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particular safety issues. Fatal and non-fatal accidents involving EASA MS registered
aircraft which occurred during commercial air transport operations were assigned
under relevant accident categories. These categories are based on the work (1) done
by the CICTT.
FIGURE 8 Accident categories—EASA MS
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As shown in amongst the accident categories with high number of fatal accidents
are CFIT (controlled flight into terrain), LOC-I (loss of control — in-flight) and
SCF-PP (system or component failure or malfunction related to the engine/powerplant).
CFIT involves a collision with terrain or obstacles without any preceding loss of
control. Adverse weather conditions or limited visibility were prevalent during
most accidents assigned the CFIT category. 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.
1 The CICTT developed a common taxonomy for accident and incident reporting systems. Further
information may be found in Appendix 2: Definitions and acronyms.
3.0 COMMERCIAL AIR TRANSPORT, AIRCRAFT OVER 2 250 KG MTOM
ANNUAL SAFETY REVIEW 2007 15
SCF-PP refers to accidents during which a system or component related to the aircraft
engines failed or malfunctioned. In order to further analyse accident category
trends over the most recent years SCF-PP and SCF-NP (non-powerplant) were
combined into one category related to technical problems (TECH).
FIGURE 9 Percentage of accidents assigned the top four categories and CFIT category
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An accident may be assigned more than one category depending on the number of
factors contributing to the accident. The categories with the highest percentage of
accidents assigned are RE (runway excursion), TECH, ARC (abnormal runway
contact) and RAMP. Accidents are assigned under the runway excursion category
if during the accident the aircraft veered off the runway surface. In many cases
runway excursions are consequential events in accidents and therefore a large
number of accidents are assigned this category.
ARC involves an abnormal contact of the aircraft’s fuselage or wings with the
runway. This abnormal contact may occur during landing or take-off and may be
the result of, among others, the landing gear failing to deploy properly. Although
accidents categorised under CFIT overall have a declining trend they are presented
in this review due to related safety actions taken in recent decades.
3.0 COMMERCIAL AIR TRANSPORT, AIRCRAFT OVER 2 250 KG MTOM
16 ANNUAL SAFETY REVIEW 2007
3.2 Helicopters
The following section provides an overview of accidents in commercial air transport
operations with helicopters (MTOM over 2 250 kg). No comprehensive operation
data (e.g. flying hours) is generally available for helicopters.
In general, helicopter operations differ from aeroplane operations. Helicopters
often take-off or land in areas other than airports, such as helipads, private landing
sites and unprepared landing sites. Also, a helicopter has different aerodynamic
and handling characteristics from aeroplanes. All this is reflected in the different
accident characteristics.
TABLE 2 Overview of total number of accidents and fatal accidents for EASA MS registered helicopters
only.
Period
Number of
accidents
Of which, fatal
accidents
Fatalities on
board
Ground
fatalities
1996–2005
(average)
7 3 11 0
2006 (total) 15 4 13 0
2007 (total) 7 1 7 0
3.2.1 Fatal accidents
The data shows that between 1998 and 2007 there have been 26 fatal accidents
involving an EASA MS registered helicopter compared with 120 fatal accidents
involving foreign registered aircraft. As a proportion, EASA MS accidents represent
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