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Commercial Airplanes

Statistical Summary of Commercial Jet Airplane Accidents


Worldwide Operations 1959 - 2011 1959 2011

Contents
Introduction Definitions Boeing Terms Exclusions Referenced ICAO and NTSB Definitions 2011 Airplane Accidents Departures, Flight Hours, and Jet Airplanes in Service Accident Summary by Type of Operation Accident Summary by Injury and Damage Accident Rates and Onboard Fatalities by Year U.S. and Canadian Operators Accident Rates By Year 10-Year Accident Rates by Type of Operation Accident Rates by Airplane Type Fatal Accidents and Onboard Fatalities by Phase of Flight CAST/ICAO Common Taxonomy Team (CICTT) Aviation Occurrence Categories Fatalities by CAST/ICAO Common Taxonomy Team (CICTT) Aviation Occurrence Categories Notes Published by: Aviation Safety Boeing Commercial Airplanes P.O. Box 3707 M/C 0A-19 Seattle, Washington 98124-2207, U.S.A. (425) 237-3086 E-mail: statsum@boeing.com http://www.boeing.com/news/techissues/pdf/statsum.pdf July 2012 2 3 6 7 8 10 13 14 15 16 17 18 19 20 21 22 23

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Copyright 2012 Boeing. All rights reserved.

2011 STATISTICAL SUMMARY, JULY 2012

Introduction
The accident statistics presented in this summary are confined to worldwide commercial jet airplanes that are heavier than 60,000 pounds maximum gross weight. Within that set of airplanes, there are two groups excluded: 1) Airplanes manufactured in the Commonwealth of Independent States (CIS) or the Union of Soviet Socialist Republics (USSR) are excluded because of the lack of operational data; and 2) Commercial airplanes operated in military service. (However, if a military-owned commercial jet transport is used for civilian commercial service, those data will be included in this summary.) The following airplanes are included in the statistics: 717 707/720 727 737 747 757 767 777 787 DC-8 DC-9 DC-10/MD-10 MD-11 MD-80/-90 A300 A300-600 A310 A320/321/319/318 A330 A340 A380 BAe 146 Avro RJ-70/-85/-100 CRJ-700/-900/-1000 EMB-170/-190 F-28 F-70 F-100 Concorde L-1011 BAC 1-11 Comet 4 Trident Caravelle Mercure CV-880/-990 VC-10

Flight operations data for Boeing airplanes are developed internally from airline operator reports. Flight operations data for nonBoeing airplanes are compiled from www.ascendworldwide.com, by Ascend. The source of jet airplane inventory data is Jet Information Services, Inc. Accident data are obtained, when available, from government accident reports. Otherwise, information is from operators, manufacturers, various government and private information services, and press accounts. Readers may note that cumulative accident totals from year to year may not exactly correlate with the expected change from the previous years accidents. This is a result of periodic audits of the entire accident history for updates to the data. Definitions related to development of statistics in this summary are primarily based on corresponding International Civil Aviation Organization (ICAO), National Transportation Safety Board (NTSB), and Flight Safety Foundation (FSF) terms, as explained in the next section.

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Definitions
Airplane Accident: An occurrence associated with the operation of an airplane that takes place between the time any person boards the airplane with the intention of flight and such time as all such persons have disembarked, in which: Death or serious injury results from: Being in the airplane; or Direct contact with the airplane or anything attached thereto; or Direct exposure to jet blast; Excluding: Fatal and nonfatal injuries from natural causes; and Fatal and nonfatal self-inflicted injuries or injuries inflicted by other persons; and Fatal and nonfatal injuries of stowaways hiding outside the areas normally available to the passengers and crew; and Nonfatal injuries resulting from atmospheric turbulence, maneuvering, loose objects, boarding, disembarking, evacuation, and maintenance and servicing; and Nonfatal injuries to persons not aboard the airplane; or The airplane sustains substantial damage; or The airplane is missing or is completely inaccessible. The following occurrences are not considered airplane accidents those that are the result of experimental test flights or the result of a hostile action, including sabotage, hijacking, terrorism, and military action. Note: This is generally consistent with the ICAO and the NTSB definition of an accident (see the Referenced ICAO and NTSB Definitions section). The differences are: 1) The ICAO and NTSB references to aircraft were changed to airplane and references to propellers and rotors were eliminated; and 2) This publication excludes events that result in nonfatal injuries from atmospheric turbulence, maneuvering, etc.; nonfatal injuries to persons not aboard the airplane; and any events that result from an experimental test flight or from hostile action, such as sabotage, hijacking, terrorism, and military action. Note: Within this publication, the term accident is used interchangeably with airplane accident.

