Statistical Summary, Aviation Occurrences 2011

Table of contents

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 2011 statistics presented here reflect the TSB database updated as of 15 February 2012.

To enhance awareness and increase the safety value of the material presented in the TSB Statistical Summary, Aviation Occurrences 2011, 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.

Aviation occurrences in 2011

Accidents

Overview of accidents and fatalities (tables 1, 2, 3a, 3b and 6)

In 2011, a total of 257 aviation accidents were reported to the TSB. Of this number, 230 involved Canadian-registered aircraft (excluding ultralights), a 6% decrease from 2010 (Figure 1).

The 2011 estimate of flying activity is 3,966,000 hours, and the accident rate for Canadian-registered aircraft decreased from the 2010 accident rate of 5.8 accidents per 100 000 flying hours to 5.7. Statistical analysis using linear regression indicates a significant downward trend in accident rates (p < .01)¹ over the past 10 years.

The 230 accidents involving Canadian-registered aircraft (excluding ultralights) included 192 accidents involving aeroplanes² (49 accidents involved commercially operated aeroplanes) and 35 accidents involving helicopters. The remaining 3 accidents involved balloons, gliders or gyrocopters.

Figure 1—Accidents and accident rates,³ 2002–2011

Of the 49 accidents involving commercial aeroplanes (5 airliners, 4 commuter aircraft, 26 air taxi and 14 aerial work) in 2011 (Figure 2), 6 fatal accidents involved air taxi aircraft, 2 fatal accidents involved aerial work, one fatal accident involved a commuter aircraft, and one fatal accident involved an airliner.

A total of 138 accidents involved private/other aeroplanes, 6% lower than the five-year average of 147. In 2011, 11 such accidents resulted in fatalities, down from 2010, and down four from the five-year average.

In 2011, 30 fatal accidents involved Canadian-registered aircraft other than ultralights (Figure 3), slightly lower than last year's total of 31 but the same as the 2006–2010 average of 30. The number of fatalities (65) was higher than the five-year average (56), and the number of serious injuries (37) decreased from the five-year average (40).

In 2011, for all reportable accidents, crew fatalities accounted for 53% of aircraft fatalities, passenger fatalities accounted for 41%, and ground fatalities accounted for 6%.

Figure 3—Fatalities and fatal accidents, 2002–2011

Two accidents involved aeroplanes operated by the state (that is, operated by federal or provincial governments) in 2011, with no fatalities.

In 2011, 35 accidents involved helicopters, yielding a 15% decrease from the five-year average of 41. Eight of those accidents were fatal, resulting in 18 fatalities. Over the past 10 years, the highest proportion of helicopter accidents occurred during air transport operations (38%), pleasure/travel (12%), and training (9%).

In 2011, 17 accidents in Canada involved ultralight aircraft, a 43% decrease form the five-year average of 30. Three of these were fatal accidents resulting in 3 fatalities.

In 2011, 10 accidents involved foreign-registered aircraft in Canada, with 2 fatal accidents resulting in 2 fatalities.

Accidents by selected categories

Province (Table 8): In 2011, Ontario and Quebec accounted for 24% and 23% respectively of Canadian-registered aircraft accidents, while British Columbia accounted for 17%. Canadian-registered aircraft accidents were lower than the five-year average in most provinces except for Saskatchewan, which had the same number of accidents in 2011 as the five-year average and the Yukon which was higher than the five year average (Figure 4).

Figure 4-Accidents involving Canadian-registered aircraft, by province, 2011

Accident events and phases (Table 11 and Table 12): Accidents may be analyzed in more detail by examining the nature and distribution of selected events contributing to an occurrence. Table 11 and table 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. In addition, 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 2011, the greatest numbers of aeroplane accidents were associated with landing (56%) and take-off (20%) phases of flight, followed by en route (15%) and approach (11%) phases. The greatest numbers of helicopter accidents were associated with en route (28%) and manoeuvering (25%) phases of flight, followed by the landing phase (19%).

Figure 5 - Aeroplane accidents by event phase of flight, 2002-2011

Figure 6 - Helicopter accidents by event phase of flight, 2002-2011

From 2002 to 2011, of the 1224 aeroplane accidents with landing phase events, 26% involved missing or going off the runway, 23% involved collision with object, 18% involved landing gear collapse or retraction, and 18% involved a nosedown or overturning event. Of the 508 aeroplane accidents with take-off phase events, 30% involved collision with terrain, 28% involved loss of control, and 28% involved collision with object.

Collision with terrain was the predominant event in fatal aeroplane accidents from 2002 to 2011. Collision with terrain was involved in 63% of the 51 fatal aeroplane accidents with takeoff phase events, 61% of 89 fatal aeroplane accidents with en route phase events, 65% of 26 fatal aeroplane accidents with manoeuvering phase events, 75% of 48 fatal aeroplane accidents with approach phase events, and 43% of 28 fatal aeroplane accidents with landing phase events.

From 2002 to 2011, of the 180 helicopter accidents with landing phase events, 28% involved a hard landing, 25% involved collision with terrain, 19% involved loss of control, and 19% involved a collision with object. Of the 114 helicopter accidents with manoeuvering phase events, 40% involved collision with terrain, 28% involved loss of control, and 22% involved collision with object.

Collision with terrain was also the predominant event in fatal helicopter accidents from 2002 to 2011. Collision with terrain was involved in 8 of 10 fatal helicopter accidents with takeoff phase events, 21 of 29 fatal helicopter accidents with en route phase events, 16 of 23 fatal helicopter accidents with manoeuvering phase events, 4 of 10 fatal helicopter accidents with approach phase events, and 6 of 9 fatal helicopter accidents with landing phase events.

Operation type (Table 6): In 2011, aeroplane accidents occurred mainly on recreational flights (53%), followed by air transport (18%) and training flights (15%). Helicopter accidents occurred mainly on air transport flights (37%) and recreational flights (26%).

Incidents

Overview of incidents (Table 1, Table 9 and Table 10)

Pursuant to TSB mandatory incident reporting requirements, 675 incidents were reported in 2011, 573 of which involved Canadian-registered aircraft.

In 2011, the most frequent incident types were declared emergency (41%), risk of collision or loss of separation (18%), and engine failure (14%) (Figure 7).

Figure 7—Reportable incidents by type, 2011

Appendix

Appendix A: Aviation occurrence 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. being directly exposed to the jet blast or rotor downwash of the aircraft;
   3. 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
   4. 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 Table 1 and Table 4 also exclude balloons, gliders and gyrocopters.
3. Canadian-registered aircraft (excluding ultralights).
4. Manoeuvering (i.e., low altitude/aerobatic flight operations) does not occur on all flights.