annual safety review - skybrary · 2010-07-26 · certification 34 6.3. rulemaking 35 6.4. the...

AnnuAl SAfety Review 2008

Your safety is our mission.

tAble of ContentS

executive summary 5

1.0 introduction 71.1. Background 71.2. Scope 71.3. Contentofthereport 7

2.0 Historical development of aviation safety 8

3.0 commercial air transport 113.1. Aeroplanes 123.1.1. Fatalaccidents 123.1.2. Fatalaccidentrates 123.1.3. Fatalaccidentspertypeofoperation 133.1.4. Accidentcategories 153.2. Helicopters 163.2.1. Fatalaccidents 173.2.2. Fatalaccidentspertypeofoperation 173.2.3. Accidentcategories 18

4.0 General aviation and aerial work, aircraft 21 over 2 250 kG mtom 4.1. Accidentcategories—Generalaviation—Aeroplanes 234.2. Accidentcategories—Aerialwork—Aeroplanes 244.3. Businessaviation—Aeroplanes 24

5.0 liGHt aircraft, aircraft below 2 250 kG mtom 275.1. FatalAccidents 285.2. Accidentcategories 29

6.0 aGency’s safety actions 336.1. Standardisation 336.2. Certification 346.3. Rulemaking 356.4. TheEuropeanStrategicSafetyInitiative(ESSI) 386.4.1. EuropeanCommercialAviationSafetyTeam(ECAST) 386.4.2. EuropeanHelicopterSafetyTeam(EHEST) 386.4.3. EuropeanGeneralAviationSafetyTeam(EGAST) 39

Appendix 1: Generalremarksondatacollectionandquality 40Appendix 2: Definitionsandacronyms 41Appendix 3: Listoffiguresandtables 43Appendix 4: Listingoffatalaccidents(2008) 45

Acknowledgements 48

annual safety review 2008

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EuropEanaviationsafEtyagEncyEuropEanaviationsafEtyagEncyannual safety review 2008


AviationsafetyinEuropeintheyear2008wasovershadowedbythetragicaccidentofaMcDonnellDouglasMD-82aircraftinSpaininvolving154fatalities.Thiswasthemostsevereaccidentworldwidethatyear.

Thesafetyrecordshowsthatthenumberoffatalaccidentsincommercialairtransportremainedatthelevelof2007(three)andisoneofthelowestinthedecade.In2008,only5.5percentofallfatalaccidentsincommercialairtransportworldwideoccurredwithairplanesregisteredinaMemberStateoftheEuropeanAviationSafetyAgency(EASAMS).Setagainsttheworldaverage,thefatalaccidentrateofscheduledpassengeroperationsinEuropeislow.ThenumberoffatalaccidentsinhelicoptercommercialairtransportoperationsinEuropewastwo,upfromonein2007,butbelowthetenyearaverageofthree.

Thenumberoffatalaccidentsforaerialworkandgeneralaviationoperationswithaeroplanesandhelicoptersremainedrelativelystable.‘Lossofcontrolinflight’(LOC-I)isthemostfrequentaccidentcategoryforthistypeofoperations.Technicalissuesappeartoplayamuchsmallerrole.

Forthethirdyear,theAgencycollectedaccidentdataforlightaircraft(massbelow2250kg)fromEASAMS.Overall,thenumberofaccidentsin2008inthiscategoryofaircraftwasbelow2006and2007figures.However,thedatareceivedwerenotcomplete.TheAgencycontinuestocooperatewithEASAMStofurtherimproveharmonisationofdatacollectionandtofacilitatedatasharingamongthestates.

TheannualsafEtyrEviEwalsooffersanoverviewofaviationsafetymeasurestakeninthedifferentEASADirectorates.TheCertificationDirectorateisresponsiblefortheinitialandcontinuingairworthinessofaeronauticalproducts,partsandappliances.TheRulemakingDirectorateisdraftingneworamendmentstoexistingregulationstoensurehighcommonaviationsafetystandardsinEurope.IntheStandardisationDirectoratecompliancewiththeserulesismonitored.

TheEuropeanStrategicSafetyInitiative(ESSI)sawconsiderableprogressin2008.TheEuropeanCommercialAviationSafetyTeamlaunchedtwoworkinggroupsonSafetyManagementSystems(SMS)andGroundSafety.ThematerialdevelopedbytheSMSgroupwaspublishedinApril2009.TheEuropeanHelicopterSafetyTeamperformedananalysisof186helicopteraccidentsworkingwithnineregionalanalysisteamsacrossEuropeanddevelopedsuggestionsforsafetyenhancementsbasedonthiswork.ThepreliminaryreportwaspublishedinApril2009.TheEuropeanGeneralAviationSafetyTeamperformedasurveyofgeneralaviationsafetyinitiatives,safetypublicationsandmaterialstobuildaEuropeanrepositoryanddevelopworkpriorities.

PleasenotethatthisannualsafEtyrEviEwcoverstheperioduptotheendof2008.Accidentsoccurringin2009arenotpartofthisreportbutwillbeincludedinthenextonewhichwillbepublishedinthefirsthalfof2010.

eXeCutive SuMMARy

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EuropEanaviationsafEtyagEncyannual safety review 2008

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intRoduCtion1.0

1.1 backGroundAirtransportisoneofthesafestformsoftravel.Asairtrafficcontinuestogrow,acommoninitiativeisneededattheEuropeanleveltokeepairtransportsafeandsustainable.TheEuropeanAviationSafetyAgency(EASA)isthecentrepieceoftheEuropeanUnion’sstrategyforaviationsafety.TheAgencydevelopscommonsafetyandenvironmentalrulesataEuropeanlevel.Also,itmonitorstheimplementationofstandardsthroughinspectionsintheMemberStatesandprovidestechnicalexpertise,trainingandresearch.TheAgencyworkstogetherwiththenationalauthoritieswhocontinuetocarryoutoperationaltaskssuchastheissueofCertificatesofAirworthinessforindividualaircraftandthelicensingofpilots.

ThisdocumentispublishedbyEASAtoinformthepublicofthegeneralsafetylevelinthefieldofcivilaviation.TheAgencyprovidesthisreviewonanannualbasisasrequiredbyArticle15(4)ofRegulation(EC)No216/2008oftheEuropeanParliamentandoftheCouncilof20February2008.Analysisofinformationreceivedfromoversightandenforcementactivitiesmaybepublishedseparately.

1.2 scopeThisAnnuAlsAfetyreview(Asr) presentsstatisticsonEuropeanandworldwidecivilaviationsafety.Thestatisticsaregroupedaccordingtotypeofoperation,forinstancecommercialairtransport,andaircraftcategory,suchasaeroplanes,helicoptersandgliders.

TheAgencyhadaccesstoaccidentandstatisticalinformationcollectedbytheInternationalCivilAviationOrganisation(ICAO).Statesarerequired,accordingtoiCAOAnnex13‘Aircraft accident and incident investigation’,toreporttoICAOinformationonaccidentsandseriousincidentstoaircraftwithamaximumcertificatedtake-offmass(MTOM)over2250kg.Therefore,moststatisticsinthisreviewconcernaircraftabovethismass.

TheAnnuAlsAfetyreviewisbasedonthedatathatwereavailabletotheAgencyon9March2009.Anychangesafterthatdatearenotincluded.Note:muchoftheinformationisbasedoninitialdata.Thatdataisupdatedasresultsofinvestigationsbecomeavailable.Asinvestigationsmaytakeseveralyears,evendatafrompreviousyearsneedtobemodified.ThisleadstodifferencesbetweendatareportedinthisASRwhencomparedtothatofpreviousyears.

Inthisreview‘Europe’and‘EASAMemberStates’areconsideredasthe27EUMemberStatesplusIceland,Liechtenstein,NorwayandSwitzerland.TheregionisassignedbasedontheStateofRegistryoftheaccidentaircraft.

Withinthestatistics,specialattentionisgiventofatalaccidents.Ingeneraltheseaccidentsareinternationallywelldocumented.Figuresincludingnon-fatalaccidentnumbersarealsopresented.Comparedtopreviousreports,thisAnnuAlsAfetyreviewmay,insomecases,haveslightlydifferentresultsduetoreclassificationofaccidentsdoneatanICAOandnationallevel.

1.3 content of tHe reportchapter 2presentsanoverviewofthehistoricaldevelopmentofaviationsafety.Statisticsareprovidedoncommercialairtransportoperationsinchapter 3.chapter 4providesdataongeneralaviationandaerialwork.chapter 5coversaccidentsofaircraftlighterthan2250KgsinEASAMemberStates.Finallychapter 6providesanoverviewofaviationsafetymeasurestakeninthedifferentEASADirectorates.

AnoverviewofuseddefinitionsandacronymsaswellasextrainformationontheaccidentcategoriescanbefoundinAppendix 2: definitions and acronyms.


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EuropEanaviationsafEtyagEncy

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HiStoRiCAl developMent of AviAtion SAfety

2.0

ThedatainFigure 2-1showthatthesafetyofaviationhasimprovedfrom1945onwards.Basedonthemeasureofpassengerfatalitiesper100millionmilesflown,ittooksome20years(1948to1968)toachievethefirst10-foldimprovementfrom5to0.5.Another10-foldimprovementwasreachedin1997,some30yearslater,whentheratehaddroppedbelow0.05.Fortheyear2008thisrateisestimatedtohavedroppedto0.010fatalitiesper100millionmilesflown.

Theaccidentrateinthisfigureappearstobeflatforrecentyears.Thisistheresultofthescaleusedtoreflectthehighratesinthelate1940s.

IntheAnnuAlrepOrtOftheCOunCil,ICAOalsoproducesaccidentratesforaccidentsinvolvingpassengerfatalities.Theprogressofthisrateoverthepast20yearsisshowninFigure 2-2.

Therateofaccidentsinvolvingpassengerfatalitiesinscheduledoperations(excludingactsofunlawfulinterference)per10millionflightsrangedfrom16(1990)to21(1993)andshowednoimprovementuntil1993.Fromthatyear,theratedroppedcontinuouslyuntil2003,whereitreacheditslowestvalue,three(3).Afterincreasesin

2004and2005,inlinewiththedecreasingnumberoffatalaccidentstheratedroppedin2007tofourandremainedatthatlevelintheyear2008.Thefiveyearmovingaverageratehasremainedalmostconstantsince2004.Itshouldbenotedthattheaccidentrateforscheduledoperationsdifferssignificantlyperworldregion(seefigure 2-3).