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2011 STATISTICAL SUMMARY, JULY 2012

Definitions (continued)
Destroyed: The estimated or likely cost of repairs would have exceeded 50 percent of the new value of the airplane had it still been in production at the time of the accident. Note: This definition is consistent with the FSF definition. NTSB defines destroyed as damaged due to impact, fire, or in-flight failures to an extent not economically repairable. Fatal Injury: Any injury that results in death within 30 days of the accident. Note: This is consistent with both the ICAO and the NTSB definitions. Major Accident: An accident in which any of three conditions is met: The airplane was destroyed; or There were multiple fatalities; or There was one fatality and the airplane was substantially damaged. Note: This definition is consistent with the NTSB definition. It also is generally consistent with FSF, except that the FSF definition specifies that fatalities include only occupants of the airplane. ICAO does not normally define the term major accident. Serious Injury: An injury which is sustained by a person in an accident and which: Requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or Results in a fracture of any bone (except simple fractures of fingers, toes, or nose); or Involves lacerations which cause severe hemorrhage, nerve, muscle, or tendon damage; or Involves injury to any internal organ; or Involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface; or Involves verified exposure to infectious substances or injurious radiation.

Note: This is consistent with the ICAO definition. It is also consistent with NTSBs except for the last bullet item, which is not included in the NTSB definition.

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Definitions (continued)
Substantial Damage: Damage or failure which adversely affects the structural strength, performance, or flight characteristics of the airplane, and which would normally require major repair or replacement of the affected component. Substantial damage is not considered to be: Engine failure or damage limited to an engine if only one engine fails or is damaged Bent fairings or cowlings Dents in the skin Small puncture holes in the skin Damage to wheels Damage to tires Damage to flaps Damage to engine accessories Damage to brakes Damage to wingtips

Note 1. This is generally consistent with the NTSB definition of substantial damage except: 1) It deletes reference to puncture holes in the fabric and ground damage to rotor or propeller blades; and 2) It deletes damage to landing gear from the list of items not considered to be substantial damage. Note 2. ICAO does not define the term substantial damage. Still, the above definition is generally consistent with the ICAO definition of structural damage contained within part (b) of the ICAO accident definition.

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2011 STATISTICAL SUMMARY, JULY 2012

Boeing Terms
The terms on this page were created by Boeing for this publication and do not have corresponding equivalents in ICAO, NTSB, etc. Accident Rates: In general, this expression is a measure of accidents per million departures. Departures (or flight cycles) are used as the basis for calculating rates, since there is a stronger statistical correlation between accidents and departures than there is between accidents and flight hours, or between accidents and the number of airplanes in service, or between accidents and passenger miles or freight miles. Airplane departures data are continually updated and revised as new information and estimating processes become available. These form the baseline for the measure of accident rates and, as a consequence, rates may vary between editions of this publication. Airplane Collisions: Events involving two or more airplanes are counted as separate events, one for each airplane. For example, destruction of two airplanes in a collision is considered to be two separate accidents. Fatal Accident: An accident that results in fatal injury. Hull Loss: Airplane totally destroyed or damaged and not repaired. Hull loss also includes but is not limited to events in which: The airplane is missing; or The search for the wreckage has been terminated without it being located; or The airplane is completely inaccessible. Note: Neither ICAO nor NTSB has a definition for hull loss.

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Exclusions
Certain airplanes and events are excluded from consideration as accidents in this summary. This is a complete list of those exclusions. Excluded Airplanes Airplanes manufactured in the Commonwealth of Independent States (CIS) or the Union of Soviet Socialist Republics (USSR) are excluded because of the lack of operational data. Commercial airplanes operated in military service are also excluded. (However, if a military-owned commercial jet transport is used for civilian commercial service, those data are included in this summary.) Excluded Events Fatal and nonfatal injuries from natural causes; Fatal and nonfatal self-inflicted injuries or injuries inflicted by other persons; Fatal and nonfatal injuries of stowaways hiding outside the areas normally available to the passengers and crew; Nonfatal injuries resulting from atmospheric turbulence, maneuvering, loose objects, boarding, disembarking, evacuation, and maintenance and servicing; Nonfatal injuries to persons not aboard the airplane; Experimental test flights (however, maintenance test flights, ferry, positioning, training, and demonstration flights are not excluded); Sabotage, hijacking, terrorism, and military action.

