Report 0

On
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Business Research Method

Course:

BS (Hons.) in Aviation Management

5TH Semester

Course Instructor:

Sir Nadeem Iqbal

Submitted By:

Arslan Khalid BAM-9222

M.Sharjeel-ur-Rehman BAM-9225
Arslan Aslam BAM-9234
Yumna Batool BAM-9242
Gulnawaz Khan BAM-9248
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Report On

“The Causes of Air Crashes (Aircraft Disasters) Occurred

In the Territory Of Pakistan”

Research Conducted By
Khalid A., Sharjeel-ur-Rehman M., Aslam A., Batool Y., Khan G. N.

Aviators, 5Th Semester, BS (Hons.)in Aviation Management,

Aviation Department, College of Business and Management Sciences, Superior University,

Lahore.
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Contents Page no.

Abstract…………………………………………………………………………………………………………………..05

Introduction………………………………………………………………………………………………………….…06

Purpose Statement…………………………...........................................................................08

Significance of the Research…………………………………………………………………………………….08

Objectives…………………………………………………………………………………………………………….....09

Research questions and hypotheses………………………………………………………………………...09

Methodology

Site and Sample………………………………………………………………………………………………………..12

Data Collection Method…………………………………………………………………………………………...12

Data Analysis……………………………………………………………………………………………………….....13

Rliability…………………………………………………………………………………………………………………….13

Graphical representation of variables………………………………………………………………………..13

Correlations……………………………………………………………………………………………………………….21

Regression…………………………………………………………………………………………………………………36

Conclusion………………………………………………………………………………………………………………...38
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ABSTRACT

This research based report is to find out the “Causes of Air crashes occurred in Pakistan” to
bring the facts about the air crashes in front of common people. The study is quantitative in
nature (Positivism paradigm). After reading the previous literature on a global scale, we focus
on some causes of air crashes as independent variables like pilot errors, technical faults,
organizational factors, safety and security issues and weather conditions, in our research and
the dependent variable; air crashes, that is affected by independent variables. Hypotheses were
also made to test the relationships of factors affecting the air crashes in Pakistan. Data for the
research is collected from Lahore, Pakistan through self- administered questionnaires filled by
the professionals including ATCOs, Pilots and CEOs of aviation organizations. Collected data was
analyzed through SPSS (Statistical Package for Social Sciences) and the conclusion is experiment
based.
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Introduction
Firstly an air crash is defined as serious air accidents (crash) means ; An aviation accident is
defined in the Convention on International Civil Aviation Annex 13 as an occurrence associated
with the operation of an aircraft which takes place between the time any person boards the
aircraft with the intention of flight and all such persons have disembarked, in which a person is
fatally or seriously injured, the aircraft sustains damage or structural failure or the aircraft is
missing or is completely inaccessible.

Humans, by nature, make mistakes and 70% to 80 % crashes both in civil and military aviation
are due to human error.(O’Hare, Wiggins, Batt, & Morrison, 1994; Wiegmann and Shappell,
1999; Yacavone, 1993). The air crashes due to mechanical failure has been decreased since last
40 years and human error has declined at much slower rate. (Shappell & Wiegmann, 1996).

When a plane goes down, the initial concern is to find survivors and save lives. But immediately
thereafter the investigators focus changes to assessing the cause. It is vital for investigators to
find the reasons behind crashes so that similar disasters can be prevented. But the causes of
airplane crashes today are rarely traced to just one problem, and they are not easy to
determine amidst the chaos and wreckage of a downed airplane. Complex factors generally
combine to bring down a plane. Bad weather, like thunderstorms or fog, can compound pilot
error, while small mechanical problems can affect other aspects of a plane's ability to function.
There are so many causes of air crashes like safety and security issues, organizational factors,
bird strike, terrorism etc. (NTSB Classification)

3 air crashes have been occurred during four months in 2010.

