Air Occurrence Statistics 2003

Air 2003

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 this Internet site.

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 2003 statistics presented here reflect the TSB database updated as of 15 March 2004.

To enhance awareness and increase the safety value of the material presented in the TSB Statistical Summary, Aviation Occurrences 2003, readers are encouraged to copy or reprint the data presented, in whole or in part, for further distribution (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@tsb.gc.ca

AIR OCCURRENCES IN 2003

ACCIDENTS

Overview of Accidents and Fatalities (Tables 1 and 2)

In 2003, a total of 372 aviation accidents were reported to the TSB. Of this number, which excludes ultralights, 296 involved Canadian-registered aircraft, an increase of 8% from 2002 (Figure 1). Statistical analysis using linear regression indicates a significant downward trend (p<.001)¹ of reported aircraft accidents over the past 10 years.

Based on a relatively unchanged estimate in flying activity, the accident rate is estimated to have increased from 7.4 accidents per 100 000 flying hours in 2002 to 7.8 in 2003.

The 296 accidents involving Canadian-registered aircraft (excluding ultralights) included 243 aeroplanes (69 of which were commercially operated) and 44 helicopters. The remaining 12 were either balloons, gliders or gyrocopters.²

Figure 1 - Accidents and Accident Rates,³ 1994-2003

Figure 1 - Accidents and Accident Rates, 1994-2003 [D]1

Of the 69 commercial aeroplanes (7 airliners, 9 commuter aircraft, 35 air taxi and 18 aerial work) involved in accidents in 2003 (Figure 2), 5 air taxi and 4 aerial work aircraft were involved in fatal accidents. There were no fatal accidents involving airliners or commuters.

A total of 169 private aeroplanes were involved in accidents, 5% higher than the five-year average of 161. In 2003, 17 such accidents resulted in fatalities, comparable to 15 in 2002 and the five-year average of 16.

Figure 2 - Canadian-Registered Aircraft Accidents by Aircraft Type

Figure 2 - Canadian-Registered Aircraft Accidents by Aircraft Type [D]2

In 2003, Canadian-registered aircraft, excluding ultralights, were involved in 31 fatal accidents⁴ (Figure 3), 7% less than the 1998-2002 average of 33 and comparable to last year's total of 30. The number of fatalities (58) decreased by 12% from the five-year average (66), while the number of injuries remained unchanged (44).

Figure 3 - Fatalities and Fatal Accidents, 1994-2003

Figure 3 - Fatalities and Fatal Accidents, 1994-2003 [D]3

Aeroplanes operated by the state (i.e., operated by federal or provincial governments) were involved in 3 accidents in 2003 with no fatalities.

In 2003, there were 44 helicopter accidents, a 21% decrease from the five-year average of 52. Of the 44 helicopter accidents, 3 were fatal, resulting in 6 fatalities. Over the past 10 years, the highest proportion of helicopter accidents occurred during air transport operations (27%) and training (13%).

In 2003, 46 ultralight aircraft and 30 foreign-registered aircraft were involved in accidents in Canada. Of the accidents involving ultralight aircraft, 7 resulted in 9 fatalities, which is consistent with previous years. Of the accidents involving foreign-registered aircraft, 6 resulted in 8 fatalities.

Accidents by Selected Categories

Province (Table 3): The total number of accidents for Canadian-registered aircraft increased from 274 in 2002 to 296 in 2003. There were some notable changes by province (Figure 4). Alberta, Northwest Territories, Nova Scotia and New Brunswick saw substantially fewer accidents (34, 5, 1 and 1 respectively compared with their previous five-year averages of 47, 11, 6 and 5), while the number of accidents in Quebec increased to 55 in 2003 from 47 over its previous five-year average.

Figure 4 - Aircraft Involved in Accidents by Province

Figure 4 - Aircraft Involved in Accidents by Province [D]4

Events and Phases (Tables 4, 5 and 6): 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 2003, the most common first event in aeroplane accidents was a take-off/landing event (23%). Power loss (15%), control loss (11%), collision with object (10%) and collision with terrain (10%) were the next most common first events. In helicopter accidents, power loss (25%), collision with terrain (11%), and autorative landing (9%) were the most common first events.

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 35% 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 24% 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 15% of aeroplane accidents, with power loss being the most common first event in that flight phase.

The approach/landing phase accounted for 30% of helicopter accidents, with the most common first events being collision with object and control loss. About 17% of helicopter accidents occurred in the en-route phase, with power loss and weather-related event being common first events. The manoeuvring phase (16%) had power loss as the most common first event. The hover/lift phase (15%) had sling-related event as the most common first event.

Pilot Licences (Table 7): 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, power loss or take-off/landing event than were pilots with other licence types. However, commercial and air transport pilots were involved in proportionally more accidents when the first event was collision with terrain, component system malfunction or a weatherrelated event than were pilots with other licence types.

Operation Type (Table 8): In 2003, aeroplane accidents occurred mainly on recreational flights (50%), followed by air transport (17%) and training flights (11%). Helicopter accidents occurred mainly on air transport flights (25%) and during surveying operations (18%).

INCIDENTS

Overview of Incidents (Tables 1, 9 and 10)

Pursuant to TSB mandatory incident reporting requirements, 834 incidents were reported in 2003, 677 of which involved Canadian-registered aircraft.

In 2003, the most frequent incident types were declared emergency (36%), risk of collision or loss of separation (18%), and engine failure (16%), with the remainder being mostly smoke/fire incidents (Figure 5).

Figure 5 - Incidents Involving Aircraft by Type, 2003

Figure 5 - Incidents Involving Aircraft by Type, 2003 [D]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 events⁵ as their first event.

Please refer to the Table of Contents for other sections of this summary.

1. It is agreed by convention that for a result to be considered statistically significant, its probability must be lower than 1 in 20 (i.e., 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. Table 1 is the only table to include ultralight aircraft; Tables 1 and 3 are the only tables to include balloons, gliders and gyrocopters.

3. Canadian-registered aircraft (excluding ultralights).

4. Three of the 31 accidents involved gliders and a gyroplane.

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


Updated: 2004-08-11		Important Notices