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2011 STATISTICAL SUMMARY, JULY 2012

Referenced ICAO and NTSB Definitions


International Civil Aviation Organization (ICAO) and National Transportation Safety Board (NTSB) definitions are included below for reference. Accident ICAO defines an accident as follows: An occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight until such time as all such persons have disembarked, in which: a) A person is fatally or seriously injured as a result of: Being in the aircraft, or Direct contact with any part of the aircraft, including parts which have become detached from the aircraft, or Direct exposure to jet blast, except when the injuries are from natural causes, self-inflicted or inflicted by other persons, or when the injuries are to stowaways hiding outside the areas normally available to the passengers and crew; or b) The aircraft sustains damage or structural failure which: Adversely affects the structural strength, performance, or flight characteristics of the aircraft, and Would normally require major repair or replacement of the affected component, except for engine failure or damage, when the damage is limited to the engine, its cowlings or accessories; or for damage limited to propellers, wing tips, antennas, tires, brakes, fairings, small dents or puncture holes in the aircraft skin; or c) The aircraft is missing or is completely inaccessible. NTSB defines an aircraft accident as follows: Aircraft accident means an occurrence associated with the operation of an aircraft which takes place between the time any person boards the aircraft with the intention of flight and all such persons have disembarked, and in which any person suffers death or serious injury, or in which the aircraft receives substantial damage.

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Referenced ICAO and NTSB Definitions (continued)


Serious Injury ICAO defines serious injury as follows: An injury which is sustained by a person in an accident and which: a) b) c) d) e) f) Requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or Results in a fracture of any bone (except simple fractures of fingers, toes, or nose); or Involves lacerations which cause severe hemorrhage, nerve, muscle, or tendon damage; or Involves injury to any internal organ; or Involves second or third degree burns, or any burns affecting more than 5 percent of the body surface; or Involves verified exposure to infectious substances or injurious radiation.

NTSB defines serious injury as follows: Serious injury means any injury which: 1) 2) 3) 4) 5) Requires hospitalization for more than 48 hours, commencing within 7 days from the date the injury was received; Results in a fracture of any bone (except simple fractures of fingers, toes, or nose); Causes severe hemorrhages, nerve, muscle, or tendon damage; Involves any internal organ; or Involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.

Substantial Damage NTSB defines substantial damage as follows: Damage or failure that adversely affects the structural strength, performance, or flight characteristics of the aircraft, and that would normally require major repair or replacement of the affected component. Engine failure or damage limited to an engine if only one engine fails or is damaged, bent fairings or cowling, dented skin, small puncture holes in the skin or fabric, ground damage to rotor or propeller blades, and damage to landing gear, wheels, tires, flaps, engine accessories, brakes, or wingtips are not considered substantial damage. ICAO does not define the term substantial damage.

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2011 STATISTICAL SUMMARY, JULY 2012

2011 Airplane Accidents


All Accidents Worldwide Commercial Jet Fleet
Event Date 3-Jan-11 9-Jan-11 Airline Model (Age in Years) 737-800 (< 1) 727 (36) A320 (3) 737-200 (30) 757 (14) 747-300 (24) ERJ190 (3) 737-800 (11) 737-300 (23) CRJ700 (7) Type of Operation Sched Pax Sched Pax Sched Pax Ferry Accident Location Los Angeles, USA (near) Urumiyeh, Iran Kuching, Malaysia Hoedspruit, South Africa Los Angeles, USA Madinah, Saudi Arabia New York, USA Tenerife, Spain Dayton, USA New York, USA Phase of Flight Takeoff Event Description Damage Category Substantial Destroyed X Fatal 78/105 (0) X Hull Loss Injury Category Onboard Fatalities / Occupants (External Fatalities) Major Accident

