Statistical summary: Air transportation occurrences in 2014

Foreword

This document provides Canadians with an annual summary of selected aviation safety data. The Transportation Safety Board of Canada (TSB) gathers and uses this data during the course of our investigations to analyse safety deficiencies and identify risks in the Canadian transportation system.

On March 12, 2014, the TSB implemented new regulations that changed the reporting requirements effective July 1, 2014. These changes are reflected in this statistical summary.

Users of these statistics are advised that, in a live database, the occurrence data are constantly being updated. Consequently, the statistics may change slightly over time. Further, as many occurrences are not formally investigated, information recorded for some occurrences may not have been verified. The 2014 statistics presented here reflect the TSB database updated on February 17, 2015.

To enhance awareness and increase the safety value of the material presented in the TSB Statistical Summary—Aviation Occurrences 2014, 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 sent to the following address:

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

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

Accidents

Overview of accidents and fatalities

In 2014, a total of 249 aviation accidents were reported to the TSB, a 10% decrease from the previous year's total of 276 and a 12% decrease from the 5-year average of 282. Of the total, 212 involved Canadian-registered aircraft (excluding ultra-lights)^{Footnote 1}, a 13% decrease from the previous year's total of 243 (Figure 1), and a 12% decrease from the 5-year average of 241.

The 2014 estimate of flying activity is 4,433,000 hours^{Footnote 2}, and the accident rate for Canadian-registered aircraft was 4.6 accidents per 100,000 flying hours, a decrease from the previous year's accident rate of 5.2 Analysis using linear regression indicates a statistically significant downward trend in accident rates (p < .001)^{Footnote 3} over the 10-year period from 2005 to 2014 (Figure 1). Similarly, the 2014 accident rate of 3.4 accidents per 100,000 aircraft movements decreased from the 2013 rate of 3.9 accidents per 100,000 aircraft movements, and that rate has also trended significantly downward (p < .05) over the same 10-year period.

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The 212 accidents involving Canadian-registered aircraft (Figure 2),included 170 accidents involving aeroplanes^{Footnote 4} (34 accidents involved commercially operated aeroplanes) and 34 accidents involving helicopters. The remaining 8 accidents involved gliders, gyroplanes, balloons, or unmanned aerial vehicles (UAVs).

Of the 34 accidents involving Canadian-registered commercially operated aeroplanes (5 airliners, 1 commuter aircraft, 18 air taxi, 8 aerial work, and 2 flight training) in 2014, 2 resulted in a total of 4 fatalities (Table 4). One fatal accident involved air taxi, and one fatal accident involved aerial work.

A total of 131 accidents involved Canadian-registered private/other aeroplanes, 11% lower than the 5-year average of 148. In 2014, 8 such accidents resulted in fatalities, down from 16 in 2013, and down from the 5-year average of 15.

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In 2014, 10 fatal accidents involved Canadian-registered aircraft other than ultra-lights (Figure 3), substantially down from the 2013 total of 32 and down from the 5-year average of 31.

The number of fatalities (15), was substantially lower than the 2013 total of 60, and the 5-year average of 61. The number of serious injuries (29) was higher than the 2013 total of 19 but slightly lower than the 5-year average of 33.

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In 2014, crew fatalities accounted for 71% of aircraft fatalities, and passenger fatalities accounted for 29%.

In 2014, 34 accidents involved Canadian-registered helicopters, similar to the 5-year average of 33. Unlike in 2013, where there were 6 fatal accidents resulting in 12 fatalities, in 2014, none of the helicopter accidents were fatal. This is the first year without helicopter fatalities in the last ten years. Over the past 10 years, the highest proportion of helicopter accidents occurred during air transport operations (41%), pleasure/travel (16%), and training (6%).

In 2014, 31 accidents in Canada involved Canadian-registered ultra-light aircraft, an 11% increase from the 5-year average of 28. Two of these were fatal accidents resulting in 2 fatalities.

In 2014, 7 accidents involved foreign-registered aircraft in Canada, with 2 fatal accidents resulting in 4 fatalities.

Accidents by selected categories

Province (Table 8)

In 2014, The total number of Canadian-registered aircraft accidents were slightly lower than the 5-year average for most provinces (Figure 4). Quebec accounted for 27% of Canadian-registered aircraft accidents, Ontario accounted for 25%, and Alberta accounted for 15%. These accidents were approximately proportional to the number of registered aircraft in those provinces^{Footnote 5}.

