Jesus--from a "news" person!!

1000 fold the child of perdition

 

Hit Counter

 

Modified Saturday, March 11, 2017

Copyright @ 2007 by Fathers' Manifesto & Christian Party