The beech craft plane crashed in Karachi was due to engine failure. (Butt C.M.A. 2010) A bird
strike is the likely cause for the crash of a Russian-made Il-76 cargo plane in Pakistan that killed
all eight crewmembers on board. (Tamazashvili D. director of the Georgian airline 2010)
Approximately 80% of air crashes occurs during landing and takeoff. Mid air disaster are very
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rare. Pilot error is supposed to be a major cause of air crashes. Terrorist activity like bomb
blasts is a major cause of air crashes, e.g. Lockerbie disaster in 1988. Mid-air collisions and
structural failures are rare but they do happen. A survey of 1,843 plane crashes between 1950 and
2006 determined the causes of the accidents ;Pilot Error 53% Mechanical Failure 21%
Weather 11% Other Human Error (e.g. lack of communication, improper maintenance etc) 8%
Sabotage and Terrorism 6% Other Causes 1%. 72 0f 75 air accidents are due to pilot factors such
as poor judgment , divided attention and failure to make correct judgments and organizational
structure or the system itself , of which the pilot and the other aircrew are only a part, plays an
equal role for air crashes.(Bureau of Air Safety Investigation, (BASI)1996.)

Air crashes occurred are due to pilot error whether pilot error related to weather and it is
related to mechanical failure, Sabotage includes explosive devices, shoot downs and hijackings
may be a cause of air crashes. (PlaneCrashInfo.com database)

A major airline disaster was in 2006, when a 27-year-old Fokker plane crashed into a wheat field
in Multan two minutes after taking off. The same year, Pakistan International Airlines
discontinued use of Fokker planes. The reason was safety issues. (The Associated Press, 2006).
A passenger jet Air Blue A320 crashed into the hills overlooking Pakistan's capital amid poor
weather Wednesday, killing all 152 people on board and blazing a path of devastation strewn
with body parts and twisted metal wreckage. The Pakistan Airline Pilot Association
said the plane appeared to have strayed off course, possibly because of the poor weather.

Our research will be beneficial not only for Pakistani but all the people will be aware of it. This
research will determine the facts about the air crashes in Pakistani context and no research has
been conducted before on air crashes in Pakistani context except the inquiry team of Civil
Aviation Authority of Pakistan and media news. Many investigations and researches had been
conducted on air crashes that occurred in foreign countries but no research has been done on
air crashes happened in Pakistan. When an air disaster occurs in Pakistan, foreign investigations
team demands black box for investigation and they investigates properly (they decode the cock
pit voice recorders and find out facts) but we (people) don’t get the realities about air crashes
Actually General Aviation is both too diverse and its accident reports too limited in content, The
organizations behind each General Aviation operation are limited to few people, and flight data
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are rarely recorded that may allow an analysis of the communication and actions prior to an
accident. This research will bring facts about air crashes. This study aims to find out the causes
of air disasters occurred in the territory of Pakistan.

Purpose Statement

The purpose of this survey based study is to determine “the Causes of Air crashes that
happened in the territory of Pakistan.” The aim of this study is evaluate how many air crashes
happened due to pilot errors, Technical faults, safety and security issues, organizational factors
etc. To find out the most frequent cause of air crashes occurred in Pakistan, is also the purpose
of this research.

Significance of the Study

Independent media culture is to be found in Pakistan; Pakistanis consult media to be aware of

the environment. When an air disaster happens in Pakistan, and there is a question mark in the
minds of the people; why and how did it happen, what was the reason behind it, media focuses
on sayings of some officials that draw out the causes of an air disaster for answering the
people. Investigation team or inquiry team of CAAP (Civil Aviation Authority of Pakistan)
investigates the happenings very consciously and report the authority but people did not find
the facts about air crashes; what actually was reason behind an air crash. Only very small
number of people knew the true facts about air crashes and they don’t appear in the media.
Some persons with strong aviation background define the causes with their own opinions but
there is doubt in them.