Figure 2-3 showstheaveragerateoffatalaccidentsper10millionflightsfrom2001to2008,perworldregion.TheregionofSouthAmericaincludesCentralAmericaandtheCaribbean.TheregionsofNorthAmerica,EastAsiaandEASAMShavethelowestratesoffatalaccidentsintheworld.

Since1945,ICAOhasbeenpublishingaccidentratesforaccidentsinvolvingpassengerfatalities(excludingactsofunlawfulinterferencewithcivilaviation)forscheduledcommercialtransportoperations.ThefiguresbelowarebasedonaccidentratespublishedintheannualrEportofthEcouncilofICAO.Theratesfortheyear2008arebasedonpreliminaryestimates.

Page �


figuRe 2-2

Globalrateofaccidentsinvolvingpassengerfatalitiesper10million

flights,scheduledcommercialtransportoperations,excludingacts

ofunlawfulinterference

figuRe 2-3

Rateoffatalaccidentsper10millionflightsperworldregion–2001–08,

scheduledpassengerandcargooperations

4

2

1

3

5

figuRe 2-1

Globalpassengerfatalitiesper100millionpassengermiles,scheduledcommercialtransport

operations,excludingactsofunlawfulinterference

1968:0.5 After1997:<0.05

1945 1950 1955 1960 1965 1970 1975 1980 1985 1990 1995 2000 2005

1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

20

10

5

15

25 21

1617 17

16

14

13 13

10 108

6 7

3 4

75

4 4

12.5

NorthAmerica

EuropeNon-EASAMS

EASAMS

EastAsia

WestandCentralAsia

SouthAmerica

Africa

SouthandSouth-EastAsia

AustraliaandNewZealand

1.� 3.625.6

2.�

20.6

10.�

5.3

4�.1

fatalaccidentrate

5yearmovingaverage

21

passengerfatalitiesrate

5yearmovingaverage

period

1997–2006

(average)

2007(total)

2008(total)

tAble 3-1

OverviewoftotalnumberofaccidentsandfatalaccidentsforEASAMSregisteredaeroplanes

fatalities on board

105

25

160

Ground fatalities

1

1

2

fatal accidents

6

3

3

total number of accidents

32

37

35


Page 11

CoMMeRCiAl AiR tRAnSpoRt

3.0

Thischapterreviewstheaviationaccidentdataforcommercialairtransportoperations.Theseoperationsinvolvethetransportationofpassengers,cargoormailforremunerationorhire.Theaccidentsconcernedinvolvedatleastonefatalinjuryandanaircraftwithamaximumcertificatedtake-offmass(MTOM)exceeding2250kgduringtheperiod1999–2008.Theseaircraftmaybeaeroplanesorhelicopters.AircraftaccidentswereaggregatedbasedontheStateofRegistry.Theuseoftheaircraft’sregistrationmarktodeterminethegeographicdispersalofaccidentshascertaincharacteristics.Forexample,accidentsinvolvingEASAMSregisteredaircraftwereincluded,eveniftheaircraftwereoperatedbyorganisationsoutsidethejurisdictionofthosestates.


Page 12


FatalaccidentsEASAMSregistered

Fatalaccidentsforeignregistered

Foreignregistered3-yearaverage

EASAMSregistered3-yearaverage

3.1. aeroplanesSeveralmeasurementscanbeusedtoassessthesafetylevel.Thenumberofaccidentsinvolvingatleastonefatalinjurycanbeonesuchmeasurement.Aircraftaccidentsinvolvingafatalityarerandomeventsandforthisreasononeyearmayexhibitasignificantlydifferentnumberofaccidentsfromthepreviousyear.

3.1.1. fatal accidentsThenumberoffatalitiesonboardfor2008(160fatalities)wasabovetheaverageofthedecade1997–2006(105fatalities).Atotalof154peoplewerefatallyinjuredwhenaMcDonnellDouglasMD-82aircraftcrashedduringtake-offinMadridon20August.ThesecondaccidentconcernedanAirbusA320inHondurasthatoverrantherunwayduringlanding.AlthoughthisaircraftwasoperatedbyanairlinefromoutsideEurope,itwasregisteredinoneoftheEASAMS.Figure 3-1presentsthenumberofaccidentsforEASAMSandforforeign(non-EASAMS)registeredaeroplaneswithinthedecade1999to2008.Regardingforeignregisteredaeroplanes,thenumberoffatalaccidentshasdecreasedfrom53intheyear2007to51accidentsin2008.

Thenumberofaccidentsin2008iswithinthedecade’saverage(53accidents).Thetrendforthedecadeindicatesthatthenumberofaccidentsworldwideisdeclining.

ThenumberoffatalaccidentsinvolvingaircraftregisteredinEASAMShasremainedthesameforthepasttwoconsecutiveyears(threeaccidents).Thenumberoffatalaccidentsin2008isoneofthelowestinthedecade,wellbelowtheaverageofsixfatalaccidentsperyear.ThenumberofaccidentsinvolvingaircraftregisteredintheEASAMSrepresents6%ofthetotalnumberofaccidentsworldwidethatoccurredin2008.

3.1.2. fatal accident rates Inordertoderivemeaningfulconclusionsfromtheabsoluteaccidentnumbers,thenumberoffatalaccidentsinscheduledairtransportoperationswascombinedonlywiththenumberofflightsconductedbysuchoperations.Theseratesallowthecomparisonofsafetytrends,bytakingintoaccountchangesintheleveloftraffic.Figure 3-2providesthefatalaccidentrateper10millionscheduledpassengerflightsaveragedoverthree-yearperiods.

20

60

�0

figuRe 3-1

Fatalaccidentsincommercialairtransport—EASAMS

andforeignregisteredaeroplanes

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

�� 11

6

3

2 5

6

3 3

40

5� 5� 5� 4� 43 60 55 3� 53 51

number of fatal accidents


Page 13

figuRe 3-3

Fatalaccidentsbytypeofoperation—foreignaeroplanes

40

20

60

�0

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

1�14

1214

10

25 15

1013 15

510

��

15�

6

15 106

33 41 35 2� 24 20 31 22 25 26

figuRe 3-2

Rateoffatalaccidentsinscheduledpassengeroperations—EASAMSandforeignregisteredaeroplanes

�

4

2

6

10

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

yearaverageused,in2004theaccidentrateforEASAMSregisteredaircraftdropssignificantlycomparedtopreviousyears.

Thenumberoffatalaccidentsmaynotnecessarilygiveacomprehensiveoverviewofthesafetylevels.Thisisbecauseanaccidentwithasinglefatalityhasthesameweightasanaccidentinvolvingmanymorefatalities.

3.1.3. fatal accidents per type of operation Thenumberoffatalaccidentsdifferspertypeofoperation.AsshowninFigure 3-3,worldwide(excludingEASAMS),passenger

ThesafetyrecordforaircraftregisteredinEASAMSconductingscheduledpassengeroperationsissubstantiallybetterthanthatfortherestoftheworld.Duringthepastdecadetherateofaccidentsdecreasedfromanaverageoffourtothreeaccidentsper10millionflightsforEASAMS.

InFigure 3-2,itcanbeobservedthatduring2001therateoffatalaccidentsincreasedsignificantlyabovethedecadeaverage.Duringthatyear,sevenaccidents—involvingscheduledpassengeroperations—occurredwhichrepresentathirdofallaccidentsinthedecade.Becauseofthethree

3.0 commercial air transport



Linear(EASAMSregistered3-yearaverage)

Linear(foreignregistered3-yearaverage)

Otherforeignregistered

Cargoforeignregistered

Passengerforeignregistered

number of accidents


Page 14


figuRe 3-5

Accidentcategoriesforfatalandnon-fatalaccidents—aeroplanes

registeredinEASAMS(1999–2008)

10

�

4

2

6

10

figuRe 3-4

Fatalaccidentsbytypeofoperation—EASAMS

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

5 6 � 4

1

2

1

3 3 23

2 1

1

3

1

1

1

2

3

2

LALT

MAC

AMAN

TURB

GCOL

BIRD

CABIN

RI-VAP

FUEL

WSTRW

LOC-G

ARC

SEC

USOS

ADRM

F-NI

EVAC

ATM

OTHR

ICE

UNK

RAMP

RE

SCF-NP

F-POST

CFIT

SCF-PP

LOC-I

20 30 40 50 60 70 80

number of accidents

OtherEASAMSregistered

CargoEASAMSregistered

PassengerEASAMSregistered

Fatalaccidents

Non-fatalaccidents

number of accidents


Page 15

figuRe 3-6

Rateofassignedaccidentcategoriesforfatalandnonfatalaccidents–aeroplanesregisteredinEASAMS

16

�

4

12

20

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

commercialairtransportflightsappeartohaveadecliningproportioninthetotalnumberoffatalaccidents.Othercommercialairtransportoperations,suchasairtaxiorferryflights,haveanincreasingproportionofthetotal(category:other).Almostaquarterofallaccidentsappeartoinvolveaircraftconductingoperationsunderthiscategory.Itisworthnotingthattheproportionofaccidentsinthiscategoryissignificantlyhigherthantheproportionofaircraftconductingsuchoperations.Informationonthenumberofaircraftandthetypeofoperationstheyareusedforisnotprovidedinthissafetyreview.

ForEASAMStheaccidentspertypeofoperationappeartobedifferent,asshowninFigure 3-4.Thesmallnumberofaccidentsmakesthetypeofoperationduringwhichanaccidentoccurredanalmostrandomcharacteristic.However,despitethesteadilydecreasingnumberofaccidents,thereisaconstantoccurrenceofaccidentsinvolvingpassengerairtransportoperations.

3.1.4. accident cateGories Theassignmentofaccidentsunderoneormultiplecategoriesassistsinidentifyingparticularsafetyissues.Fatalandnon-fatalaccidentsinvolvingEASAMSregisteredaircraftwhichoccurredduringcommercialair

transportoperationswereassignedunderrelevantaccidentcategories.Thesecategoriesarebasedonthework(1)donebytheCAST-ICAOCommonTaxonomyTeam(CICTT).Figure 3-5showstheaccidentcategoriesforallaccidentsinvolvingEASAMSregisteredaircraftinthedecade1999–2008.

