AVIATION STATISTICS - 2000

Foreword

This document provides users of Canadian aviation safety data with an annual summary of selected statistics on aviation occurrences. Information in this summary is also posted on the Transportation Safety Board of Canada (TSB) Internet site at http://www.bst-tsb.gc.ca.

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 2000 statistics presented here reflect the TSB database updated as of 8 March 2001.

To enhance awareness and increase the safety value of the material presented in the TSB Statistical Summary, Aviation Occurrences 2000, readers are encouraged to copy or reprint in whole, or in part, for further distribution of the data presented (with acknowledgement 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
Information Strategies and Analysis Directorate
Place du Centre
200 Promenade du Portage
4^th Floor
Gatineau, Quebec
K1A 1K8

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

© Minister of Public Works and Government Services Canada 2001
Cat. No. TU1-3/2000
ISBN 0-662-65660-1

Overview

Accidents

Total Number of Accidents and Fatal Accidents (Tables 1 and 2)

In 2000, a total of 377 aviation accidents were reported to the TSB. Of this number, which excludes ultralights, 321 accidents involved Canadian-registered aircraft, a decrease of 6% from 1999 (Figure 1). Using linear regression, it can be shown that the number of accidents has declined significantly (p<.001) over the last 10 years.

Based on an estimated small increase in flying activity, the accident rate is estimated to have fallen from 8.3 accidents per 100 000 flying hours in 1999 to 7.5 in 2000, a figure that is at its lowest in over 10 years.

The 321 accidents to Canadian-registered aircraft (excluding ultralights) involved 258⁽¹⁾ aeroplanes (78 of which were commercially operated) and 53 helicopters. The remaining 12 were either balloons, gliders or gyrocopters.

* Canadian-registered aircraft (excluding ultralights)
** Accident rates per 100 000 flying hours

There were 78 commercial aeroplanes (9 airliners, 4 commuter aircraft and 65 air taxi/aerial work) involved in accidents in 2000 (Figure 2). Of these, 1 airliner, 1 commuter aircraft and 5 air taxi/aerial work aircraft were involved in fatal accidents.

A total of 179 private aeroplanes were involved in accidents, slightly higher than figures recorded in recent years, but considerably lower than those recorded earlier in the decade. In 2000, 17 such accidents resulted in fatalities, about the same as in previous years.

In 2000, Canadian-registered aircraft, excluding ultralights, were involved in 36 fatal accidents⁽²⁾, 9% less than the 1995-1999 average (Figure 3). Relative to the previous five-year average, the number of fatalities (63) decreased by 22%, but the number of serious injuries (54) increased by 7%.

Aeroplanes operated by the state (i.e. operated by federal or provincial governments) were involved in only 1 accident in 2000 which resulted in 2 fatalities.

In 2000, helicopters were involved in 10 fatal accidents, resulting in 17 fatalities. Helicopter accident figures have tended to be relatively stable at about 50 to 70 per annum, including this year with 53. The highest proportion of helicopter accidents occur during training (21%) and air transport operations (21%).

In 2000, 38 ultralight aircraft and 18 foreign-registered aircraft were involved in accidents in Canada. Of the accidents involving ultralight aircraft, 5 resulted in 9 fatalities, less than half of last year, but still consistent with previous years. Of the accidents involving foreign-registered aircraft, 7 resulted in 18 fatalities.

Accidents by Selected Categories (Tables 3 to 8)

Province: Although there was a decrease in the number of accidents for Canadian-registered aircraft from 341 in 1999 to 321 in 2000, there were a few notable changes by province. Alberta, Saskatchewan and Manitoba saw a substantially lower number of accidents (40, 9 and 17 respectively) compared to their previous five-year average (52, 23 and 26 respectively). Conversely, the Atlantic provinces showed an increase over their previous five-year average (29 compared to 19).

Events and Phases: 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. In 2000, the most common first event in aeroplane accidents was take-off/landing event (about 18%). Control loss (16%), power loss (14%) and collision with terrain (12%) were the next most common first events. Collision with object and power loss were the most common first events in helicopter accidents, accounting for about 26% and 17% respectively.

The 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 34% 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 25% of aeroplane accidents occur during the take-off phase; in these accidents, power loss and control loss were the more common first events. The en route phase accounted for about 16% of aeroplane accidents, power loss being the most common first event in that flight phase.

The approach/landing phase accounted for 26% of helicopter accidents, with the most common first events being collision with object and control loss. About 15% of helicopter accidents occurred in the take-off phase; collision with object, control loss and power loss being common first events. Both the manoeuvring (16%) and hover/lifting phases (16%) have collision with object as the most common first event.

Pilot Licences: First events vary with the licence type of the pilot. Students and aeroplane pilots with private pilot licences were more commonly involved in accidents where the first event was control loss, take-off/landing event, or power loss. However, commercial or air transport pilots were involved in proportionally more accidents related to landing gear (or other component) failure than pilots with other licence types.

Operation Type: In 2000, aeroplane accidents occurred mainly on recreational flights or cross-country navigation (45%), followed by air transport flights (21%).

Incidents (Tables 1, 9 and 10)

Pursuant to TSB mandatory incident reporting requirements, 729 incidents were reported in 2000, 582 of which involved Canadian-registered aircraft.

In 2000, the most frequent incident types were declared emergency (30%), collision, risk of collision or loss of separation (24%), and engine failure (23%). The remainder were mostly smoke/fire incidents (Figure 5).

The first event in declared emergency on Canadian-registered aircraft usually involved component failures; the most common of which were landing gear, hydraulic system, and electrical system.

Over the past five years, the majority of risk of collision incidents involving Canadian-registered aircraft had air traffic services (ATS)-related or air proximity events⁽³⁾ as their first event.

Appendix 1 - 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 paragraph (a).

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 which 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, of any of the following aircraft:

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.

Air Taxi / Aerial Work Aircraft

An aeroplane used by a Canadian operator for a "for-hire" basis that does not satisfy the definition of an airliner or a commuter aircraft.

State Operators

State operators include the federal and provincial governments.

Private Operators

Private operators include individuals flying for pleasure and companies flying for business reasons. Included are flights on which it is not possible to transport people or cargo on a "for-hire" basis.

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1. As some occurrences involve more than one aircraft, users are cautioned to note differences between number of occurrences and number of aircraft involved in occurrences. All tables except Table 1 exclude ultralight aircraft; all tables except Tables 1 and 3 also exclude balloons, gliders and gyrocopters.

2. One of the 36 accidents involved a glider.

3. Please refer to the definitions in Appendix 1 for explanations for ATS-related and air proximity events.