American Airlines Iran Air

The airplane sustained a tail strike during takeoff. The flight continued to its destination, landing safely. There were no injuries. The airplane crashed in a field approximately 9 NM southeast of the Final Approach airport while executing a missed approach at night in poor weather. Landing The airplane lost directional control during the landing roll, veering off the side of the runway, where the nose landing gear collapsed. There were several minor injuries. The airplane was being powered backwards when it rolled off the side of the taxiway, coming to rest part way down a steep embankment. There were no injuries. The airplane sustained a tail strike during takeoff, leveled off, and returned to the departure airport, landing safely. There were no injuries. During landing, the airplane veered off the side of the runway. The left main landing gear was damaged and both left engines contacted the ground. There were no injuries. During the landing roll, the aft galley cart rolled forward due to improper latching, striking a passenger's ankle. The airplane rejected the takeoff after the tail contacted the runway. There were no injuries. While departing on a positioning flight, an unsecured pallet jack in the otherwise empty cargo hold struck and fractured a structural frame. There were no injuries. The airplane was holding while waiting to taxi onto its stand when the left wingtip of a taxiing A380 struck its vertical stabilizer. The impact force swung the airplane about 90 degrees. There were no injuries. The airplane sustained a hard landing in poor weather and gusty winds. There were no injuries. After making a hard, bounced landing, the crew elected to go around. During the takeoff, the airplane was damaged by a tail strike. There were no injuries. During taxi, a portion of the concrete tarmac collapsed under the left main landing gear due to a large sinkhole. Both the landing gear and the left engine were damaged. There were no injuries.

10-Jan-11 AirAsia

Substantial

10-Jan-11 Africa Charter Airline 13-Jan-11 American Airlines 16-Feb-11 Saudi Arabian Airlines 24-Feb-11 US Airways 27-Mar-11 Hapag-Lloyd Flug 30-Mar-11 Northern Air Cargo 11-Apr-11 Comair

Taxi

Substantial

Sched Pax Sched Pax Sched Pax Sched Pax Ferry

Takeoff

Substantial

Landing

Substantial

Landing Takeoff

Serious Substantial

Initial Climb Taxi

Substantial

Sched Pax

Substantial

13-Apr-11 17-Apr-11

Air France China Cargo

A330 (9) 777 (<1) 737-800 (12)

Sched Pax Sched Cargo Ferry

Caracas, Venezuela Copenhagen, Denmark Greenville, USA

Landing Landing

Substantial Substantial

6-May-11

Continental Airlines

Taxi

Substantial

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2011 STATISTICAL SUMMARY, JULY 2012
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2011 Airplane Accidents


All Accidents Worldwide Commercial Jet Fleet
Event Date Airline Model (Age in Years) 707 (42) Type of Operation Charter Cargo Accident Location Point Mugu NAS, USA Phase of Flight Initial Climb Event Description Damage Category Destroyed Hull Loss X Injury Category Onboard Fatalities / Occupants (External Fatalities) Major Accident X

18-May-11 Omega Air Inc.

Just after liftoff, the left inboard engine and pylon separated from the wing and struck the left outboard engine. The crew aborted the flight and touched down on the runway. The airplane departed the side of the runway and stopped in an estuary. It was destroyed by impact and postcrash fire. Three crew members sustained minor evacuation injuries. The airplane sustained damage during a hard landing. There were no injuries. The airplane sustained damage from a tail strike on landing. There were no injuries.

28-May-11 SBA Airlines 25-Jun-11 Malev Hungarian Airlines 8-Jul-11 Hewa Bora Airways 14-Jul-11 Delta Connection Asiana Airlines

767 (20) 737-800 (8) 727 (46) CRJ 900 (2) 747-400 (5)

Sched Pax Sched Pax Sched Pax Sched Pax Sched Cargo

Caracas, Venezuela Heraklion, Greece Kisangani, Congo DR Boston, USA East China Sea near Jeju Island, South Korea

Landing Landing

Substantial Substantial

Final The airplane crashed short of the runway while on final approach. The Destroyed Approach airplane broke up and caught fire. The accident happened in daylight, but in heavy weather and reduced visibility. Taxi The airplane was holding for departure when the winglet of a taxiing 767 Substantial contacted the vertical and horizontal stabilizers. There were no injuries. Cruise After reporting a cargo fire and the need to divert, the airplane disappeared from radar contact while descending. It was found to have crashed in the East China Sea. Destroyed

Fatal

83/118 (0)

28-Jul-11

Fatal

2/2 (0)

29-Jul-11

Egyptair

777 (14)

Sched Pax

Cairo, Egypt

Load /Unload

Caribbean Airlines Limited 20-Aug-11 First Air

30-Jul-11

737-800 (4) 737-200 (36)

Sched Pax Charter Pax

Georgetown, Guyana Resolute Bay, Canada Cochin, India

Landing

While parked at the gate, preparing for departure, the airplane's flight crew ordered an evacuation of the airplane due to smoke and fire on the flight deck. All passengers and crew evacuated through the jetways, which were still in place. There were several minor injuries to fire fighters. After touching down, the airplane skidded off the end of the runway, ran through a perimeter fence, and broke in two.