Asshownin Figure 3-5,thecategorieswhichincludedahighnumberoffatalaccidentswereamongstothersLOC-I(‘lossofcontrol—inflight’),SCF-PP(‘systemorcomponentfailureormalfunctionrelatedtotheengine/powerplant’)andCFIT(‘controlledflightintoterrain’).

EventsassignedunderLOC-Iinvolvethemomentaryortotallossofcontroloftheaircraftbythecrew.Thislossofcontrolmightbetheresultofreducedaircraftperformanceorbecausetheaircraftwasflownoutsideitscapabilitiesforcontrol.SCF-PPinvolvesthemalfunctionofasingleormultipleenginesduetothefailureofarelatedcomponentorsystem.

Anaccidentmaybeassignedmorethanonecategorydependingonthenumberoffactorscontributingtotheaccident.Figure 3-6 showsthatthecategorieswiththehighestrateofaccidentsassignedareARC(‘abnormal


ARC:Abnormalrunwaycontact

SCF-NP:System/componentfailureormalfunction

[non-powerplant]

RE:Runwayexcursion

CFIT:Controlledflightintoortowardterrain

RAMP:Groundhandling

LOC-I:Lossofcontrol–inflight

rate per 10 million flights

(1) TheCICTTdevelopedacommontaxonomyforaccidentandincidentreportingsystems.FurtherinformationmaybefoundinAppendix2:Definitionsandacronyms.


Page 16


date

1997–2006

(average)

2007(total)

2008(total)

tAble 3-2

Overviewoftotalnumberofaccidentsandfatalaccidents–EASA

MSregisteredhelicopters

runwaycontact’),SCF-NP(‘non-powerplantcomponentfailure’),RE(‘runwayexcursion’)andRAMP(‘groundhandling’).Accidentsareassignedundertherunwayexcursioncategoryifduringtheaccidenttheaircraftveeredofforoverrantherunwaysurface.Inmanycasesrunwayexcursionsareconsequentialeventsinaccidentsandthereforealargenumberofaccidentsareassignedthiscategory.Therehasbeenanincreaseintherateofaccidentsassociatedwith‘flightpreparation,loadingorgroundservicing’(allcategorisedunderRAMP).Althoughthisratehasincreasedtoanaverageofalmost8accidentsper10millionflights,itremainsrelativelylow.‘Systemorcomponentfailuresnotassociatedwiththeengines’(SCF-NP),alsoappeartobeevermore

presentinaccidentsofEASAMSregisteredaircraft.Accidentsattributedas‘controlledflightintoterrain’(CFIT)appeartohaveanoveralldecreasingrate.

3.2. Helicopters Thefollowingsectionprovidesanoverviewofaccidentsincommercialairtransportoperationswithhelicopters(MTOMover2250kg).Comprehensiveoperationdata(e.g.flyinghours)wasnotavailableforthisreport.Ingeneral,helicopteroperationsdifferfromaeroplaneoperations.Helicoptersoftenoperateclosetoterrainandtake-offorlandinareasotherthanairports,suchashelipads,privatelandingsitesandunpreparedlandingsites.Also,ahelicopterhasdifferent

figuRe 3-7

Numberoffatalaccidents—EASAMSand

foreignregisteredhelicopters

20

10

5

15

25

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

32

4

2 2

51 2

4

� � 11 � 16 16 10 15 14 15

fatalities on board

12

7

4

Ground fatalities

0

0

0

fatal accidents

3

1

2


8

7

8

FatalaccidentsEASAMSregistered

Fatalaccidentsforeignregistered





Page 1�

aerodynamicandhandlingcharacteristicsfromaeroplanes.Allthisisreflectedinthedifferentaccidentcharacteristics.

3.2.1. fatal accidents Figure 3-7 showsthatbetween1999and2008,25fatalaccidentsinvolvinganEASAMSregisteredhelicopteroccurredcomparedto124fatalaccidentsinvolvingforeignregisteredaircraft.Asaproportion,EASAMSaccidentsrepresent17%ofthetotal.Thenumberofaccidentsvariesoverthedecade.Whenlookingatthethree-yearmovingaverage,itappearsthatthenumberoffatalaccidentsworldwidehasincreasedinthesecondhalfofthedecadewhiletheaverageforEASAMSregisteredaircraftremainedalmostconstant.

3.2.2. fatal accidents per type of operation Figure 3-8presentsthetypeofoperationinvolvedinfatalaccidents.Whenreviewingthetypeofoperationinvolvedinfatalaccidents,adifferencecanbeobservedbetweentheEASAMSregisteredhelicoptersandforeignregisteredhelicopters.

Whenlookingatforeignregisteredhelicopters,passengertransportisthemaintypeofoperationinvolvedinfatalaccidents.Mostfatalaccidents(14)ofEASAMSaircraftinvolvedhelicopteremergencymedicalservices(HEMS).Thisrepresents42%ofthetotalnumberoffatalaccidentsinvolvingHEMSoperationsworldwide.TheseHEMSflightsfacilitateemergencymedicalassistance,whereimmediateandrapidtransportationofmedicalpersonnel,medicalsuppliesorinjuredpersonsisessential.

The‘other’categoryincludesoperationssuchascargo,commercialtrainingflightsoroperationsthetypeofwhichisunknown.

Itisworthnotingthatinthelastdecade,worldwide24helicoptersinvolvedinfatalaccidentswereperforminganoffshoreflight:flightstoorfromanoffshoreinstallation.Theseaccidentsareincludedinallfourofthecategoriesmentionedabove.

figuRe 3-8

Fatalaccidentspertypeofoperation—EASAMSandforeign

registeredhelicopters

60

30

15

45

�5

Emergencymedicalservice

Passenger Ferry/Positioning Other

�

10

1� 56 43 2524

14

6

32


EASAMSregistered

Foreignregistered



Page 1�


3.2.3. accident cateGories TheCICTTaccidentcategorieswereoriginallydevelopedforaccidentsinvolvinglargecommercialaeroplanes.ForthisAnnuAlsAfetyreview,thoseaccidentcategorieshavealsobeenassignedtothefatalhelicopteraccidents.Morethanonecategorycanbeassignedtoanaccident.

AsshowninFigure 3-9,themajorityofhelicopteraccidentsareassignedunderthecategoryof‘unknown’.Thisapplieswhennotenoughdatatodeterminetheaccidentcategoryisavailable.Inthelastyears,theAgencyhasattemptedtoobtainadditionaldatatocontinuouslyreducetheshareofaccidentsclassifiedas‘unknown’.

ThecategorywiththesecondhighestnumberoffatalaccidentsassignedisCFIT(‘controlledflightintoterrain’).Inmostcasesadverseweathercircumstanceswereprevalent,suchasdeterioratingvisibilityduetomistorfog.Also,severalflightshadtakenplaceatnight.

‘Lossofcontrolinflight’(LOC-I)hasthefourthhighestnumberofaccidentsassigned.Helicopterhandlingdifficultiestogetherwiththepresenceofadverseweatherconditionswerementionedinseveralaccidents.The

‘other’(OTHR)categoryhasmainlybeenassignedtoaccidentsduringtake-offandlandingphaseswherecollisionswithobjectsonthegroundoccurred.

figuRe 3-9

Accidentcategoriesoffatalaccidents—EASAMSand

foreignregisteredhelicopters

2

WSTRW

ICE

BIRD

AMAN

ADRM

LOC-G

FUEL

ARC

SEC

MAC

F-POST

GCOL

SCF-PP

LALT

SCF-NP

LOC-I

OTHER

CFIT

UNKNOWN

4 6 8 10 12 14 16

number of accidents

fatalaccidents

non-fatalaccidents


Page 1�

Figure 3-10presentsthetrendofthetopsixcategoriesoverthedecade(three-yearmovingaverages).Thesharpriseforthe‘unknown’categoryistheresultofthelackofinformationfortheseyears.TheAgencycooperateswiththeEuropeanHelicopterSafetyAnalysisTeamtoaddressthisissue.

‘Lowaltitude’(LALT)accidentsarecollisionswithterrainandobstaclesthatoccurredwhileintentionallyoperatingnearthesurface,excludingtake-offandlandingphases.ItisimportanttonotethatasignificantnumberofLALTandOTHRinvolvedacollisionwithpowerlines.

SCF-NPandSCF-PPcanbegroupedtogetherasthemoretechnicalsystemsrelatedaccidentsorTECHcategory.Theaccidentsinthiscategorymainlyinvolvecriticalsystems:enginefailures,mainrotorsystemfailuresortailrotorsystemfailures.

figuRe 3-10

Proportionoftopfouraccidentcategories—fatalaccidents—

helicoptercommercialtransportoperations—EASAMS

andforeignregistered40

20

10

30

50

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008


LOC-I:Lossofcontrol–inflight

CFIT:Controlledflightintoortowardterrain

UNK:Unknownorundetermined

TECH:Systemorcomponent

percent, %


Page 21

figuRe 4-2

Helicoptersover2250kg–fatalaccidents–EASAMS

Agricultural 16 %

Searchandrescue 11 %

Firefighting 11 %

Other/unknown 21 %

Logging 25 %

Constructionandexternalload 16 %

distribution by type of aerial work distribution by type of General aviation

geneRAl AviAtion And AeRiAl woRk, aircraftovEr2250kgMtoM

Thischapterprovidesdataonaccidentstoaircraftinvolvedingeneralaviationandaerialwork.TheinformationprovidedinthischapterisbasedondataobtainedfromICAO.InICAOdocuments,theterm‘aerialwork’isdefinedasanaircraftoperationinwhichanaircraftisusedforspecialisedservicessuchasagriculture,construction,photography,surveying,observationandpatrol,searchandrescue,oraerialadvertisement.ICAOdefinesas‘generalaviation’allcivilaviationoperationsotherthanscheduledornon-scheduledairtransportoperationsforremunerationorhireoraerialwork.Forthedecade1999–2008,thedistributionoffatalaccidentsbytypeofoperationisasshownbelow.