Our research will be helpful to bring the reality in front of Pakistanis. It will also be helpful for
aviators and non aviators because research on air crashes has not been conducted in Pakistan
before except CAA Inquiry team. People focus on independent media so they didn’t get the
realities and our research will provide the facts.
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Objectives of the Research

 To determine the causes of air disasters happened in Pakistan.
 To indentify the opinions of Pilots, ATCOs, CEOs of aviation industries about the air
crashes in Pakistan.
 To compare the present study in Pakistan from study world wide about air crashes.
 To make people aware with facts and figures about air disasters occurred in Pakistan.

Research Questions and Hypotheses

Research Questions
Main Question
 What are the causes of air crashes occurred in the territory of Pakistan?

Sub Questions
 What are the opinions of professionals from aviation sector about the air crashes in
Pakistan?
 Which factor like pilot errors, organizational factors, weather conditions, affects more
for being cause of air crashes in Pakistan?
 What are acceptable causes of air crashes according to people in Pakistani context?
 How much safety and security issues affects on air crashes?
 How air crashes can be reduced?
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Hypothesis
Theoretical framework
Independent variables Dependent variable

Weather
conditions

Technical
errors Air crashes occurrence
in Pakistan

Safety and security

issues

Organizational
factors

Pilot
errors

1. H0= There is no relationship between pilot error and air crashes occurred in Pakistan.
H1= There is a relationship between pilot error and air crashes occurred in Pakistan.
The correlation shows the value less than 0.05 between pilot error and air crashes so H1
is accepted and H0 is rejected, referred as figure1.1, on page # 25.
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2. H0= There is no relationship between technical faults and air crashes occurred.
H1= There is a relationship between technical faults and air crashes occurred.
The correlation between technical faults and air crashes shows the value less than 0.05
so H1 is accepted and H0 is rejected, referred as figure1.2, on page # 29.

3. H0= There is no relationship between weather and air crashes occurred in Pakistan.
H1= There is a relationship between weather and air crashes occurred in Pakistan.
The correlation between weather and air crashes shows the value less than 0.05 so H1 is
accepted and H0 is rejected, referred as figure1.3, on page # 32.

4. H0= There is no relationship between organizational factors and air crashes occurred in
Pakistan.

H1= There is a relationship between organizational factors and air crashes occurred in
Pakistan.

The correlation between organizational factors and air crashes shows the value less than
0.05 so H1 is accepted and H0 is rejected, referred as figure1.4, on page # 34.

5. H0= There is no relationship between safety and security issues and air crashes in
Pakistan.

H1= There is a relationship between safety and security issues and air crashes in
Pakistan.

The correlation between safety and security issues and air crashes shows the value
greater than 0.05 so H1 is rejected and H0 is accepted, referred as figure1.5, on page #
35.
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Methodology of the Study

Site and Sample
Data for this research is collected from Lahore, Pakistan. Our population is “aviation
organizations” and the samples for data collection are: Hybrid Aviation and Lahore Flying Club
at Walton aerodrome Lahore, Allama Iqbal International airport (CAA of Pakistan) and Scaled
Aviation Industries (pvt.) Limited at Walton aerodrome. The data was collected from the
employees of aviation sector including both males and females. All these people are
professionals; ATCOs (air traffic control officers), Pilots, CEOs of aviation organizations. There
were senior air traffic controllers (SATCOs), assistant air traffic control officers (AATCOs), CEOs
of aviation organizations, pilots including Commercial and Cadet Pilots and PAF retired pilots for
data collection.

We chose simple random, convenience sampling techniques (non probability) and snow ball
sampling technique. (Probability)

Methods of Data Collection

This research is quantitative in nature, so a questionnaire was developed and took respondents’
views/opinions on self administered questionnaires. Close ended questions were asked in the
questionnaire. Every variable (whether independent or dependent) has 3 to 6 questions, total
we have 28 questions in the questionnaire to measure the variables.

The number of total filled questionnaires is 28.

