Aviation Statistics - 2009

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Statistical Summary - Aviation Occurrences 2009

Foreword

This document provides users of Canadian aviation safety data with an annual summary of selected statistics on aviation occurrences.

Users of these statistics are advised that, in a live database, the occurrence data are constantly being updated. Consequently, the statistics can change slightly over time. Further, as many occurrences are not formally investigated, information recorded on some occurrences may not have been verified. Therefore, caution should be used when utilizing these statistics. The 2009 statistics presented here reflect the TSB database updated as of 2 March 2010.

To enhance awareness and increase the safety value of the material presented in the TSB Statistical Summary, Aviation Occurrences 2009, readers are encouraged to copy or reprint the data presented, in whole or in part, for further distribution (with acknowledgements of the source).

The TSB is an independent agency operating under its own Act of Parliament. Its sole aim is the advancement of transportation safety.

Comments on this document can be forwarded to the following address:

Transportation Safety Board of Canada
Communications Division
Place du Centre
200 Promenade du Portage
4th Floor
Gatineau, Quebec
K1A 1K8

Telephone: (819) 994-3741
Facsimile: (819) 997-2239
E-mail: communications@tsb.gc.ca

© Minister of Public Works and Government Services Canada 2009
Cat. No. TU1-3/2009E
ISBN 978-1-100-17629-1

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Table of Contents

Aviation Occurrences in 2009

• Accidents
  • Overview of Accidents and Fatalities
  • Accidents by Selected Categories
• Incidents
  • Overview of Incidents

Appendices

• Appendix A - Aviation Occurrence Tables
• Appendix B - Definitions

Tables

• Table 1 - Aviation Occurrences and Casualties, 2000-2009
• Table 2 - Canadian-Registered Aircraft Involved in Accidents, Accident Rates and Fatalities by Operator Type, 2000-2009
• Table 3 - Accidents Involving Canadian-Registered Aircraft by Province/Territory, 2000-2009
• Table 4 - Canadian-Registered Aircraft Involved in Accidents by First Event and Phase of Flight, 2000-2009
• Table 5 - Canadian-Registered Aircraft Involved in Accidents, First Event vs. Phase of Flight, 2000-2009
• Table 6 - Canadian-Registered Aeroplanes Involved in Accidents, First Event vs. Commercial or Operator Type, 2000-2009
• Table 7 - Canadian-Registered Aeroplanes Involved in Accidents, First Event vs. Pilot Licence Type, 2000-2009
• Table 8 - Canadian-Registered Aircraft Involved in Accidents by Operation Type, 2000-2009
• Table 9 - Reportable Incidents Involving Canadian-Registered Aircraft by Incident Type, 2000-2009
• Table 10 - Canadian-Registered Aircraft Involved in Reportable Incidents, Selected Incident Types vs. First Event, 2000-2009

Figures

• Figure 1 - Accidents and Accident Rates, 2000-2009
• Figure 2 - Canadian-Registered Aircraft Involved in Accidents by Aircraft Type, 2009
• Figure 3 - Fatalities and Fatal Accidents, 2000-2009
• Figure 4 - Canadian-Registered Aircraft Involved in Accidents by Province, 2009
• Figure 5 - Reportable Incidents by Type, 2009

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Aviation Occurrences in 2009

Accidents

Overview of Accidents and Fatalities (Tables 1, 2, 3 and 8)

In 2009, a total of 297 aviation accidents were reported to the TSB. Of this number, 249 involved Canadian-registered aircraft (excluding ultralights), a 1.2% decrease from 2008 (Figure 1).

Flying activity is lower than last year and the accident rate has increased from the 2008 accident rate of 5.5 accidents per 100 000 flying hours to 5.9. However, statistical analysis using linear regression still indicates a significant downward trend in accident rates (p < .01)¹ over the past 10 years.

The 249 accidents involving Canadian-registered aircraft (excluding ultralights) included 215 aeroplanes² (54 of which were commercially operated) and 32 helicopters. The remaining 7 were balloons, gliders or gyrocopters.

Figure 1 - Accidents and Accident Rates,³ 2000-2009 [D]

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Of the 54 commercial aeroplanes (2 airliners, 5 commuter aircraft, 36 air taxi and 11 aerial work) involved in accidents in 2009 (Figure 2), 5 air taxi aircraft were involved in fatal accidents. There were no fatal accidents involving airliners, commuter aircraft or aerial work aircraft.

A total of 158 private/corporate/other aeroplanes were involved in accidents, 5% higher than the five-year average of 150. In 2009, 15 such accidents resulted in fatalities, up from 13 in 2008 and equal to the five-year average.