figuRe 4-1

Aeroplanesover2250kg—fatalaccidents—EASAMS

4.0

Other 32 %

Unknown 5 %

Agricultural 11 %

Firefighting 52 %

distribution by type of aerial work distribution by type of General aviation

Pleasure 31 %

Unknown 5 %

Other 33 %

Business 15 %

Flighttraining/instructional 16 %

Pleasure 20 %

Business 20 %

Other/unknown 33 %

Ferry/positioning 13 %

Testflight/experimental � %

Flighttraining/instructional � %


Page 22


tAble 4-1

Aircraftover2250kg—numberofaccidents,fatalaccidentsand

fatalitiesbytypeofaircraftandtypeofoperation—aircraftregistered

inEASAMS

aircraft type

Aeroplane

Aeroplane

Helicopter

Helicopter

table 4-1providesanoverviewofthenumberofaccidentsandfatalinjuriessince1997.Thenumberofaccidentsinaerialworkoperationsissimilarforaeroplanesandhelicoptersforthedecade1997–2006.Ingeneralaviationthesmallnumberofaccidentsinvolvinghelicoptersincomparisontoaeroplanesisprobablyareflectionoftherelativelylowernumberofhelicoptersusedinthistypeofoperation.

operations type

Aerialwork

Generalaviation

Aerialwork

Generalaviation

period

1997–2006

(average)

2007(total)

2008(total)

1997–2006

(average)

2007(total)

2008(total)

1997–2006

(average)

2007(total)

2008(total)

1997–2006

(average)

2007(total)

2008(total)


6

4

7

16

14

17

6

8

5

4

4

3

fatal accidents

2

2

2

5

4

7

2

1

1

1

3

1

fatalities on board

4

3

3

13

5

17

4

0

2

2

10

3

Ground fatalities

0

0

1

<1

0

1

<1

1

0

0

0

0

Your safety is our mission.4.0 General aviation and aerial work, aircraft over 2250 kG mtom

Page 23

4.1. accident cateGories — General aviation — aeroplanesItwasobservedthatseveralaccidentsobtainedfromICAOhadnotbeenclassifiedintermsoftheaccidentcategories.Consequently,thenumberspresentedprovidealowestimateofthefrequencyforallaccidentcategories.Alldatarefertothedecade1999–2008.

Figure 4-3 presentsthatforgeneralaviationaircraftworldwideandwithintheEASAMS,LOC-I(‘lossofcontrolinflight’)is

theleadingaccidentcategory.ThenumberofCFIT(‘controlledflightintoortowardsterrain’)occurrencesworldwideisabouthalfofthatof‘lossofcontrolinflight’,whileforEASAMSitisaboutonethird.Technicalissuesappeartoplayamuchsmallerrole.

Ingeneral,theexperienceforgeneralaviationissimilartothatofcommercialairtransportoperationsinthatCFITand‘lossofcontrolinflight’aretheleadingcategoriesforfatalaccidents.

figuRe 4-3

Generalaviationaccidentcategories—aeroplanesover2250kg—fatal

andnonfatalaccidents—EASAMS

5

WSTR

USOS

TURB

RAMP

ICE

CABIN

BIRD

AMAN

RI-VAP

RE

OTHR

LOC-G

GCOL

FUEL

F-NI

ATM

ARC

SCF-NP

ADRM

SCF-PP

MAC

LALT

F-POST

UNK

CFIT

LOC-I

10 15 20 25 30 35 40

number of accidents

fatalaccidents

non-fatalaccidents


Page 24


figuRe 4-4

Aerialwork:accidentcategories—aeroplanesover2250kg—fataland

nonfatalaccidents—EASAMS

1

F-POST

F-NI

AMAN

SCF-NP

GCOL

LOC-G

ARC

RE

OTHR

UNK

SCF-PP

LALT

CFIT

LOC-I

2 3 4 5 6 7 8

number of accidents

4.2. accident cateGories — aerial work — aeroplanesAsmentionedabove,aerialworkinvolvesspecialisedoperationssuchasfirefighting,agriculturaloperationsandaerialobservation.

Thereisaparticularprobleminobtainingdatarelatedtoaccidentsinaerialwork.Oneofthemosthazardoustypesofoperationinthisregardisrelatedtofirefighting.However,insomestates,thisactivityiscarriedoutbystateorganisations(e.g.theAirForce)andconsequentlytherelatedactivitiesarenotclassifiedasaerialworkbutas‘stateflights’andrelatedaccidentswerethusnotincludedinthisreview.

InFigure 4-4 thehighnumberfatalaccidentsrelatedto‘lossofcontrolinflight’(LOC-I),‘controlledflightintoterrain’(CFIT)and

‘lowaltitudeoperations’(LALT)isnosurpriseasthenatureofaerialworkfrequentlyinvolvesoperationsclosetotheground,e.g.agriculturaloperations.Operatingatlowaltitudesmakes

recoveryfromalossofcontroloranunforeseeneventmoredifficult.Thehighnumberofaccidentsassignedthecategory‘unknown’istestimonythattheinvestigationandreportingofsuchaccidentscanbeimproved.

4.3. business aviation — aeroplanesUndertheICAOdefinitionscontainedinAnnex6totheCOnventiOnOninternAtiOnAlCivilAviAtiOn,businessaviationisasubsetofgeneralaviation.Dataonbusinessaviationarepresentedseparatelyinlightoftheimportanceofthissector.

ThenumberoffatalaccidentsinbusinessaviationforaircraftregisteredinEASAMSislow.Worldwidethenumberofaccidentsinthistypeofoperationappearstohavedecreasedintheyear2008,despitethewelldocumentedincreaseinthefleetofaircraftconductingsuchoperations.

fatalaccidents

non-fatalaccidents


Page 25

figuRe 4-5

Businessaviationfatalaccidents–EASAMS

andforeignregistered

20

10

5

15

25

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

1 2

1

2 2

1

1

1

1

16 13 1� 11 10 � � 1� 16 12

AccidentsEASAMSregistered

Accidentsforeignregistered

EASAMS3-yearaverage




Page 2�

5.0 ligHt AiRCRAft, aircraftbElow2250kgMtoM

DataonlightaircraftaccidentswasrequestedfromEASAMemberStatesinJanuary2009.AsofApril2009,moststateshadsuppliedtheinformation.DataweremissingfromItaly,Liechtenstein,LuxembourgandSlovenia.Thetablebelowprovidesthenumberofaccidentsandtheirrelatedfatalitiesfortheyears2006,2007and2008basedonthedatareported.

tAble 5-1

Aircraftbelow2250kg—numberofaccidents,fatalaccidentsand

fatalitiesbytypeofaircraftandtypeofoperation—aircraftregisteredin

EASAMS

a/c category

Aeroplanes

Aeroplanes

Aeroplanes

Balloon

Balloon

Balloon

Glider

Glider

Glider

Gyroplane

Gyroplane

Gyroplane

Helicopter

Helicopter

Helicopter

Microlight

Microlight

Microlight

Motorglider

Motorglider

Motorglider

Other

Other

Other

Unknown

Unknown

Unknown

Total

Grand total

year

2006

2007

2008

2006

2007

2008

2006

2007

2008

2006

2007

2008

2006

2007

2008

2006

2007

2008

2006

2007

2008

2006

2007

2008

2006

2007

2008

2006

2007

2008


546

533

517

21

14

25

175

187

178

5

6

12

89

86

64

177

213

261

52

46

41

56

72

46

0

0

1

1121

1157

1145

3423

fatal accidents

72

61

53

0

0

1

17

20

16

1

3

3

7

11

7

34

26

45

9

9

10

11

12

5

0

0

0

151

142

140

433

fatalities on board

124

120

98

0

0

1

17

21

16

1

4

3

17

23

12

44

35

70

15

19

11

13

16

5

0

0

0

231

238

216

685

Ground fatalities

1

0

2

0

0

0

0

1

0

0

0

0

0

4

0

0

0

0

0

0

0

2

0

0

0

0

0

3

5

2

10


Page 2�


Reportingbystatesisuneven.Somestatesprovidedreviseddataforpreviousyears;24statesprovideddatafor2006,25for2007and27for2008.Regardingtheaircraftcategory,someEASAMSprovideddataforaccidentstoparachutists,para-motorsandhang-gliders,themajoritydidnot.Someusedamasslimitof1,000poundstodelineate‘micro-light’aircraftfrom‘normal’aeroplanes,othersdidnot.TheuseofthelimitssetinRegulation(EC)216/2008AnnexIIparagraph(e)wouldhavemitigatedthisunevenclassification.Thelevelofcompletenessofthefieldsnecessaryformakingthestatisticsandthelevelofqualityofcodingthecategories,events,etc.,alsoshowsappreciablevariation.

5.1. fatal accidentsThevastmajorityoflightaircraftinEASAStatesisinvolvedingeneralaviation.Some,inparticularlighthelicopters,arealsoinvolvedinaerialwork,e.g.aerialobservationactivities.

Themajorityoflightaircraftinvolvedinaccidents2006–2007areaeroplanes.Thenon-uniformwayinwhichaircraftcategorieswereassignedtotheaircraft(e.g.microlightsvs.aeroplanesorvs.gyroplanes)mayhavecausedaslightdistortiontothesefigures.

figuRe 5-2

Aircraftbelow2250kg–fatalaccidents,categoriesofaircraft,

2006–2008–aircraftregisteredinEASAMS

Microlight 24%

Balloon 0 %

Motorglider 6 %

Aeroplane 44%

Glider 12 %

Gyroplane 2 %

Helicopter 6 %

Other 6 %

distribution by type aircraft category

figuRe 5-1

Aircraftbelow2250kg–fatalaccidents,typeofoperation,

2006–2008–aircraftregisteredinEASAMS

distribution by type operation

Generalaviation �5 %

Aerialwork 4 %

Other 0%

Commercialairtransport 1 %


Page 2�

5.2. accident cateGoriesTheCAST-ICAOaccidentcategorieswereappliedbythereportingstatestothesetoflightaircraftdataaccidentsfortheperiod2006–2008.Theaccidentcategorieshadbeen,historically,developedtopermitthetracingofthesafetyeffortsforfixedwingairtransportoperations.Newapproaches,notyetfullyimplemented,arebeingdevelopedtobetteraddresstheneedsofthissegmentoftheaviationsystem,becausetheirapplicationtolightaircraftproveddifficult.

Analysiswasbasedonlyondatareceivedfortheyears2006and2007,astheanalysisoftheoccurrencesin2008isstillincompleteinmostofthecountries.