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Data Analysis Procedures

Reliability of the Data

Scale: ALL VARIABLES

Case Processing Summary

N %

Cases Valid 22 78.6

Excludeda 6 21.4

Total 28 100.0

Reliability Statistics

Cronbach's
Alpha N of Items

.775 34

Frequency Distribution and Bar charts of Nominal and Ordinal

Variables

Gender (nominal) variable

Frequencies
Statistics

Gender

N Valid 28

Missing 0

Gender

Cumulative
Frequency Percent Valid Percent Percent

Valid Male 27 96.4 96.4 96.4

Female 1 3.6 3.6 100.0

Total 28 100.0 100.0

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Interactive Graph (Gender)

In above bar chart graph, the vertical column of male side is showing the numbders of
males who filled questionnaire who are 27 and other column shows number of females
which is only 1 as shown in the tables above.

Designation (Nominal) variable

Frequencies
Statistics

Designation

N Valid 27

Missing 1
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Statistics

Designation

N Valid 27

Designation

Frequency Cumulative
Percent Valid Percent Percent

Valid ATCO 10 35.7 37.0 37.0

CEO 2 7.1 7.4 44.4

Pilots 13 46.4 48.1 92.6

Retd. PAF Pilots 2 7.1 7.4 100.0

Total 27 96.4 100.0

Missing 56 1 3.6

Total 28 100.0

Interactive Graph
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In the graph and table above, shows that designations and their number from which we
collect data. Most of the data was collected from pilots wich were 13 and we also
collected data from ATCOs which were 10. PAF retired pilots and CEOs of aviation
industries are equal in quantity (2).

Five Figure Summary of Variable (Scale) and their Histograms

Organization (Scale) Variable

Frequencies Interactive Graph
Statistics

Organization

N Valid 27

Missing 1
The above table shows the five figure summary of scale
Mean 2.19

Median 2.00 variable named Organization.In the table, we

Mode 1a calculate/describe five figure summary which includes
Minimum 1
mean value, mode, median, minimum value and maximum
Maximum 5
value which values are 2.19, 1a, 2.00,1 and 5 respectively
and the histogram above describes the peak value or curve
shape for the organizations which indicates that maximum value that are in between 1
to 4.75 and above 5 are lower values of organizations like other aviation organizations.
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Pilot Error (Scale variable)

Frequencies Interactive Graph
Statistics

Piloterror

N Valid 28 In above table, shows the five figures summary of

Missing 0 Pilot error. Mean value of pilot error variable 2.41,
Mean 2.41 median 2.40, mode, maximum 3, minimum 1 are
Median 2.40 shown in the above table. The histogram shows high
Mode 2a and low values for pilot error such as from 2 to 3.3 are
Minimum 1 agreed that pilot error is a reason for air crashes in
Maximum 3 Pakistan an values less than 2 are disagreed and
Percentiles 25 2.20 above 4 are those that are strongly agreed.
50 2.40

75 2.80

Statistics Technical Faults Variable

Technicalfaults

N Valid 28 Frequencies
Missing 0 Interactive Graph
Mean 2.19

Median 2.25

Mode 3 Weather Conditions Variable

Minimum 1

Maximum 3

Percentiles 25 1.75

50 2.25

75 2.75
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Frequencies Interactive Graph

Statistics

Weatherconditions

N Valid 28

Missing 0

Mean 2.00

Median 2.00

Mode 1a

Minimum 0

Maximum 3

Percentiles 25 1.42

50 2.00

75 2.67

Organizational Factors Variable

Frequencies Interactive Graph
Statistics

Organizationalfactors

N Valid 28

Missing 0

Mean 1.9768

Median 1.9167

Mode 1.67a

Minimum 1.17

Maximum 3.17

Percentiles 25 1.6667

50 1.9167

75 2.2292

Safety and Security Issues Variable

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Frequencies Interactive Graph
Statistics