Substantial

Destroyed

Serious

Final The airplane broke apart when it impacted a small hill while on landing Approach approach in reduced visibilty. The last Air Traffic Control contact was reportedly a normal call approximately 8 km from the airport. Landing On final approach, the airplane encountered heavy rain and gusty winds. On touchdown, the airplane veered off the side of the runway onto the grass and came to rest with its nose landing gear collapsed. After landing, the airplane veered off the side of the runway onto soft ground as it exited the runway via high speed taxiway. There were no injuries.

Destroyed

Fatal

12/15 (0)

29-Aug-11 Gulf Air

A320 (1)

Sched Pax

Substantial

Serious

2-Sep-11

Turkish Airlines

A340 (15)

Sched Pax

Mumbai, India

Landing

Substantial

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2011 STATISTICAL SUMMARY, JULY 2012

2011 Airplane Accidents


All Accidents Worldwide Commercial Jet Fleet
Event Date 3-Sep-11 Airline Model (Age in Years) A300-600 (21) EMB 190 (5) Type of Operation Sched Pax Sched Pax Accident Location Mashad, Iran Quito, Ecuador Phase of Flight Landing Landing Event Description Damage Category Substantial Destroyed X Hull Loss Injury Category Serious X Onboard Fatalities / Occupants (External Fatalities) Major Accident

Mahan Air

16-Sep-11 TAME

After a hard landing that burst a nose wheel tire, the airplane veered off the runway where the nose landing gear collapsed. The airplane overran the runway on landing, struck a localizer antenna and came to rest after impacting the airport perimeter wall. The accident happened at night in poor weather. There were no injuries. The airplane sustained a hard landing. Both engine pylons separated at the fuselage attach points. The airplane stopped on the runway. There were no injuries. During pushback from the gate, while turning the airplane, the tug contacted the forward fuselage and nose landing gear. There were no injuries. The airplane conducted a smooth high speed landing after the flaps were unable to be extended to a landing position. After a reported gear shimmy, the right main landing gear collapsed and the airplane slid to a stop on the left main gear, nose gear and right engine pod. There were no injuries. The airplane landed with its nose landing gear retracted. There were no injuries. The airplane landed with all three landing gear retracted. There were no injuries. The airplane touched down with its nose landing gear retracted and came to rest on its nose on the runway. There were no injuries. The airplane was stopped abruptly during taxi for departure due to a potential incursion with another airplane vacating the runway.

26-Sep-11 Aeropostal

DC-9 (35) MD-88 (23) 737-400 (18)

Sched Pax Sched Pax Charter Pax

Puerto Ordaz, Venezuela Atlanta, USA Antalya, Turkey

Landing

Substantial

7-Oct-11

Delta Airlines Sky Airlines

Tow

Substantial

10-Oct-11

Landing

Substantial

18-Oct-11 1-Nov-11

Iran Air

LOT Polish Airlines 10-Nov-11 SA-Airlink

727 (37) 767 (14) RJ-85 (15) A321 (10) 737-300 (15)

Sched Pax Sched Pax Sched Pax Sched Pax Sched Pax

Tehran, Iran Warsaw, Poland Johannesburg, South Africa Fort Lauderdale, USA Yogyakarta, Indonesia

Landing Landing Landing

Substantial Substantial Substantial

14-Dec-11 Air Canada

Taxi

Serious

20-Dec-11 Sriwijaya Air

Landing

23-Dec-11 Austrian Airlines

A321 (10)

Sched Pax

Manchester, England

Go Around

25-Dec-11 AMC Airlines 36 Total Accidents

MD-83 (15)

Charter Pax

Karachi, Pakistan

Landing

After landing in heavy rain, the airplane came to a stop on soft ground Substantial left of and about 25 meters past the end of the runway. Both the right main and nose landing gear collapsed. Several minor injuries occurred during evacuation. After encountering heavy turbulence on final approach, the crew elected Substantial to go around. After initiating the go-around, a windshear caused the airplane landing gear to briefly contact the runway. The tail struck the runway as the airplane took off. The second landing was uneventful. There were no injuries. After unsuccessful troubleshooting, the airplane landed with its nose Substantial landing gear retracted. There were no injuries.