Thenon-uniformapplicationofcodingoftheaccidentcategoriesbythereportingstatesmayhavecausedsomedistortiontotheabovegraph.ThehighestnumberoffatalaccidentswerecategorizedasLOC-I‘lossofcontrolinflight’andLALT‘lowaltitude’.InparticularLOC-Iappearstobeoneofthemostsignificant

500200 100 450400350300250150 50figuRe 5-3

Aircraftbelow2250kg–distributionofaccidentscategoriesin2006–2007–

aircraftregisteredinEASAMS

BIRD

SEC

RI-A

RAMP

ADRM

TURB

ATM

ICE

RI-VAP

WSTR

F-NI

USOS

RE

GCOL

LOC-G

FUEL

AMAN

ARC

SCF-NP

F-POST

MAC

SCF-PP

CFIT

OTHR

UNK

LALT

LOC-I

number of accidents

5.0 liGHt aircraft, aircraft below 2 250kG mtom

fatalaccidents

non-fatalaccidents


Page 31

categoriesinnon-fatalaccidents.Thesecategoriesalsoshowahighproportionoffatalitiesrelativetothetotalnumberofaccident.

Thehighnumberofaccidentsclassifiedas‘other’isanindicationofweaknessinthetaxonomy,whereasthehighnumberof

‘unknown’mayreflectthedifficultyofanalysingaccidentsinaircraftnotusuallyequippedwithrecordingequipment.

AlthoughitisnotpossibleatpresenttohavereliableexposureratesforEASAMS,thenumberofaccidents(over1,100peryear)andthenumberofrelatedfatalities(from216to238)areacauseforconcern.Anaccurateestimateofflighthoursormovementsisneededtoallowameaningfulanalysisofdata,comparedtothoseforlargeaircraft.

Withonlythreeyearsofdataavailablenotrendcouldbedeveloped.Further,analysisofcauseswaslimitedbythelackofcompletedatafromstates.Itwasexpectedthatin2009completedataonthemajorityoftheaccidentsin2006/2007wouldbeavailable.Thiswasnotthecase.Withouttimelyavailabilityofinvestigationresults,withoutcompleteandtimelyprovisionofdatabystates,theAgencycannotpresentacompletepictureofallaspectsofthesafetyofaviationinEurope.TheAgencywillcontinuetocooperatewithitsMemberStatestoimprovethepicture.

5.0 liGHt aircraft, aircraft below 2 250kG mtom


6.0 AgenCy’S SAfety ACtionS

PromotingandmaintainingahighuniformlevelofsafetyandenvironmentalprotectionistheAgency’smainobjective.Toachievethisgoal,EASAengagesintoseveralsafetyrelatedactivitiesamongwhicharecertification,rulemakingandstandardisation.Theseactivitiesarereflectedinitsorganisationalstructurethroughrelevantdirectorates.TheCertificationDirectorateisresponsible,amongothers,forthecertificationofneworexistingaircraft,enginesandsystems.AmongtheactivitiesoftheRulemakingDirectorateisthedraftingofneworamendmentstoexistingregulationspertainingtoaviationsafety.TheStandardisationDirectorateaimsatstandardisingandmaintainingsafetylevelsinallEASAMS.Tothisend,thisdirectorateamongothersperformsinspectionsofcivilaviationauthorities,aircraftoperatorsandotherstakeholdersintheaviationindustry.

6.1. standardisationTheAgency’sinspectionsduring2008haveshownthatthestandardisationprocesshasbecomequitematureforInitialandContinuingAirworthinesswhereCommissionRegulationEC736/2006providesarobustframeworkforthemonitoringoftheregulation’simplementationbytheMemberStates,wellarticulatedwiththeBasicRegulation216/2008andtheImplementingRules(2042/2003and1702/2003).Nonethelessthereisstilltheneedforsignificantimprovementsintheareasofoperations,FlightSyntheticTrainingDevicesandflightcrewlicensing.HeretheImplementingRuleshavenotbeenissuedyetandtheJAAsystemisinadecliningphaseandwilldisappearon30June2009.


Page 34


WithintheEUlegalframework,thenumberofinspections(13inInitialAirworthiness,26inContinuingAirworthiness)determinedthrougharisk-basedapproach,hasremainedquitestablecomparedtothepreviousyear.

TheInitialAirworthinessdomainconfirmsthestatusofthepreviousyears,showingasatisfactoryanduniformlevelofunderstandingandimplementationinallinvolvedcountries.IntheContinuingAirworthinessdomain(CAW),whereallMemberStatesexercisetheircompetences,despiteageneralaverageimprovement,theuniformandproperimplementationoftherulesstillneedsfurtherefforts.ThisconfirmstheCAWstatusofthepreviousyears.

Itisworthnotingthatthenumberofnon-conformityfindingspernumberofinspectionshassignificantlydecreasedinbothfields.Thisisbecausein2008afullsecondcycleofinspectionswasinitiated.Itisevidentthat,bythebeginningoftheentryintoforceofEC736/2006,thestandardisationprocesshashadasignificantimpactinhelpingtheNAAstocomplywiththeEUregulations.Thisisparticularlytrueformanynewaccessionstates,where,however,somedifficultiespersist.

Mostofthecompetentauthorities,includingthoseofthenewlyassociatedstates,continuedtosupportactivelytheprocessinitsexecutionandinprovidingEASAwithresourcesforthestandardisationteams.TogetherwiththegrowingsuccessoftheStandardisationMeetingsorganisedbytheAgency,thisisaconfirmationofthewellacceptedapproachtopro-activestandardisation.

TheEASAtrainingstrategytoopentrainingtoNAAinspectorsappearstobeagoodtooltoimprovetheuniformimplementationoftherulesamongMemberStates.However,furtherdevelopmentisneeded.

Theorganisationapprovalsactivity,withregardstotheinitialscopeoftheAgency,hasreachedaconsistentlymaturelevelbothintermsofactivityandofmethodologies.

AsregardstheProductionOrganisationApproval(POA)activity,2008wasmarkedbyagreatachievement,withtheissuingoftheSingleEuropeanPOAtoAirbuson21July.WithproductionfacilitiesgrowinginChina,theactivityofthesectionhasincreasedinthisdirection.ItisexpectedtogrowinthefuturealsowithrespecttoRussia.

TheSAFAcoordinationactivitiesweretransferredfromtheJAAtotheAgencyon1January2007.TheroleoftheAgencyinthisfieldistwo-fold.OntheonehandithastomaintainandimprovetheSAFAdatabaseandontheotheritperformsthreemonthlydataanalysesaswellasad-hocanalysisrequestedbytheCommission.In2008theAgencyimplementedamajorupdatetotheSAFAweb-basedapplicationthatwillenhancetheharmonisationlevelandprovideSAFAparticipatingstateswithnewfunctionalities(pre-describedfindings,bettersupportforfollow-upactionsandforfocusinginspections).Furthermore,theanalysisoftheSAFAdatahasbeendeliveringimportantindicatorsconcerningtheoverallsafetylevelofairlinesoperatinginEurope,whichhelpsidentifyingpotentialriskfactorsanddirectqualitativetargeting.Finally,followingtheconsultationoftheSAFAparticipatingstatesandotherinterestedparties,theGuidanceMaterialonthequalificationofSAFAinspectorswasadoptedon29SeptemberandsubsequentlypublishedontheEASAwebsite.TheremainingpartoftheGuidanceMaterialisscheduledtobepublishedinthefirsthalfof2009.

6.2. certificationTheCertificationDirectoratedirectlycontributestoaviationsafetybyconductingcertificationactivitiesleadingtotheEU-wide


Page 35

approvalofaeronauticalproducts,partsandappliancesonthehighestpossiblesafetylevel.Inthisrespect,anaeronauticalproductcanonlyreceiveitsdesignapprovalwhenitcomplieswithallapplicablesafetyrequirements.Intotal,theAgencyissued5,379design-relatedcertificatesin2008.

Inadditiontothecertificationactivities,anothermaintaskfortheCertificationDirectorateistoactivelyensurethecontinuingairworthinessofaeronauticalproducts,partsandappliancesduringtheirentirelifecycle.TheCertificationDirectoratehasthereforeestablishedathoroughcontinuingairworthinessprocess,aimingatpreventingunsafeconditionsandaccidents.Thisprocessisbasedondataprovidedthroughmandatoryoccurrencereporting,accidentorincidentinvestigations,typedesignreviewsandvariousotheractivities.

OnthebasisoftheinvestigationandanalysisoftheCertificateHolder,orofonanyotherrelevantinformation,EASAdefinesappropriateactionsthatmaylead,incaseofdeterminationofanunsafecondition,totheissuanceofAirworthinessDirectives(AD’s)tomandateappropriatecorrectiveactions.

In2008,theAgencymandated261ADsincluding45EmergencyADs.The‘AirworthinessDirectives,SafetyManagement&Research’SectionwithintheCertificationDirectorateprovidesforconsistencyofthecontinuingairworthinessprocess.

Additionalactionsareperformed,suchastheimplementationofAirworthinessInformationNetworkswithCivilAviationAuthoritieswhichhavevalidatedEASAcertificatesformajorEuropeanproducts(e.g.A380).Regularcontinuingairworthinessmeetingswithmanufacturesandforeignauthoritiestakeplaceaddressingpotentialsafetyissues.AllthisispartoftheAgency’s

andCertificationDirectorate’sapproachtocloselycooperatewithEuropeanandnon-Europeanstakeholdersthroughbilateralarrangements,thedevelopmentofaninnovativesafetynetworkwiththeStateofRegistry,etc.

Regularauditsbyindependentparties(suchasICAO)confirmedthattheCertificationDirectorateandtheAgencyasawholeareontherighttracktowardsfulfillingtheirobligationsandprovidingahighlevelofaviationsafety.

6.3. rulemakinGTheAgency‘sRulemakingDirectoratecontributestotheproductionofallEUlegislationandimplementationmaterialrelatedtotheregulationofcivilaviationsafetyandenvironmentalcompatibility.ItsubmitsopinionstotheEuropeanCommissionandmustbeconsultedbytheCommissiononanytechnicalquestioninitsfieldofcompetence.

Itisalsoinchargeoftherelatedinternationalco-operation.table 6-1identifiesthecurrentrulemakingtaskswithadirectimpactontheidentifiedaccidentandincidentcategory.