Safetyandsecurityissues

N Valid 28

Missing 0
Air Crashes Variable
Mean 2.12

Median 2.25 Frequencies

Mode 2 Interactive Graph
Minimum Statistics 1
Aircrashes
Maximum 4

N
Percentiles Valid
25 28
1.75

Missing
50 2.250

Mean 75 2.46
2.50
Median 2.33

Mode 2

Minimum 1

Maximum 4

Percentiles 25 2.00

50 2.33

75 2.67

In all above histograms and their tables, five figures summary of scale variables are
given in tables and their high (peak) and low values of variables are shown like from1.5
to 3.5 are the values of agreed people and minimum numbers of people that are not
agreed less than 1.5 are not agreed with the causes of air crashes in Pakistan and above
3.5 shows that there is strongly agree ness with air crashes.The adequate vertical curve
shows that data is distributed equally.
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Correlations between Variables with Scatter plot (graph) and tests

applications
Pilot Error and Technical Faults
Interactive Graph

This graph shows a correlation between pilot error and technical faults and a linear and
quadratic relations were applied and by seeing the difference between the values given
in the graph like, 0.172-0.11=0.062 which is greater than 0.05 and spearman’s test is
applied on it which details are shown below in the table.
Nonparametric Correlations
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Correlations

Piloterror Technicalfaults

Spearman's rho Piloterror Correlation Coefficient 1.000 .174

Sig. (2-tailed) . .377

N 28 28

Technicalfaults Correlation Coefficient .174 1.000

Sig. (2-tailed) .377 .

N 28 28

Pilot Error and Weather Conditions

Interactive Graph

The above graph explains the correlation of pilot error and weather conditions and the
values of linear and quadratic relations are 0.003-0.002=0.001 which is less than 0.05 so
Pearson’s test was applied on it which is shown in the table below.Less than 0.05
represents that H0 is rejected and H1 is accepted which means that there is a
relationship between the pilot error and weather conditions.
Correlations
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Correlations

Weathercondition
Piloterror s

Piloterror Pearson Correlation 1 .048

Sig. (2-tailed) .809

N 28 28

Weatherconditions Pearson Correlation .048 1

Sig. (2-tailed) .809

N 28 28

Pilot Error and Organizational Factors

Interactive Graph

Nonparametric Correlations
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Correlations

Organizationalfac
Piloterror tors

Spearman's Piloterror Correlation Coefficient 1.000 .257

rho
Sig. (2-tailed) . .187

N 28 28

Organizationalfactors Correlation Coefficient .257 1.000

Sig. (2-tailed) .187 .

N 28 28

Pilot Error and Safety and Security issue

Interactive Graph

Correlations
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Correlations

Safetyandsecurity
Piloterror issues

Piloterror Pearson Correlation 1 .369

Sig. (2-tailed) .053

N 28 28

Safetyandsecurityissues Pearson Correlation .369 1

Sig. (2-tailed) .053

N 28 28

Pilot Error and Air Crashes

Interactive Graph

Figure 1.1
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This graph shows a correlation between pilot error and air crashes and a linear and
quadratic relations were applied and by seeing the difference between the values given
in the graph 0.073-0.014=0.059 which is greater than 0.05 and spearman’s test is
applied on it which details are shown below in the table. The value greather than 0.05
represents that H0 is accepted H1 is rejected which means that there is no relationship
between air crashes and pilot error in Pakistan.

Nonparametric Correlations
Correlations

Piloterror Aircrashes

Spearman's rho Piloterror Correlation Coefficient 1.000 .021

Sig. (2-tailed) . .916

N 28 28

Aircrashes Correlation Coefficient .021 1.000

Sig. (2-tailed) .916 .

N 28 28

Technical Faults and Weather Conditions

Interactive Graph
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Correlations

Correlations

Weathercondition
Technicalfaults s

Technicalfaults Pearson Correlation 1 .197

Sig. (2-tailed) .315

N 28 28

Weatherconditions Pearson Correlation .197 1

Sig. (2-tailed) .315

N 28 28

Technical Faults and Organizational Factors

Interactive Graph
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Correlations

