Air 2000

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 1999 statistics presented here reflect the TSB database updated as of 11 April 2000.

To enhance awareness and increase the safety value of the material presented in the TSB Statistical Summary, Aviation Occurrences 1999, 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 may 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@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 - 2)

In 1999, a total of 400 accidents were reported to the TSB; excluding ultralights, 341 of these accidents involved Canadian-registered aircraft, a decrease of 11% from 1998 (Figure 1). Based on indications of a small increase in flying activity, the accident rate is estimated to have fallen from 9.7 accidents per 100 000 flying hours in 1998 to 8.3 in 1999, a figure that is still lower than the 10 to 14 accidents per 100 000 flying hours between 1990 and 1995.

The above 341 accidents reported involved 288^[1] aeroplanes (123 of which were commercially operated) and 45 helicopters. The remaining 15 involved balloons, gliders, and gyrocopters.

Figure 1

* Canadian-registered aircraft (excluding ultralights)

** Accident rates per 100 000 flying hours

The regulator, Transport Canada, classifies commercial aircraft, i.e. Airliners, Commuters, Air Taxis and Aerial Work aircraft, according to the aircraft size and use^[2]. An estimated 7 Airliners, 12 Commuter Aircraft, and 93 Air Taxi/Aerial Work aircraft, as well as 11 aircraft engaged in Other Commercial Air Services were involved in accidents in 1999 (Figure 2). Of these, one Airliner, 2 Commuter Aircraft, and 6 Air Taxi/Aerial Work aircraft were involved in fatalities.

A total of 163 private aeroplanes were involved in accidents, similar to figures recorded in recent years but considerably lower than those recorded earlier in the decade. In 1999, 20 such accidents resulted in fatalities, an increase of 6 accidents from 1998.

Aeroplanes operated by the state were involved in two accidents in 1999.

Figure 2

In 1999, helicopters were involved in 4 fatal accidents, resulting in 11 fatalities. Helicopter accident figures have tended to be relatively stable at about 50 to 70 per annum, excluding 45 during this year and 34 in 1992. Approximately 20% of helicopter accidents occur during air transport operations.

In 1999, Canadian-registered aircraft, excluding ultralights^[3], were involved in 35 fatal accidents, 11% less than the 1994-1998 average (Figure 3). In 1999, the 67 fatalities and 42 serious injuries represent a decrease relative to the previous five-year averages (84 and 49, respectively).

In 1999, there were four more fatal accidents than in the previous year; however, the number of fatalities decreased considerably from 83 to 67, or 19%.

In 1999, 35 ultralight aircraft and 24 foreign-registered aircraft were involved in accidents in Canada. Twelve of the 1999 accidents involving ultralight aircraft resulted in 19 fatalities, an increase from 1998, in which 5 accidents resulted in 9 fatalities. Of the accidents involving foreign-registered aircraft, 6 were fatal.

Figure 3

Accidents by Selected Categories (Tables 3 - 8)

Province:The distribution of accidents by province tends to be stable over time. However, in 1999 Quebec saw 46 accidents, which is substantially lower than its 1994-1998 annual average of 58. Conversely, the 1999 figure for Ontario, 106 accidents, represents a substantial increase from its previous five-year average of 84. British Columbia saw 40 accidents in 1999, a figure significantly lower than its previous five-year average of 76; relative to 1998, these accidents were responsible for twice as many fatalities.

Figure 4

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. In 1999, the most common first events in aeroplane accidents included Take-off/Landing Event (about 20%). Power Loss, Collision with Object, and Control Loss were the next most common first events. Power Loss and Collision with Object were the most common first events in helicopter accidents, accounting for about 27% and 18%, 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 37% of total accidents. The most common first event in such accidents is a Landing and Control Loss. Approximately one quarter of aeroplane accidents occur during the Take-off phase; in these accidents, Control Loss and Power Loss are the more common first events. The En-Route phase accounts for about 16% of aeroplane accidents, Power Loss being the most common first event.

The Approach/Landing phase accounted for 24% of helicopter accidents, with the most common first event being Control Loss. About 15% of helicopter accidents occur in the Take-Off phase, Control Loss, Power Loss and Collision with Object are common first events. Both the Hover/Lifting (19% of the total) and Manoeuvring phases (25%) have Collision with Object as a common first event.

Pilot Licences: First events vary with the licence type of the pilot. Students and Privately-Licenced aeroplane pilots are more commonly involved in accidents where the first event is Control Loss, Take-off/Landing Event, or Power Loss. However, Commercial or Air Transport pilots are involved in more accidents related to Landing Gear (or other Component) Failure than pilots with other licence types.

Operation Type: In 1999, aeroplane accidents occurred mainly on recreational flights or cross-country navigation (45%) followed by air transport flights (23%).

Incidents (Tables 1, 9 and 10)

Figure 5

Most of the total Risk of Collision incidents reported the last two years involved aircraft flying in Canada or Canadian-controlled airspace. The figure for these incidents decreased from 151 in 1998 to 138 in 1999. The majority of Risk of Collision incidents involving Canadian-registered aircraft had Air Traffic Services (ATS)-Related or Air Proximity events^[4] as their first event in which collision was not imminent.

Pursuant to TSB mandatory incident reporting requirements, 704 incidents were reported in 1999, 586 of which involved Canadian-registered aircraft.

In 1999 the most frequent incident types were Declared Emergency (30%), Collision, Risk of Collision, or Loss of Separation (25%), and Engine Failure (22%). 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.

Appendix 1
Definitions

Aviation Occurrence

1. Any accident or incident associated with the operation of an aircraft;
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 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 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.

[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]  In 1996 a change in the classification system of commercial aircraft was introduced by the regulator, Transport Canada. Previously, aircraft were classified according to the size of the operation.

[3]  Four of the 35 accidents involved gliders.

[4]  Please refer to the definitions section for explanations for ATS-Related and Air Proximity events.