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175 Onboard (0) External

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2011 STATISTICAL SUMMARY, JULY 2012
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Departures, Flight Hours, and Jet Airplanes in Service*


Worldwide Operations 1992 Through 2011
Annual departures and flight hours (millions)
55 50 45 40 35 30 25 20 15 10 5 0 92 93 94 95 96 97 98 99 00 01
Year

50.9
Flight Hours Departures

610 million departures since 1959 (458 million on Boeing airplanes) 1,094 million flight hours since 1959 (826 million on Boeing airplanes)

23.6

02

03

04

05

06

07

08

09

10

11

Number of airplanes* (thousands)

25 20 15 10 5

Worldwide Fleet Boeing Fleet

* Certified jet airplanes greater than 60,000 pounds maximum gross weight, 21,358 including those in temporary non-flying status and those in use by non-airline operators. Excluded are commercial 12,561 airplanes operated in military service and CIS/USSR-manufactured airplanes.

Source: Jet Information Services, Inc.


0 92 93 94 95 96 97 98 99 00 01
Year

02

03

04

05

06

07

08

09

10

11

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2011 STATISTICAL SUMMARY, JULY 2012

Accident Summary by Type of Operation


Worldwide Commercial Jet Fleet
Onboard Fatalities (External Fatalities)* 1959-2011 28,553 (777) 24,427 4,126 264 (330) 208 (66) 29,025 (1,173) 6,193 (381) 22,832 (792) 29,025 (1,173) 2002-2011 4,486 (142) 4,470 16 44 (72) 17 (0) 4,547 (214) 17 (8) 4,530 (206) 4,547 (214)

Type of Operation

All Accidents 1959-2011 1,424 2002-2011 317

Fatal Accidents 1959-2011 483 2002-2011 63

Hull Loss Accidents 1959-2011 680 2002-2011 129

Passenger

- Scheduled - Charter

1,307 117 252 122

294 23 74 13

437 46 76 44

60 3 13 3

611 69 169 74

122 7 44 8

Cargo Maintenance test, ferry, positioning, training, and demonstration Totals U.S. and Canadian Operators Rest of World Totals

1,798 555 1,243 1,798

404 78 326 404

603 180 423 603

79 11 68 79

923 222 701 923

181 26 155 181

*External fatalities include on-ground fatalities as well as fatalities on other aircraft involved.

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Accident Summary by Injury and Damage


All Accidents Worldwide Commercial Jet Fleet
1959 Through 2011
603 Fatal Accidents
(34% of Total) 491 fatal accidents with hull loss 25 fatal accidents with substantial damage 87 fatal accidents without substantial damage

1195 Non-Fatal Accidents


(66% of Total) 432 hull loss without fatalities 702 substantial damage without fatalities 61 accidents without substantial damage (but with serious injuries)

Total 1798
Number of Accidents

2002 Through 2011


79 Fatal Accidents
(20% of Total) 69 fatal acc. w/ hull loss 1 fatal accident with substantial damage 9 fatal accidents without substantial damage

325 Non-Fatal Accidents


(80% of Total) 112 hull loss without fatalities 196 substantial damage without fatalities 17 accidents without substantial damage (but with serious injuries)

Total 404
Number of Accidents

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2011 STATISTICAL SUMMARY, JULY 2012

Accident Rates and Onboard Fatalities by Year


Worldwide Commercial Jet Fleet 1959 Through 2011
50 1500

40

All accident rate Fatal accident rate Hull loss accident rate Onboard fatalities

1200

Annual accident rate (per million departures)

30

900

Annual onboard fatalities


20 600

10

300

0
59 60 62 64 66 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98 00 02 04 06 08 10 11

Year

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U.S. and Canadian Operators Accident Rates by Year