Correlations

Organizationalfac
Technicalfaults tors

Technicalfaults Pearson Correlation 1 .348

Sig. (2-tailed) .070

N 28 28

Organizationalfactors Pearson Correlation .348 1

Sig. (2-tailed) .070

N 28 28

Technical Faults and Safety and Security Issues

Interactive Graph
 28

Correlations

Correlations

Safetyandsecurity
Technicalfaults issues

Technicalfaults Pearson Correlation 1 .549**

Sig. (2-tailed) .003

N 28 28

Safetyandsecurityissues Pearson Correlation .549** 1

Sig. (2-tailed) .003

N 28 28

Technical Factors and Air Crashes

Interactive Graph

Figure1.2
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This graph shows a correlation between technical faults and air crashes and a linear and
quadratic relations were applied and by seeing the difference between the values given
in the graph 0.095-0.087=0.008 which is less than 0.05 and pearson’s test is applied on it
which details are shown below in the table. The value less than 0.05 represents that H 0
is rejected and H1 is accepted which means that there is a relationship between air
crashes and technical faults in Pakistan.

Correlations
Correlations

Technicalfaults Aircrashes

Technicalfaults Pearson Correlation 1 .295

Sig. (2-tailed) .128

N 28 28

Aircrashes Pearson Correlation .295 1

Sig. (2-tailed) .128

N 28 28

Weather Conditions and Organizational Factors

Interactive Graph
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Correlations

Correlations

Weathercondition Organizationalfac
s tors

Weatherconditions Pearson Correlation 1 .367

Sig. (2-tailed) .055

N 28 28

Organizationalfactors Pearson Correlation .367 1

Sig. (2-tailed) .055

N 28 28

Weather Conditions and Safety and Security Issues

Interactive Graph
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Correlations

Correlations

Weathercondition Safetyandsecurity
s issues

Weatherconditions Pearson Correlation 1 .105

Sig. (2-tailed) .594

N 28 28

Safetyandsecurityissues Pearson Correlation .105 1

Sig. (2-tailed) .594

N 28 28

Weather Conditions and Air Crashes

Interactive Graph

Figure 1.3
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This graph shows a correlation between weather conditions and air crashes and a linear
and quadratic relations were applied and by seeing the difference between the values
given in the graph 0.207-.0201=0.006 which is less than 0.05 and pearson’s test is
applied on it which details are shown below in the table. The value less than 0.05
represents that H0 is rejected and H1 is accepted which means that there is a
relationship between weather conditions and air crashes in Pakistan.
Correlations
Correlations

Weathercondition
s Aircrashes

Weatherconditions Pearson Correlation 1 .448*

Sig. (2-tailed) .017

N 28 28

Aircrashes Pearson Correlation .448* 1

Sig. (2-tailed) .017

N 28 28

Organizational Factors and Safety and Security Issues

Interactive Graph
 33

Correlations
Correlations

Organizationalfac Safetyandsecurity
tors issues

Organizationalfactors Pearson Correlation 1 .187

Sig. (2-tailed) .341

N 28 28

Safetyandsecurityissues Pearson Correlation .187 1

Sig. (2-tailed) .341

N 28 28

Organizational Factors and Air Crashes

Interactive Graph
 34

Figure 1.4
This graph shows a correlation between organizational factors and air crashes and a
linear and quadratic relations were applied and by seeing the difference between the
values given in the graph 0.005-0.024=0.019 which is less than 0.05 and pearson’s test is
applied on it which details are shown below in the table. The value less than 0.05
represents that H0 is rejected and H1 is accepted which means that there is a
relationship between organizational factors and air crashes in Pakistan.
Correlations
Correlations

Organizationalfac
tors Aircrashes

Organizationalfactors Pearson Correlation 1 .068

Sig. (2-tailed) .729

N 28 28

Aircrashes Pearson Correlation .068 1

Sig. (2-tailed) .729

N 28 28

Safety and Security Issues and Air Crashes

Interactive Graph
 35

Figure 1.5
This graph shows a correlation between safety and security issues and air crashes and a
linear and quadratic relations were applied and by seeing the difference between the
values given in the graph 0.077-0.006=0.071 which is greater than 0.05 andspearman’s
test is applied on it which details are shown below in the table. The value greater than
0.05 represents that H0 is accepted and H1 is rejected which means that there is no
relationship between safety and security issues and air crashes in Pakistan.
Nonparametric Correlations
Correlations

Safetyandsecurity
issues Aircrashes

Spearman's rho Safetyandsecurityissues Correlation Coefficient 1.000 .204

Sig. (2-tailed) . .299

N 28 28

Aircrashes Correlation Coefficient .204 1.000

Sig. (2-tailed) .299 .