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Accident events and phases (Tables 11 and 12)

Accidents may be analyzed in more detail by examining the nature and distribution of selected events contributing to an occurrence. Tables 11 and 12 show counts of accidents involving selected event types within each phase of flight.

Although a single accident may involve more than one event within a phase, that accident is only counted once in the phase total. Therefore, the total of events within a phase will not sum to phase event totals. For example, in the take-off phase, if an occurrence involves both loss of control and power loss events, the occurrence is counted in each event category, but only once in the phase total. As well, approximately 5% of aeroplane accidents and 25% of helicopter accidents involve events in more than one phase of flight (not including post-impact), so the accidents shown in Figure 5 and Figure 6 sum to more than the total of accidents.

In 2014, the distribution was similar to that of 2013. The greatest numbers of aeroplane accidents were associated with landing (56%) and take-off (27%) phases of flight, followed by approach (15%) and en route (13%) phases. The greatest numbers of helicopter accidents were associated with landing (35%), takeoff (26%), and en route (21%) phases of flight, followed by manoeuvering^{Footnote 6} (18%) and standing/taxiing (12%) phases. The figures below show the distribution of accidents per phase of flight for the period 2005–2014.

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Aeroplane accidents

From 2005 to 2014, of the 1,159 aeroplane accidents with landing phase events, 21% involved collision with object, 21% involved missing or going off the runway, 18% involved landing gear collapse or retraction, and 18% involved a nosedown or overturning event. Of the 475 aeroplane accidents with take-off phase events, 30% involved collision with terrain, 29% involved collision with object, and 28% involved loss of control.

Fatal aeroplane accidents

Collision with terrain was the predominant event in fatal aeroplane accidents from 2005 to 2014. Collision with terrain was involved in 57% of the 46 fatal aeroplane accidents with takeoff phase events, 69% of 87 fatal aeroplane accidents with en route phase events, 72% of 25 fatal aeroplane accidents with manoeuvering phase events, 68% of 47 fatal aeroplane accidents with approach phase events, and 48% of 31 fatal aeroplane accidents with landing phase events.

Helicopter accidents

From 2005 to 2014, of the 147 helicopter accidents with landing phase events, 27% involved a hard landing, 24% involved a collision with object, 22% involved collision with terrain, and 19% involved loss of control. Of the 99 helicopter accidents with manoeuvering phase events, 47% involved collision with terrain, 27% involved loss of control, and 27% involved collision with object.

Fatal helicopter accidents

Collision with terrain was also the predominant event in fatal helicopter accidents from 2005 to 2014. Collision with terrain was involved in 8 of 11 fatal helicopter accidents with takeoff phase events, 21 of 27 fatal helicopter accidents with en route phase events, 15 of 23 fatal helicopter accidents with manoeuvering phase events, 4 of 9 fatal helicopter accidents with approach phase events, and 6 of 7 fatal helicopter accidents with landing phase events.

Operation type (Table 6)

In 2014, aeroplane accidents occurred mainly on recreational flights (56%), followed by training (16%) and air transport flights (13%). Helicopter accidents occurred mainly on air transport flights (53%) and recreational flights (21%).

Incidents

Overview of incidents

Pursuant to TSB mandatory incident reporting requirements, 738 incidents were reported in 2014, with 653 involving Canadian-registered aircraft. This is an 8% increase from the 2013 total of 686, and 2% increase from the 5-year average of 721. On March 12, 2014, the TSB issued new regulations that changed the reporting requirements effective July 1, 2014. Under the new reporting requirements, aviation incidents include aircraft having a maximum certificated take-off weight greater than 2,250 kg (formerly 5,700 kg) and aircraft being operated under an air operator certificate issued under Canadian Aviation Regulations, Part VII. The increase in incidents in 2014 is consistent with this change.

In 2014, the most frequent incident types involving all Canadian-registered and foreign-registered aircraft were declared emergency (42%), engine failure, (14%), and risk of collision or loss of separation (13%) (Figure 7).

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Appendices

Appendix A: Data tables

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 5,700 kg, or from the operation of a rotorcraft having a MCTOW greater than 2,250 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 8,618 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 8,618 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 8,618 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.