6.0 aGency’s safety actions


Page 36


accident category

RI-VAP

(Runwayincursion-vehicle,

aircraftorperson)

ARC

(Abnormalrunwaycontact)

RE

(Runwayexcursion)

LATL

(Lowaltitudeoperations)

CFIT

(controlledflightintoterrain)

ATM/CNS(airtraffic

management/communication

navigationsurveillance

F-NI

(fire/smoke(non-impact))

rulemaking task

OPS.009Runwaysincursiondevelopmentof

implementingrulesbasedontransferredtasksformthe

JAAandtheEUROCONTROLEAPRIreport

OPS.012Unexpectedrunwaychangestasktransferred

fromtheJAAOPSG

25.026Electronicchecklist,smartalertingand

automatedaltitudecallout

25.027Aircraftdesign

AWO.006GNSSlandingsystem

OPS.012Unexpectedrunwaychangestasktransferred

fromtheJAAOPSG





OPS.054Helicopterradio-altimeters;reviewof

implementingruleduetoimplementation/

interpretationproblems

OPS.057TranspositionofJAATGL-43HEMSmountain

operations

20.003Requirednavigationperformance/

areanavigation

20.006APV/LPVRNAV




20.003Requirednavigationperformance/areanavigation

20.006APV/LPVRNAV


ANS/ATM.001IR,CSandAMCforANS/ATM

25.006Thermalacousticinsulationmaterial

MDM.002Electricalwiringinterconnectionsystems

25.028Protectionformdebrisimpactandfire

26.003ClassDtoclassCcargocompartment


26.005ClassB/Fcargocompartment

25.056(b)Flammabilityreduction/fueltanksafety

timeframe

2012–2015

2012–2015

2011–2012

2012–2014

2011–2013

2012–2015

2011–2012

2012–2014

2011–2013

2012–2015

2012–2015

2009

2009

2011–2012

2012–2014

2009

2009

2011–2013

2009–2013

2009

closed

started–2011

2010–2011

2010–2011

2009

tAble 6-1

EASArulemakingtaskssortedbyimpacton

accidentcategory

�


accident category

F-POST

(fire/smoke(post-impact))

EVAC

(Evacuation)

SCF-NP

(system/componentfailureor

malfunction(non-powerplant))

SCF-PP

(system/componentfailureor

malfunction(powerplant))

LOC-I

(Lossofcontrol-inflight)

USOS

(Undershoot/overshoot)

ADRM(aerodrome)

CABIN

(Cabinsafetyevents)

FUEL(fuelrelated)

SEC

(securityrelated)

ICE

(Icing)

rulemaking task


25.004

25.039Typeandnumberofpassengeremergencyexits

26.001TypeIIexit:accessandeaseofoperation

27/29.008Ditchingoccupantsurvivability

25.056(b)Flammabilityreduction/fueltanksafety

MDM.002Electricalwiringinterconnectionsystems

25.055Fuellowlevelindication/fuelexhaustion



27/29.002Damagetoleranceandfatigueevaluation

MDM.028Agingaircraftstructures


E.009Iceprotection

E.011Propulsionlubricatingoil

E.014Enginecorelock

23.010ConsiderationofthespinresistantinCS-23


27/29.003Yawingconditions

21.039OSC





ADR.001ImplementingrulesandCS/AMC

25.035Cabinenvironment-airquality-ANPA

26.002Dynamicseattesting(16g)

27/29.008Ditchingoccupantsurvivability


25.057Security

26.006Re-enforcedcockpitdoors-double

incapacitation

MDM.054AMCformaintenanceorganisations

followingANPA2007-13

timeframe

2009

2009–2011

started–2011

2011–2013

2009

closed

2009–2011

2012–2014

started–2011

2009–2011

started–2013

2009–2011

started–2010

2012–2013

2010–2012

2011–2013

started–2011

started–2011

started–2010

2011–2012

2012–2014

2011–2013

2010–2013

started–2011

2009–2011

2011–2013

2009–2011

2009–2011

2012–2014

2009–2010



Page 3�


6.4. tHe european strateGic safety initiative (essi)TheEuropeanStrategicSafetyInitiative(ESSI)isavoluntary,privatelyfundedandnonlegallybindingaviationsafetypartnershipbetweenEASA,NationalAviationAuthorities,EUROCONTROL,operators,manufacturers,associations,researchlaboratories,andotherstakeholdersaimingtofurtherenhanceaviationsafetyinEuropeandforcitizensworldwide.Morethan150organisationstakepartintheinitiative.LaunchedinApril2006,ESSIisthesuccessortotheJointSafetyStrategyInitiative(JSSI)oftheJointAviationAuthorities(JAA).

Forbackgroundinformation,thetermsofreference,andthelistoftheparticipatingorganisations,pleasevisittheESSIwebsitewww.easa.europa.eu/essi.

ESSIisamemberoftheEuropeanAviationResearchPartnershipGroup(EARPG)ledbyEASA,whereitmayprovideproposalsforresearchprojects.

ESSIhasthreesafetyteams:–EuropeanCommercialAviationSafetyTeam

(ECAST),–EuropeanHelicopterSafetyTeam(EHEST),–EuropeanGeneralAviationSafetyTeam(EGAST).

6.4.1. european commercial aviation safety team (ecast)Withmorethan60participatingorganisations,ECASTisEurope’sequivalentofUSCAST.ItwaslaunchedinOctober2006andisco-chairedbyIATAandEASA.

ECASTmonitorsimplementationoftheactionplansinheritedfromtheJSSIinEurope.Theseplansaddressthereductionoftherisksof‘controlledflightintoterrain’(CFIT),‘approachandlanding’,and‘lossofcontrol’accidents.Twoactionplanscompletionsurveyswereconductedin2007–2008withtheNationalAviationAuthoritiesandwiththe

airlines.Currently,fromthe23actionplansinheritedfromJSSI,20havebeencompleted,and3areunderway.

Inparallel,ECASTdevelopedin2007athree-phaseprocess:– phase 1:IdentificationandselectionofsafetyissuesinEurope;– phase 2:Safetyissuesanalysis;and– phase 3:Development,implementationandmonitoringofactionplans.

phase 1 startedinApril2007.TheobjectivewastoidentifyprioritiesforfurtherECASTworkbasedonthreecriteria:safetyimportance,coverage(theextenttowhichthesubjectsarealreadycoveredinothersafetywork),andhigh-levelcostsbenefitsorimpactassessmentconsiderations.

Aspartofphase 2,ECASTlaunchedin2008twoworkinggroupsonSafetyManagementSystems(SMS),andgroundsafety,andasub-teamonsafetyanalysismethodology.TheSMSworkinggroupwastaskedtodevelopbestpracticematerialtohelpstakeholderscomplywithICAOstandardsandfutureEASArulesrelevanttosafetymanagement.ThismaterialwaspublishedontheESSIwebsiteinApril2009andisfreelyavailable.

Forfurtherinformation,refertotheECASTwebsitewww.easa.europa.eu/essi/ecastEN.html.

6.4.2. european Helicopter safety team (eHest)LaunchedinNovember2006,EHESTbringstogethermajorhelicopterairframe,engineandsystemsmanufacturers,operators,regulators,helicopterandpilotsassociations,researchorganisations,accidentinvestigatorsfromacrossEuropeandsomemilitaryhelicopteroperators.EHESTisco-chairedbyEASA,theEuropeanHelicopterOperatorsCommittee(EHOC),andEUROCOPTER.


Page 3�

EHESTisalsotheEuropeancomponentoftheInternationalHelicopterSafetyTeam(IHST).EHESTiscommittedtotheIHSTgoalofreducingtheworldwidehelicopteraccidentrateby80%by2016.

In2008,theEuropeanHelicopterAnalysisSafetyTeam(theanalysisteamofEHEST),hasperformedananalysisof186accidentswhereafinalinvestigationreportfromtheAccidentInvestigationBoardhasbeenissued.Thisrepresentssome58%oftheentiresetforthistimeframe.

Totacklethevarietyoflanguagesusedinaccidentreportsandoptimisetheuseofresources,EHSAThasestablishednineregionalanalysisteamsacrossEurope.RegionalanalysesareconsolidatedatEuropeanlevel.ThisinitiativeisuniqueinitseffortstoconductaEuropeanwideanalysisofhelicopteraccidents.

TheEHSAThasalsoderivedsuggestionsforsafetyenhancementfromtheanalyses.Mostoftheseaddresstrainingandinstruction,flightoperations,SafetyManagementandSafetyCulture,andregulationsandstandards.TheyareprocessedsinceFebruary2009bytheEuropeanHelicopterSafetyImplementationTeam(EHSIT)withintheEHEST.ThepreliminaryreportwaspublishedinApril2009.

Forfurtherinformation,refertotheEHESTwebsitewww.easa.europa.eu/essi/ehestEN.html.

6.4.3. european General aviation safety team (eGast)EGASTisthethirdcomponentoftheESSI.ThefoundationmeetingtookplaceatEASAinOctober2007andwasattendedbyover60representativesofthegeneralaviation(GA)communityfromacrossEurope.“GeneralaviationhasahighpriorityfortheEuropeanAviationSafetyAgency.EGASTisanewventureinEuropeandachallenge.TheAgency

welcomesthewideparticipationoftheaviationcommunity,aspartofitsoveralleffortstorevitalisegeneralaviation”,saidPatrickGoudou,ExecutiveDirectorofEASA,attheopeningsession.

EGASTrespondstotheneedforacoordinatedEuropeaneffort.Buildingonexistinginitiatives,itisco-chairedbyEASA,theEuropeanBusinessAviationAssociation(EBAA),theEuropeanAirshowCouncil(EAC)andtheEuropeanCouncilforGeneralAviationSupport(ECOGAS).

Theinitiativeiscomposedofrepresentativesofassociations,manufacturers,regulators,aero-clubs,accidentinvestigators,researchorganisations,andotherGAstakeholders.Itisorganisedinthreelayersrepresentingdifferentlevelsofinvolvement:Level1,isthecoreteamthatrunstheinitiative.Itiscomposedofaround20participantsreflectingthedifferentgeneralaviationsectors.EGASTLevel2iscomposedofaround60organisationsinvolvedintheinitiative,withoutrunningit.EGASTLevel3istheglobalEuropeanGAcommunity.

