Just very briefly, there are only a few more slides showing the Canadian data that we've analyzed. Basically, we looked at the commercial and private aircraft, but we didn't look at the experimental ones. The Department of National Defence has been participating in this analysis, so we also looked at the Department of National Defence occurrences. In 2000 we analyzed 52 accidents, which included one from DND.
This slide just briefly shows you the number of helicopters in Canada. In total, if we look at the year 2000, at the bottom, there were 1,449 aircraft. In 2008, there were 2,356; the biggest segment is single-engine turbine helicopters, which went from 888 to almost 1,400 aircraft. That's because of the demand in Canada, especially in the mining sector. It requires more single-engine types of turbine helicopters for exploration.
The accident rate in Canada is the same as the world's. Basically, it's been flat. We've been averaging about 50 accidents per year, and 8 or 10 fatal accidents per year as well. Again, it's a requirement for bettering the systems out there.
The next chart is just the exposure rate: the flight hours that the industry is flying. The data we had was up to 2007. There is a definite increase. We know that the economy was doing well. The mining was very strong and there was an increased demand in helicopters. Again, the single-engine turbine helicopter was the one that had the highest demand.
In accidents, it also indicates that the single-engine turbine is number one. However, the single-engine piston aircraft, which is used in training--private aircraft or private use--is right behind. Based on the exposure rate, it has a higher accident rate. So, again, single-engine turbine and single-engine piston.... This is just a cross-segment, but the majority of the flying that we see in Canada is, again, in mining. We see a number of EMS aircraft, but mining support and forest fires are the types of activities that we see the most.
As we near the end, from the precursors and the problem statements that we have seen, pilot judgment is number one. We've compiled our data with the European and the U.S. data and it's the same thing: pilot judgment is at the top. Basically, there are data issues. The mission risk is number three, and it's probably higher in Canada than in other countries because of the type of terrain and type of work that we do.
We'll have these slides available for you a bit later on. This is a wrap-up slide.