Fatal Accidents Worldwide Commercial Jet Fleet 1959 Through 2011
50

Rest of the world U.S. & Canadian operators


40

2.0 2.0
1.5 1.5

1992 Through 2011


Rest of the world U.S. & Canadian operators

Annual fatal accident rate (per million departures)

30

1.0 1.0

0.5 0.5

0.0 0.0

20

92

94

96

98

00 Year

02

04

06

08

10

10

5960 62 64 66 68 70 72 74 76 78 80 82 84 86 88 90 92 94 96 98 00 02 04 06 08 10

Year

17
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2011 STATISTICAL SUMMARY, JULY 2012

10-Year Accident Rates by Type of Operation


Fatal and Hull Loss Accidents Worldwide Commercial Jet Fleet 2002 Through 2011
3.0 Fatal accident rate 2.5 Hull loss accident rate

2.0 10-year accident 1.5 rate (per million departures) 1.0 0.70 0.62 0.5 0.34

1.92

0.88

0.39

0.0 Scheduled commercial passenger operations 174.2 million departures All other operations* 30.7 million departures Total 204.9 million departures

*Charter passenger, charter cargo, scheduled cargo, maintenance test, ferry, positioning, training, and demonstration flights

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Accident Rates by Airplane Type


Hull Loss Accidents Worldwide Commercial Jet Fleet 1959 Through 2011
Sorted by Year of Introduction Hull Losses (H/L) H/L with Fatalities

*No longer in service 707/720 DC-8 727 DC-9 BAC 1-11 737-100/-200 F-28 747-100/-200/-300/SP DC-10/MD-10 L-1011 A300 MD-80/-90 767 757 BAe146, RJ-70/-85/-100 A310 737-300/-400/-500 A300-600 A320/321/319/318 F-100/F-70 747-400 MD-11 A340 A330 777 737-600/-700/-800/-900 717 CRJ-700/-900/-1000 EMB-170/-190 **A380 **747-8 **787 Total

99 153 75 93 92 27 101 43 36 27 4 14 24 6 5 12 10 36 5 18 10 5 8 2 2 2 11 0 0 3 0 0 0 923

53 74 51 54 49 12 51 22 19 12 3 4 13 2 5 7 8 18 3 11 3 3 5 0 2 0 6 0 0 1 0 0 0 491 0

4.64/8.68 4.27/8.83 4.01/5.89 0.70/1.21 0.78/1.47 1.40/3.15 0.88/1.73 2.38/4.64 1.47/2.78 1.32/2.97 0.56/0.75 0.62/2.16 0.30/0.56 0.12/0.36 0.23/0.23 0.67/1.14 1.73/2.16 0.26/0.52 0.53/0.89 0.18/0.29 0.30/.99 0.44/0.73 2.20/3.52 0/0.80 0.40/0.40 0/0.33 0.15/0.28 0/0 0/0 0.19/0.58 0/0 0/0 0/0 0.80/1.51 1 2 3 4 5 6 7 8 9

Hull loss accident rate total bar Hull loss with fatalities accident rate lighter shaded portion

*The Comet, CV880/990, Caravelle, Concorde, Mercure, Trident and VC-10 are no longer in commercial service. **These types have accumulated fewer than 1 million departures.

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Hull loss accident rate (per million departures)

19

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2011 STATISTICAL SUMMARY, JULY 2012

Fatal Accidents and Onboard Fatalities by Phase of Flight


Worldwide Commercial Jet Fleet 2002 Through 2011
16% Taxi, load/ unload Initial parked, Takeoff climb tow
Fatal accidents Onboard fatalities Percentage of fatal accidents and onboard fatalities Initial approach

37%
Final approach Landing

Climb (flaps up)

Cruise

Descent

11% 0%

10% 11%

6% 6% 18%

6% 10%

11%

4% 2%

14% 19%

16% 13% 29%

20% 16%

22%

Exposure (Percentage of flight time estimated for a 1.5 hour flight)

Initial approach fix

Final approach fix

1%

1%

14%

57%

11%

12%

3%

1%

Percentages may not sum precisely due to numerical rounding. 100 Fatal accidents 80 Onboard fatalities 1001 855 40 510 20 0 9 1 291 8 5 5 471 9 3 111 11 13 16 601 706 500 2000