In2008,EGASThasperformedasurveyofexistinggeneralaviationsafetyinitiatives,safetypublicationsandmaterials,andsafetyprioritiesinEuropeinordertobuildaEuropeanrepertoireanddefineworkpriorities.Termsofreferencewereproduced,theEGASTwebsitewasdeveloped,andclosecooperationwasestablishedwiththe‘Institutpourl‘AméliorationdelaSécuritéAérienne’(IASA),France.Forfurtherinformation,refertotheEGASTwebsitewww.easa.europa.eu/essi/egastEN.html.



Page 40


AppendiX 1gEnEralrEMarksondatacollEctionandquality

Thedatapresentedisnotcomplete.Forlightaircraft,informationfromsomeMemberStatesismissing.Withoutpromptavailabilityofinvestigationresultsandwithoutcompleteortimelyprovisionofdatabystates,theAgencycannotpresentacompletepictureofallaspectsofthesafetyofaviationinEurope.

TheAgencywillcontinuetomakeeffortstoobtainlightaircraftaccidentdataforfutureAnnuAlsAfetyreviewsandexpectsbetterdatacoverageasthereportingsystemsandawarenessoflackofdatamaturesinEASAMS.

WorkwiththedatashowsthattheCICTToccurrencecategorytaxonomyhaslimitedusefulnesswhenappliedtohelicopters,lightaircraftandotheraviationactivitiessuchashang-glidingorparachuting.Tothisend,newapproacheshavebeendevelopedtobettertracethesafetyconcernsinthissegmentoftheaviationsystem.RelativechangesalreadymadetotheCICTToccurrencecategorytaxonomycouldnotbeappliedtothisyear’saccidentsastheauthoritieswillbeginusingthenewclassificationschemefrom2009andonwards.

Forlargeraircraft,thedataisascompleteasstateshavereportedaccidentdatatoICAOinaccordancewithAnnex13.CheckshaverevealedthatnotallstatesreportinfullandintimetoICAO.


a2-1: GeneralAd Airworthinessdirective:anotificationtoaircraftownersandoperators

ofaknownsafetyissuewithaparticularmodelofaircraft,engine,avionicsorothersystem.

Aerial work (Aw) Anaircraftoperationinwhichanaircraftisusedforspecialisedservicessuchasagriculture,construction,photography,surveying,observationandpatrol,searchandrescue,oraerialadvertisement.

ATM AirTrafficManagement

commercial air Anaircraftoperationinvolvingthetransportofpassengers,cargoortransport (cAt) mailforremunerationorhire.

cAst CommercialAviationSafetyTeam.ECASTistheEuropeaninitiative.

cictt CAST-ICAOCommonTaxonomyTeam

cns Communications,NavigationsandSurveillance/AirTrafficManagement

eAsA EuropeanAviationSafetyAgency

eAsA ms EuropeanAviationSafetyAgencyMemberStates.TheseStatesarethe27EuropeanUnionMemberStatesplusIceland,Liechtenstein,NorwayandSwitzerland.

ecAst EuropeanCommercialAviationSafetyTeam

egAst EuropeanGeneralAviationSafetyTeam

eHest EuropeanHelicopterSafetyTeam

essi EuropeanStrategicSafetyInitiative

Fatal accident Anaccidentthatresultedinatleastonefatality,flightcrewand/orpassengerorontheground,within30daysoftheaccident.(Source:ICAOAnnex13)

Foreign registered AllaircraftnotregisteredinoneoftheEASAMS. aircraft

General aviation (gA) Anaircraftoperationotherthanacommercialairtransportoperationoranaerialworkoperation.

icAo InternationalCivilAviationOrganisation

Light aircraft Aircraftwithamaximumcertificatedtake-offmassbelow2251kg.

mtom Maximumcertificatedtake-offmass

sAFA SafetyAssessmentofForeignAircraft

Scheduled Anairserviceopentousebythegeneralpublicandoperatedaccordingair service toapublishedtimetableorwithsucharegularfrequencythatit constitutesaneasilyrecognisablesystematicseriesofflightswhichare opentodirectbookingbymembersofthepublic.

sisg ICAOSafetyIndicatorStudyGroup

Third-country Anaircraftwhichisnotusedoroperatedundercontrolofacompetent aircraft authorityofanEUMemberState.

AppendiX 2dEfinitionsandacronyMs


Page 42


a2-2: accident cateGories acronymsARc AbnormalrunwaycontactAmAn AbruptmanoeuvreAdRm AerodromeAtm/cns AirTrafficManagement/CommunicationNavigationSurveillanceBiRd Collision/nearcollisionwithbird(s)cABin CabinsafetyeventscFit ControlledflightintoortowardterraineVAc EvacuationF-ni Fire/smoke(non-impact)F-post Fire/smoke(post-impact)FUel Fuelrelatedgcol GroundcollisionRAmp Groundhandlingice Icingloc-g Lossofcontrol—Groundloc-i Lossofcontrol—InflightlAlt LowaltitudeoperationsmAc Airprox/TCASalert/lossofseparation/nearmidair collisions/midaircollisionotHR OtherRe RunwayexcursionRi-A Runwayincursion—AnimalRi-VAp Runwayincursion—Vehicle,aircraftorpersonsec SecurityrelatedscF-np System/componentfailureormalfunction(non-powerplant)scF-pp System/componentfailureormalfunction(powerplant)tURB TurbulenceencounterUsos Undershoot/overshootUnk UnknownorundeterminedwstRw Windshearorthunderstorm

Accidentcategoriescanbeusedtoclassifyoccurrenceatahighleveltopermitanalysisofthedata.TheCICTThasdevelopedtheaccidentcategoriesusedinthisAnnuAlsAfetyreview.Forfurtherdetailsonthisteamandtheaccidentcategoriesseethewebsitewww.intlaviationstandards.org/index.html.

AppendiX 2dEfinitionsandacronyMs


a3-1: list of fiGuresFigure 2-1: Globalpassengerfatalitiesper100millionpassengermiles, scheduledcommercialtransportoperations,excludingactsofunlawful interference.................................................................................................... 9Figure 2-2: Globalrateofaccidentsinvolvingpassengerfatalitiesper10million flights,scheduledcommercialtransportoperations,excludingactsof unlawfulinterference..................................................................................... 9Figure 2-3: Rateoffatalaccidentsper10millionflightsperworldregion–2001–08, scheduledpassengerandcargooperations.................................................. 9Figure 3-1: Fatalaccidentsincommercialairtransport–EASAMSandforeign registeredaeroplanes.................................................................................. 12Figure 3-2: Rateoffatalaccidentsinscheduledpassengeroperations–EASAMS andforeignregisteredaerpoplanes............................................................ 13Figure 3-3: Fatalaccidentsbytypeofoperation–foreignaeroplanes........................ 13Figure 3-4: Fatalaccidentsbytypeofoperation–EASAMS........................................ 14Figure 3-5: Accidentcategoriesforfatalandnon-fatalaccidents–aeroplanes registeredinEASAMS(1999–2008)........................................................... 14Figure 3-6: Rateofassignedaccidentcategoriesforfatalandnonfatal accidents–aeroplanesregisteredinEASAMS........................................... 15Figure 3-7: Numberoffatalaccidents–EASAMSandforeignregistered helicopters.................................................................................................... 16Figure 3-8: Fatalaccidentspertypeofoperation–EASAMSandforeign registeredhelicopters.................................................................................. 17Figure 3-9: Accidentcategoriesoffatalaccidents–EASAMSandforeign registeredhelicopters.................................................................................. 18Figure 3-10: Proportionoftopfouraccidentcategories–fatalaccidents–helicopter commercialtransportoperations–EASAMSandforeignregistered....... 19Figure 4-1: Aeroplanesover2250kg–fatalaccidents–EASAMS.............................. 21Figure 4-2: Helicoptersover2250kg–fatalaccidents–EASAMS............................... 21Figure 4-3: Generalaviationaccidentcategories–aeroplanesover2250kg–fatal andnonfatalaccidents–EASAMS............................................................. 23Figure 4-4: Aerialwork:accidentcategories–aeroplanesover2250kg–fatal andnonfatalaccidents–EASAMS............................................................. 24Figure 4-5: Businessaviationfatalaccidents–EASAMSandforeign registered..................................................................................................... 25Figure 5-1: Aircraftbelow2250kg–fatalaccidents,typeofoperation, 2006–2008–aircraftregisteredinEASAMS............................................. 28Figure 5-2: Aircraftbelow2250kg–fatalaccidents,categoriesofaircraft, 2006–2008–aircraftregisteredinEASAMS............................................. 28Figure 5-3: Aircraftbelow2250kg–distributionofaccidentscategoriesin 2006–2007–aircraftregisteredinEASAMS............................................. 29

AppendiX 3listoffigurEsandtablEs


Page 44


a3-2 list of tablestable 3-1: Overviewoftotalnumberofaccidentsandfatalaccidentsfor EASAMSregisteredaeroplanes.................................................................. 11table 3-2: Overviewoftotalnumberofaccidentsandfatalaccidents–EASAMS registeredhelicopters.................................................................................. 16table 4-1: Aircraftover2250kg—numberofaccidents,fatalaccidents andfatalitiesbytypeofaircraftandtypeofoperation—aircraft registeredinEASAMS.................................................................................. 22table 5-1: Aircraftbelow2250kg—numberofaccidents,fatalaccidentsand fatalitiesbytypeofaircraftandtypeofoperation—aircraftregistered inEASAMS.................................................................................................... 27table 6-1: EASArulemakingtaskssortedbyimpacton accidentcategory......................................................................................... 36

AppendiX 3listoffigurEsandtablEs


Thefollowingtablescontainalistingoffatalaccidentin2008withcommercialairtransportoperationswithaeroplanesover2250kgmaximumcertificatedtake-offmassonly.