Figure 2 - Canadian-Registered Aircraft Involved in Accidents by Aircraft Type, 2009 [D]

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In 2009, Canadian-registered aircraft, excluding ultralights, were involved in 28 fatal accidents (Figure 3), 8% higher than last year's total of 26 but lower than the 2004-2008 average of 30. The number of fatalities (64) was higher than the five-year average (49), and the number of serious injuries (34) decreased slightly from the five-year average (40). Passenger fatalities accounted for 55% of aircraft fatalities in 2009, and crew member fatalities accounted for 45% (excluding fatalities from ultralight accidents).

Figure 3 - Fatalities and Fatal Accidents, 2000-2009 [D]

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Aeroplanes operated by the state (that is, operated by federal or provincial governments) were involved in 2 accidents in 2009, with no fatalities.

In 2009, 32 helicopters were involved in accidents, yielding a 32% decrease from the five-year average of 47. Of the 32 helicopters, 7 were involved in fatal accidents, resulting in 26 fatalities. Over the past 10 years, the highest proportion of helicopter accidents occurred during air transport operations (34%) and training (13%).

In 2009, 34 ultralight aircraft were involved in accidents in Canada, with 3 accidents resulting in 4 fatalities, which is a 45% decrease from the five-year average.

In 2009, 14 accidents involved foreign-registered aircraft in Canada, with 2 fatal accidents resulting in 2 fatalities.

Accidents by Selected Categories

Province (Table 3): In 2009, Ontario and Quebec each accounted for 24% of Canadian-registered aircraft accidents, while British Columbia accounted for 18%. Canadian-registered aircraft accidents were lower than the five-year average in the Atlantic Provinces, Ontario, Saskatchewan, Alberta, British Columbia Nunavut, Yukon and Northwest Territories, and higher than the five-year average in Quebec and Manitoba (Figure 4).

Figure 4 - Canadian-Registered Aircraft Involved in Accidents by Province, 2009 [D]

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Events and Phases (Tables 4 to 7): Accidents are frequently classified according to the first event (or abnormal condition) in the sequence of events that led to the occurrence. This classification serves to demonstrate the nature and distribution of safety-significant events, and how these events shift over time. However, the first event should not be construed to be the cause of the accident.

In 2009, the most common first events in aeroplane accidents were take-off/landing events (20%) and power loss events (14%) . Control loss (13%) and collision with object (10%) were the next most common first events. In helicopter accidents, power loss (15%), collision with object (15%), and collision with terrain (15%) were the most common first events.

The 2000-2009 statistics show that the first event leading to an accident varies substantially according to the flight phase of the aircraft involved. For aeroplanes, accidents during the landing phase account for about 38% of total accidents. The most common first events in such accidents were landing (such as nose over, tire blow-out, etc.) and control loss. Approximately 22% of aeroplane accidents occur during the take-off phase; in these accidents, power loss and control loss were the most common first events. The en-route phase accounted for about 14% of aeroplane accidents, with power loss being the most common first event in that flight phase.

The approach/landing phase accounted for 32% of helicopter accidents, with the most common first events being collision with object and power loss. The en route phase (20%) had power loss and collision with terrain as the most common first events. The take-off phase (15%) had collision with terrain and dynamic rollover as the most common first events. The maneuvering phase (14%) had collision with object, power loss, and collision with terrain as the most common first events.

Operation Type (Table 8): In 2009, aeroplane accidents occurred mainly on recreational flights (51%), followed by training flights (20%) and air transport (16%). Helicopter accidents occurred mainly on air transport flights (31%), followed by recreational flights (16%) and training flights (16%).

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Incidents

Overview of Incidents (Tables 1, 9 and 10)

Pursuant to TSB mandatory incident reporting requirements, 804 incidents were reported in 2009, 656 of which involved Canadian-registered aircraft.

In 2009, the most frequent incident types were declared emergency (36%), risk of collision or loss of separation (21%), and engine failure (14%) (Figure 5).

Figure 5 - Reportable Incidents by Type, 2009 [D]

Over the past five years, the first event in declared emergency on Canadian-registered aircraft usually involved component failures, the most common of which were landing gear or hydraulic system failures.

The majority of risk of collision/loss of separation incidents involving Canadian-registered aircraft had an air traffic services (ATS)-related event⁴ as their first event.

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Appendix A - Aviation occurrence tables

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Appendix B – Definitions

The following definitions apply to aviation occurrences that are required to be reported pursuant to the Canadian Transportation Accident Investigation and Safety Board Act and the associated regulations.

Aviation Occurrence

1. Any accident or incident associated with the operation of an aircraft; and
2. Any situation or condition that the Board has reasonable grounds to believe could, if left unattended, induce an accident or incident described in a) above.

Reportable Aviation Accident

An accident resulting directly from the operation of an aircraft where

1. a person sustains a serious injury or is killed as a result of
   1. being on board the aircraft;
   2. coming into contact with any part of the aircraft or its contents; or
   3. being directly exposed to the jet blast or rotor downwash of the aircraft;
2. the aircraft sustains damage that adversely affects the structural strength, performance or flight characteristics of the aircraft and that requires major repair or replacement of any affected component part; or
3. the aircraft is missing or inaccessible.