Distribution of fatal accidents and onboard fatalities


1500

Fatal accidents

60

1000

Onboard fatalities

Taxi, load/ unload parked, tow

Takeoff

Initial climb

Climb

Cruise

Descent

Initial approach

Final approach

Landing

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2011 STATISTICAL SUMMARY, JULY 2012
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CAST/ICAO Common Taxonomy Team (CICTT) Aviation Occurrence Categories


The International Civil Aviation Organization (ICAO) and the Commercial Aviation Safety Team (CAST), which includes government officials and aviation industry leaders, have jointly chartered the CAST/ICAO Common Taxonomy Team (CICTT). CICTT includes experts from several air carriers, aircraft manufacturers, engine manufacturers, pilot associations, regulatory authorities, transportation safety boards, ICAO, and members from Canada, the European Union, France, Italy, the Netherlands, the United Kingdom, and the United States. CICTT is co-chaired by a representative from ICAO and CAST. The team is charged with developing common taxonomies and definitions for aviation accident and incident reporting systems. Common taxonomies and definitions establish a standard industry language, thereby improving the quality of information and communication. With this common language, the aviation community's capacity to focus on common safety issues is greatly enhanced. The CICTT Aviation Occurrence Taxonomy is designed to permit the assignment of multiple categories as necessary to describe the accident or incident. Since 2001, the Safety Indicator Steering Group (SISG) has met annually to assign CICTT occurrence categories to the prior years accidents. In a separate activity, the CAST assigned each accident to a single principal category. Those accident assignments and a brief description of the categories are reported in the preceding chart. The CAST use of principal categories has been instrumental in focusing industry and government efforts and resources on accident prevention. Pareto charts using principal categories are used by CAST to identify changes to historic risk and to help to determine if the safety enhancements put in place are effective. For a complete description of the categories go to: http://www.intlaviationstandards.org/

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Copyright 2012 Boeing. All rights reserved.

2011 STATISTICAL SUMMARY, JULY 2012

Fatalities by CAST/ICAO Common Taxonomy Team (CICTT) Aviation Occurrence Categories


Fatal Accidents Worldwide Commercial Jet Fleet 2002 Through 2011
2000
ARC CFIT F-NI FUEL LOC-I MAC OTHR RAMP RE SCF-NP SCF-PP UNK USOS WSTRW Abnormal Runway Contact Controlled Flight Into or Toward Terrain Fire/Smoke (Non-Impact) Fuel Related Loss of Control In flight Midair/Near Midair Collision Other Ground Handling Runway Excursion (Takeoff or Landing) System/Component Failure or Malfunction (Non-Powerplant) System/Component Failure or Malfunction (Powerplant) Unknown or Undetermined Undershoot/Overshoot Windshear or Thunderstorm

External fatalities [Total 214]


1800

Onboard fatalities [Total 4547]


1493 (80)

1600

1400

1200

1078 (0)

Fatalities
1000

Onboard fatalities External fatalities


765 (16)

800

600

430 (0)
400

No accidents were noted in the following principal categories: ADRM Aerodrome AMAN Abrupt Maneuver ATM Air Traffic Management/Communications, Navigation, Surveillance BIRD Bird CABIN Cabin Safety Events EVAC Evacuation F-POST Fire/Smoke (Post-Impact) GCOL Ground Collision ICE Icing LALT Low Altitude Operations LOC-G Loss of Control Ground RI-A Runway Incursion Animal RI-VAP Runway Incursion Vehicle, Aircraft or Person SEC Security Related TURB Turbulence Encounter For a complete description go to: http://www.intlaviationstandards.org/

156 (69)
200

225 (0)

154 (38) 121 (1) 96 (1) 23 (0) 1 (7)


RAMP

4 (0)
F-NI

1 (2)
SCF-PP

0
LOC-I CFIT

Number of fatal accidents (79 total)

RE (Landing) + ARC + USOS

UNK

MAC

SCF-NP

RE (Takeoff)

OTHR

WSTRW

FUEL

18

18

15

Note: Principal categories as assigned by CAST.

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2011 STATISTICAL SUMMARY, JULY 2012
Copyright 2012 Boeing. All rights reserved.

Notes

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Copyright 2012 Boeing. All rights reserved.

2011 STATISTICAL SUMMARY, JULY 2012

Notes

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2011 STATISTICAL SUMMARY, JULY 2012
Copyright 2012 Boeing. All rights reserved.

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Copyright 2012 Boeing. All rights reserved.