N 28 28

Regression

Variables Entered/Removedb

Variables
Model Variables Entered Removed Method

1 Safetyandsecurity
issues,
Weathercondition
s, Piloterror, . Enter
Organizationalfac
tors,
Technicalfaultsa

a. All requested variables entered.

b. Dependent Variable: Aircrashes

 36

Model Summary

Adjusted R Std. Error of the

Model R R Square Square Estimate

1 .543a .295 .135 .529

a. Predictors: (Constant), Safetyandsecurityissues, Weatherconditions,

Piloterror, Organizationalfactors, Technicalfaults

ANOVAb

Model Sum of Squares df Mean Square F Sig.

1 Regression 2.577 5 .515 1.839 .147a

Residual 6.165 22 .280

Total 8.742 27

a. Predictors: (Constant), Safetyandsecurityissues, Weatherconditions, Piloterror,

Organizationalfactors, Technicalfaults

b. Dependent Variable: Aircrashes

Coefficientsa

Standardized
Unstandardized Coefficients Coefficients

Model B Std. Error Beta t Sig.

1 (Constant) 1.685 .623 2.705 .013

Piloterror .118 .212 .112 .555 .585

Technicalfaults .296 .208 .322 1.423 .169

Weatherconditions .366 .149 .477 2.459 .022

Organizationalfactors -.305 .282 -.225 -1.081 .291

Safetyandsecurityissues -.132 .199 -.146 -.662 .515

a. Dependent Variable: Aircrashes

We have the formula as shown below;

 37

y= a + bx1 + cx2 + dx3 +ex4……………………………………………………………..

y= Dependent Variable; Air Crashes
a= Constant
b, c, d= Slope cooeficient
x1, x2, x3 = Independent variable

According to the above formula, we have;

Air crashes = Constant + a (Pilot Error) + b (Technical Faults) + c (Weather

Conditions) + d (Organizational Factors) +e (Safety and Security Issues)

Air crashes = 1.685 + 0.118 x1+ 0.296 x2 + 0.366 x3 + (– 0.305) x4 + (– 0.132) x5

Our research regression shows that the independent variables that we have used in this
research have 13.5% impact on air crashes (dependent variable) as shown above model
summary table.
In this quantitative research, conduction of research is taken as a limitation of this
research; we have researched limited to the Pakistan relative to our topic anyone who
can do conduct his research on The causes of Air crashes outside the Pakistan, is a
delimitation of this research.

Conclusion

Experiments and surveys show that the air crashes that have been occurred in the
territory of Pakistan are due to pilot errors, weather conditions, technical faults and
organizational factors and there is no relationship between safety and security issues
and air crashes that have been happened in Pakistan.We test the hypotheses and
concluded that safety and security issues don’t become cause of air crashes in Pakistan,
mostly people disagreed with this to be reason for air crashes. We concluded that
according to our research 50% people are agreed with that air crashes are unavoidable,
 38

32.1% are disagreed with that statemnet and 17.84% answered neutral. 46.42% peolple
said that the rate of air crashes is not increasing in Pakistan with the passage of time,
14.2% don’t know about it and 39.2% targeted population are agreed with increasing
the rate of air crashesin Paskistan.

93% persons said that the ratio of air crashes in Pakistan can be reduced by identifying
hazards and controlling incidents, this can be accomplished by adopting SMS (Safety
Management Strategies) from ICAO document of safety SMS (Safety Management
Manual). ICAO has demended the Safety Manual from all Contracting states upto 2012.
SOPs (Standard Operating Procedures) should be followed almost in every operation
related to aviation. There should be proper management system in the airlines existing
in Pakistan that is not only necessary for safe conduct of flight but it should be useful for
the airline.