Reportable Aviation Incident

An incident resulting directly from the operation of an aeroplane having a maximum certificated take-off weight (MCTOW) greater than 5700 kg, or from the operation of a rotorcraft having a MCTOW greater than 2250 kg, where

1. an engine fails or is shut down as a precautionary measure;
2. a transmission gearbox malfunction occurs;
3. smoke or fire occurs;
4. difficulties in controlling the aircraft are encountered owing to any aircraft system malfunction, weather phenomena, wake turbulence, uncontrolled vibrations or operations outside the flight envelope;
5. the aircraft fails to remain within the intended landing or take-off area, lands with all or part of the landing gear retracted, or drags a wing tip, an engine pod, or any other part of the aircraft;
6. any crew member whose duties are directly related to the safe operation of the aircraft is unable to perform the crew member’s duties as a result of physical incapacitation that poses a threat to the safety of any person, property, or the environment;
7. depressurization occurs that necessitates an emergency descent;
8. a fuel shortage occurs that necessitates a diversion or requires approach and landing priority at the destination of the aircraft;
9. the aircraft is refuelled with the incorrect type of fuel or contaminated fuel;
10. a collision, risk of collision, or loss of separation occurs;
11. a crew member declares an emergency or indicates any degree of emergency that requires priority handling by an air traffic control unit or the standing by of emergency response services;
12. a slung load is released unintentionally or as a precautionary or emergency measure from the aircraft; or
13. any dangerous goods are released in or from the aircraft.

Serious Injury

An injury that is sustained by a person in an accident and that

1. requires hospitalization for more than 48 hours, commencing within seven days of the date the injury was received; or
2. results in a fracture of any bone (except simple fractures of fingers, toes or nose); or
3. involves lacerations that cause severe haemorrhage or nerve, muscle or tendon damage; or
4. involves injury to any internal organ; or
5. involves second- or third-degree burns, or any burns affecting more than 5% of the body surface; or
6. involves verified exposure to infectious substances or injurious radiation.

ATS-Related Event

Any event related to the provision of air traffic control services including, but not limited to, failure or inability to provide service, emergency handling, or loss of in-flight separation.

Air Proximity Event

A situation in which, in the opinion of a pilot or air traffic services personnel, the distance between aircraft as well as their positions and speed have been such that the safety of the aircraft involved may have been compromised.

Commercial Operators

Commercial operators include carriers that offer a “for-hire” service to transport people or goods, or to undertake specific tasks such as aerial photography, flight training, or crop spraying.

Airliner

An aeroplane used by a Canadian air operator in an air transport service or in aerial work involving sightseeing operations, that has a MCTOW of more than 8618 kg (19 000 pounds) or for which a Canadian type certificate has been issued authorizing the transport of 20 or more passengers.

Commuter Aircraft

An aeroplane used by a Canadian air operator, in an air transport service or in aerial work involving sightseeing operations, in which the aircraft is:

1. a multi‑engined aircraft that has a MCTOW of 8618 kg (19 000 pounds) or less and a seating configuration, excluding pilot seats, of 10 to 19 inclusive;
2. a turbo‑jet‑powered aeroplane that has a maximum zero fuel weight of 22 680 kg (50 000 pounds) or less and for which a Canadian type certificate has been issued authorizing the transport of not more than 19 passengers.

Aerial Work Aircraft

A commercially operated aeroplane or helicopter used in aerial work involving

1. the carriage on board of persons other than flight crew members;
2. the carriage of helicopter external loads;
3. the towing of objects; or
4. the dispersal of products.

Air Taxi Aircraft

A commercially operated aircraft used in an air transport service or in aerial work involving sightseeing operations, in which the aircraft is:

1. a single‑engined aircraft;
2. a multi‑engined aircraft, other than a turbo‑jet‑powered aeroplane, that has a MCTOW of 8618 kg (19 000 pounds) or less and a seating configuration, excluding pilot seats, of nine or less; or
3. any aircraft that is authorized by the Minister of Transport to be operated under Part VII, Subpart 3, Division 1 of the Canadian Aviation Regulations (CARs).

State Operators

State operators include the federal and provincial governments.

Corporate Operators

Corporate operators include companies flying for business reasons.

Private Operators

Private operators include individuals flying for pleasure. Included are flights on which it is not possible to transport people or cargo on a “for-hire” basis.

1. It is agreed by convention that, for a result to be considered statistically significant, its probability must be lower than 1 in 20 (that is, p<.05).↑
2. As some occurrences involve more than one aircraft, users are cautioned to note differences between the number of occurrences and the number of aircraft involved in occurrences. All tables except Table 1 exclude ultralight aircraft; all tables except Tables 1 and 4 also exclude balloons, gliders and gyrocopters.↑
3. Canadian‑registered aircraft (excluding ultralights).↑
4. Refer to Appendix B for the definition of ATS-related event.↑