AppendiX 4listingoffatalaccidEnts(2008)

AiRCRAft RegiSteRed in eASA MS

date

30.05.2008

20.06.2008

20.08.2008

aircraft type

AIRBUSINDUSTRIES-A320

FAIRCHILD-300

MCDONNELL-DOUGLAS-

MD80SERIES

type of operation

Passenger

Training/Check

Passenger

fatalities on board

3

3

154

Ground fatalities

2

0

0

state of occurence

Honduras

Norway

Spain

AiRCRAft RegiSteRed in ReSt of tHe woRld

(foReign RegiSteRed)

date

04.01.2008

05.01.2008

14.01.2008

16.01.2008

16.01.2008

19.01.2008

26.01.2008

30.01.2008

13.02.2008

21.02.2008

04.03.2008

15.03.2008

30.03.2008

31.03.2008

03.04.2008

09.04.2008

11.04.2008

aircraft type

LETAERONAUTICALWORKS

L410UVP

PIPERPA-31P-350(MOJAVE)

BEECH1900

NORTHAMERICAN

COMMANDER500

RAYTHEON58BARON

BEECH200KINGAIR

IPTNNC-212-100

DEHAVILLANDDHC6-300

PIPERPA-23-250AZTEC

AVIONSDETRANSPORT

REGIONALATR42-300

CESSNA500/501CITATION

RAYTHEON1900

CESSNA500/501CITATION

NEIVANE-821(CARAJA)

PZL-PolskieZaklady

LotniczeAN-28

FAIRCHILDSA227III

ANTONOVAN-32

type of operation

Passenger

Passenger

Cargo

Cargo

Ferry/positioning

Passenger

Cargo

Passenger

Cargo

Passenger

Passenger

Ferry/positioning

Passenger

Cargo

Passenger

Cargo

Ferry/positioning

fatalities on board

14

6

1

1

1

13

3

1

1

46

5

3

5

2

19

1

8

Ground fatalities

state of occurence

Venezuela

UnitedStates

UnitedStates

UnitedStates

UnitedStates

Angola

Indonesia

Indonesia

UnitedStates

Venezuela

UnitedStates

Nigeria

UnitedKingdom

Brazil

Suriname

Australia

Republicof

Moldova


Page 46


Cont. date

15.04.2008

02.05.2008

02.05.2008

10.05.2008

17.05.2008

23.05.2008

26.05.2008

07.06.2008

18.06.2008

27.06.2008

30.06.2008

06.07.2008

07.07.2008

10.07.2008

31.07.2008

03.08.2008

09.08.2008

13.08.2008

24.08.2008

24.08.2008

30.08.2008

30.08.2008

01.09.2008

14.09.2008

19.09.2008

aircraft type

MCDONNELL-DOUGLAS

DC-9-50

CESSNA310

BEECH1900

BRITTEN-NORMANBN-2A

ISLANDER

DEHAVILLAND

DHC2MKIBEAVER

BEECH1900

ANTONOVAN-12

CESSNA208CARAVANI

DEHAVILLAND

DHC6TWINOTTER

ANTONOVAN-12

ILYUSHINIL-76

MCDONNELL-DOUGLAS

DC-9-10

BOEING747-100/200

BEECH99AIRLINER

BRITISHAEROSPACE125

SERIES800

GRUMMANG21GOOSE

PILATUSPC-6B

TURBO-PORTER

FOKKERF27MK500

BOEING737-200

CESSNA208CARAVANI

BOEING737-200

BOEING737-200

BEECH1900

BOEING737-300

LEARJET60

type of operation

Passenger

Airtaxi

Passenger

Passenger

Passenger

Cargo

Ferry/positioning

Passenger

Cargo

Cargo

Cargo

Cargo

Cargo

Passenger

Passenger

Airtaxi

Cargo

Cargo

Passenger

Passenger

Passenger

Ferry/positioning

Passenger

Passenger

Passenger

fatalities on board

15

6

21

9

2

1

9

1

1

7

4

1

9

8

5

1

3

65

11

3

3

17

88

4

Ground fatalities

33

2

state of occurence

TheDemocratic

Republic

ofCongo

Brazil

Sudan

SouthAfrica

UnitedStates

UnitedStates

Russian

Federation

Chile

UnitedStates

Sudan

Sudan

Mexico

Colombia

Chile

UnitedStates

Canada

Indonesia

Somalia

Kyrgyzstan

Guatemala

Venezuela

Ecuador

TheDemocratic

Republic

ofCongo

Russian

Federation

UnitedStates

�


Cont. date

06.10.2008

08.10.2008

13.11.2008

16.11.2008

03.12.2008

03.12.2008

15.12.2008

18.12.2008

19.12.2008

aircraft type

AIRBUSINDUSTRIESA310

DEHAVILLANDDHC6-300

ANTONOVAN-12

GRUMMANG21GOOSE

NORTHAMERICAN

COMMANDER690/1685

NORTHAMERICAN

COMMANDER500

BRITTEN-NORMANBN-2A

MK3TRISLANDER

AEROINDUSTRIAL

COLOMBIANASAPA-31T-

620/T2-620CHEYENNE2

BRITTEN-NORMANBN-2A

ISLANDER

type of operation

Passenger

Passenger

Cargo

Airtaxi

Passenger

Emergency

MedicalService

Passenger

Unknown

Passenger

fatalities on board

33

18

7

7

3

2

12

2

1

Ground fatalities

state of occurence

Sudan

Nepal

Iraq

Canada

PuertoRico

Colombia

NorthAtlantic

Ocean

Argentina

Vanuatu

appendix 4 listingOffAtAlACCidents(2008)

annual safety review 2008 EuropEanaviationsafEtyagEncy

Disclaimer: Theaccidentdatapresentedisstrictlyforinformationpurposesonly.ItisobtainedfromAgencydatabasescomprisedofdatafromICAO,theEASAMSforlightaircraftandtheaviationindustry.Itreflectsknowledgeatthetimethereportwasgenerated.

Whilsteverycarehasbeentakeninpreparingthecontentofthereporttoavoiderrors,theAgencymakesnowarrantyastotheaccuracy,completenessorcurrencyofthecontent.TheAgencyshallnotbeliableforanykindofdamagesorotherclaimsordemandsincurredasaresultofincorrect,insufficientorinvaliddata,orarisingoutoforinconnectionwiththeuse,copying,ordisplayofthecontent,totheextentpermittedbyEuropeanandnationallaws.Theinformationcontainedinthereportshouldnotbeconstruedaslegaladvice.ForanyfurtherinformationorclarificationsonthisdocumentpleasedonothesitatetocontacttheEASASafetyAnalysisandResearchDepartment.

Acknowledgements: TheauthorswishtoacknowledgethecontributionmadebytheMemberStatesandtothankthemfortheirsupportintheconductofthisworkandinthepreparationofthisreport.TheauthorsalsowishtoacknowledgeICAOandNLRfortheirsupportintheconductofthiswork.

Photo credits:Cover:TomDavison,fotolia/Insidefrontcover:DassaultFalcon/Page4:Rolls-Royceplc2009;ElisabethSchöffmann,EASA/Page6:EuropeanCommission;ThomasZimmer/Page10:BananaStockLtd./Page20:Eurocopter;aerosudelicotteri/Page26:Eurocopter;2008DiamondAircraftIndustriesGmbH/Page30:JeffreyvanDaele,fotolia;Schröderfireballoons/Page32:BananaStockLtd.;Heller&C/Insidebackcover:BananaStockLtd.

ImprinteurOpeAnAviAtiOnsAfetyAgenCySafetyAnalysisandResearchDepartmentOttoplatz1D-50679CologneTel.+49(221)89990000Fax+49(221)89990999E-mail:[email protected]

Reproductionisauthorisedprovidedthesourceisacknowledged.

InformationontheEuropeanAviationSafetyAgencyisavailableontheInternetwww.easa.europa.eu.

ISBN 978-92-9210-032-2


Page 50


figuRe 4.1

Aeroplanesover2250kgFatalaccidents

EASAMSDistributionbyeroplanesover2250kg

Thesafetyrecordshowedthatthenumberoffatalaccidentsincommercialairtransportremainedatthelevelof2007(three)andisoneofthelowestinthedecade.In2008,only5.5percentofallfatalaccidentsincommercialairtransportworldwideoccurredwithairplanesregisteredinaMemberStateoftheEuropeanAviationSafetyAgency(EASAMS).Setagainsttheworldaverage,thefatalaccidentrateofscheduledpassengeroperationsinEuropeislow.ThenumberoffatalaccidentsinhelicoptercommercialairtransportoperationsinEuropewastwo,upfromonein2007,butbelowthetenyearaverageofthree.

Thenumberoffatalaccidentsforaerialworkandgeneralaviationoperationswithaeroplanesandhelicoptersremainedrelativelystable.‘Lossofcontrolinflight’(LOC-I)isthemostfrequentaccidentcategoryforthistypeofoperations.Technicalissuesappeartoplayamuchsmallerrole.

Forthethirdyear,theAgencycollectedaccidentdataforlightaircraft(massbelow2250kg)fromEASAMS.Overall,thenumberofaccidentsin2008inthiscategoryofaircraftwasbelow2006and2007figures.However,thedatareceivedwerenotcomplete.TheAgencycontinuestocooperatewithEASAMStofurtherimproveharmonisationofdatacollectionandtofacilitatedatasharingamongtheStates.

TheAnnuAlsAfetyreviewalsooffersanoverviewofaviationsafetymeasurestakeninthedifferentEASADirectorates.TheCertificationDirectorateisresponsiblefortheinitialandcontinuingairworthinessofaeronauticalproducts,partsandappliances.TheRulemakingDirectorateisdraftingneworamendmentstoexistingregulationstoensurehighcommonaviationsafetystandardsinEurope.IntheStandardisationDirectoratecompliancewiththeserulesismonitored.

TheEuropeanStrategicSafetyInitiative(ESSI)sawconsiderableprogressin2008.TheEuropeanCommercialAviationSafetyTeamlaunchedtwoworkinggroupsonSafetyManagementSystems(SMS)andGroundSafety.ThematerialdevelopedbytheSMSGroupwaspublishedinApril2009.TheEuropeanHelicopterSafetyTeamperformedananalysisof186helicopteraccidentsworkingwith9regionalanalysisteamsacrossEuropeanddevelopedsuggestionsforsafetyenhancementsbasedonthiswork.ThepreliminaryreportwaspublishedinApril2009.TheEuropeanGeneralAviationSafetyTeamperformedasurveyofGeneralAviationsafetyinitiatives,safetypublicationsandmaterialstobuildaEuropeanRepositoryanddevelopworkpriorities.

Ottoplatz1,D-50679Cologne,Germanywww.easa.europa.eu

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