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2009.
An accident may be assigned more than one category depending on the circumstances
contributing to the accident. As described in Figure 3-5, the categories which included a
high number of fatal accidents were, amongst others, LOC-I (‘loss of control in-flight’) and
SCF-PP (‘system or component failure or malfunction related to the engine’).
Events assigned under LOC-I involve the momentary or total loss of control of the aircraft by
the crew. This loss of control might be the result of reduced aircraft performance or because
the aircraft was flown outside its capabilities for control. SCF-PP involves the malfunction of
a single or of multiple engines which might have led to a complete or partial loss of engine
power.
Additional observations can be made if the trends of these categories in the past decade are
used. Figure 3-6 presents the percentile share of each accident category in the total number
of accidents. In recent years the proportion of accidents which included the categorisation
of ARC (‘abnormal runway contact’) has increased. Such accidents usually involve long, fast
or hard landings. Often during such accidents the landing gear or other parts of the aircraft
are damaged. Also increasing is the percentile of accidents involving RAMP (‘ground handling’)
events. These accidents involve damage to the aircraft by vehicles or ground equipment or the
incorrect loading of an aeroplane. Accidents attributed as ‘controlled flight into terrain’ (CFIT)
appear to have an overall decreasing trend. These accidents involve the collision or near
collision of an aircraft with terrain most often under circumstances of limited or significantly
reduced visibility.
Note: 3 The CICTT developed a common taxonomy for the classification of the occurrences for accident and
incident reporting systems. Further information may be found in Appendix 2: Definitions and acronyms.
Your safety is our mission. 19
LALT
AMAN
MAC
FUEL
LOC-G
GCOL
TURB
ARC
CABIN
BIRD
WSTRW
RI-VAP
SEC
OTHR
F-NI
USOS
EVAC
ADRM
RE
ATM
UNK
ICE
RAMP
SCF-NP
CFIT
F-POST
SCF-PP
LOC-I
Commercial air transport
20
10
5
15
25
Figure 3-6 Annual proportion of top four accident categories and CFIT category –
EASA MS operated aeroplanes (in percentile)
ARC
SCF-NP
RE
RAMP
CFIT
2000 2001 2002 2003 2004 2005 2006 2007 2008 2009
0 10 20 30 40 50 60 70 80
Figure 3-5 Accident categories for fatal and non-fatal accidents – number of accidents
by EASA MS operated aeroplanes (2000 – 2009)
Fatal accidents
Non-fatal accidents
20 European aviation safety agency
Annual Safety Review 2009
3.2.1 Fatal accidents
Figure 3-7 presents the number of fatal helicopter accidents for EASA MS and third country
operators. Between 2000 and 2009, 24 fatal accidents involving an EASA MS operator occurred
compared to 124 fatal accidents involving helicopters operated by third country operators.
Overall, fatal accidents with EASA MS operators represent 16 % of the total number of
accidents worldwide. For third country operators, the number of fatal accidents in 2009 was
low (9 accidents) compared to the average for the decade 2000 – 2009 (12 accidents).
The number of fatal accidents in 2009 involving helicopters operated by EASA MS operators
has remained the same as for 2008 (two accidents) and is equal to the EASA MS average
of the decade 2000 – 2009 (two accidents). Two people died in Poland when an emergency
medical helicopter crashed. In April, sixteen people died when a Super Puma crashed during
an offshore flight from an oil platform to Aberdeen, Scotland.
When looking at the three-year moving averages, it appears that the number of fatal
helicopter accidents worldwide has increased in the last years while the average for EASA MS
operators has remained more or less constant.
3.2.2 Fatal accidents per type of operation
Figure 3-8 presents the number of fatal accidents by type of operation. When reviewing the
type of operation involved in fatal accidents, a difference can be observed between EASA MS
and third country operators.
3.2 Helicopters
The following section provides an overview of accidents in helicopter commercial air
transport operations (MTOM over 2 250 kg). Comprehensive operation data (e.g. flying hours)
was not available for this report.
In general, helicopter operations differ from aeroplane operations (Table 3-2). Helicopters
often operate close to terrain and take-off or land in areas other than aerodromes, such
　
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