FAA Aircraft Certification Service (AIR) Policy and Innovation Division, AIR-600 Systems Policy Branch, AIR-630
2020
Continued Operational Safety (COS) Report Special Category Light-Sport Aircraft
JULY 2004 THROUGH SEPTEMBER 2020
Issued May 2021
This report provides an overview of the continued operational safety of special category light-sport aircraft since the establishment of the Sport Pilot/Light-Sport Aircraft rule in July 2004. The specific focus of this report is on accidents and incidents. Report data have been coordinated with the FAA Office of Accident Investigation & Prevention, AVP-210 Safety Analytical Services Division.
Table of Contents
General Information ...... 4 SLSA Vision for the Future ...... 4 Recording/Reporting of Data ...... 5 Definitions (Ref. NTSB Form 6120.1) ...... 5 ELSA Limited Data ...... 6 SLSA Airworthiness Certifications ...... 7 Population of SLSA by Class ...... 7 SLSA Cumulative Fleet Size Totals by Fiscal Year (FY) ...... 8 SLSA Cumulative Fleet Size Changes by Fiscal Year (FY) ...... 9 General Aviation and Part 135 Activity Surveys ...... 9 Population of SLSA Manufacturers ...... 11 Fatal Accidents and Non-Fatal Accidents/Incidents ...... 12 Fatal Accidents by FY ...... 12 Non-Fatal Accidents/Incidents by FY ...... 12 Fatal Accidents by FY to Total LSA Aircraft Fleet by FY [10 Year Trend] ...... 13 Fatal Accidents – Cumulative Average by FY ...... 13 Non-Fatal Accidents/Incidents by FY to Total LSA Aircraft Fleet by FY [10 Year Trend] ...... 14 Fatal Accidents by Class of SLSA ...... 15 Fatal Accidents by Class to Total Class Fleet [AWC Code] ...... 15 Fatal Accidents by Month of Year ...... 15 Non-Fatal Accidents/Incidents by Class of SLSA ...... 15 Non-Fatal Accidents/Incidents by Class to Total Class Fleet [AWC Code] ...... 15 Non-Fatal Accidents/Incidents by Month of Year ...... 15 Fatal Accidents by Type of Pilot Certificate and Medical Certificate ...... 16 Non-Fatal Accidents/Incidents by Type of Pilot Certificate and Medical Certificate ...... 16 Fatal Accidents by Pilot Age ...... 16 Fatal Accidents: Pilot vs Aircraft ...... 16 Fatal Accidents by Class by Fiscal Year ...... 17 Non-Fatal Accidents/Incidents Involving Bird Strikes ...... 17 Fatal Accidents: Comparison of SLSA, Personal, and Experimental Aircraft ...... 18 Fatal Accident Rate/100K with Linear Trend Line for SLSA ...... 19 Fatal Accident and Non-Fatal Accident/Incident Phase of Flight ...... 20 Phase of Flight by Class of SLSA ...... 21 Phase of Flight – Fiscal Year Trends [10 Years] ...... 22 Fatal Accident and Non-Fatal Accident/Incident Occurrence Category ...... 24 Top Ten Occurrence Categories by Class of SLSA ...... 25 Grouping of Occurrence Categories ...... 26 Top Ten Occurrence Categories – Fiscal Year Trends [10 Years] ...... 27 Design Related Occurrences ...... 29 Manufacturing Quality Related Occurrences ...... 30 COS Report Issued MAY 2021 Page 2 of 56 Special Category Light-Sport Aircraft AIR-630
Training Flights ...... 31 Fatal Accident and Non-Fatal Accidents/Incidents Identified as Training Flights...... 31 Training Flights by Class of SLSA ...... 31 Training Flights – Fiscal Year Trends [10 Years] ...... 31 Fatal Accident and Non-Fatal Accident/Incident Significant Cause/Effect Events ...... 32 Significant Cause/Effect Events – Numbers ...... 32 Significant Cause/Effect Events – Additional Factors ...... 32 Top Ten Significant Cause/Effect Events– Fiscal Year Trends [10 Years] ...... 33 System/Component Failures ...... 35 Total Aircraft by Manufacturer ...... 36 Total Fatal and Non-Fatal Accident/Incident Events by Manufacturer ...... 38 Total Fatal Accidents by Manufacturer ...... 40 Total Fatal Accidents by Manufacturer to Total Aircraft by Manufacturer ...... 41 Total Fatal Accidents by Manufacturer to Total Fatal Accident Events ...... 42 Weight-Shift-Control (WSC) Specific Accident Data ...... 43 Fatal Accidents by Fiscal Year (FY) ...... 43 Fatal Accidents by Manufacturer ...... 43 Fatal Accidents – Probable Cause(s) ...... 44 Appendix 1...... 51 Phase of Flight Definitions (from CICTT) ...... 51 Appendix 2...... 53 Occurrence Categories Definitions (from CICTT) ...... 53
New for Fiscal Year (FY) 2020
Updated report with new 2020 data and revised data from previous years from updated FAA and NTSB reports, as applicable Updated report with new policy offices corresponding to the Aircraft Certification Services internal re-alignment.
Send comments or questions regarding this report to the following email address: [email protected]
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General Information
The Systems Policy Branch, AIR-630, Production and Airworthiness Systems Section, AIR-632 has established a process to monitor and track special light-sport aircraft (SLSA) accident and incident data to identify and consider accident/incident causes and trends. This report presents information on all known accidents and incidents involving SLSA at the time of this report. Review and analysis of the accident/incident data may result in recommendations to improve the SLSA industry consensus standards and/or may be used in determination of risk factors relating to conducting oversight of SLSA manufacturers’ continued operational safety (COS) programs.
Data sources for this report include FAA Forms 8020-9 Aircraft Accident/Incident Preliminary Notice, the National Transportation Safety Board (NTSB) aviation accident database, and the Federal Aviation Administration (FAA) Aviation Safety Information Analysis and Sharing (ASIAS) database.
This report does not include accidents and incidents involving sport pilots operating aircraft in categories of aircraft other than SLSA that meet the light sport aircraft (LSA) definition in Title 14, Code of Federal Regulations (14 CFR) 1.1.
This report does not include data on aircraft that originally obtained an SLSA airworthiness certificate and then subsequently changed the airworthiness certification to experimental light- sport aircraft (ELSA).
This report provides limited data for fatal accidents of aircraft certificated as ELSA. Due to the experimental nature of these aircraft there is limited FAA continued operational safety oversight and coordination with the owners/operators of these aircraft. Another section within AIR-632 has responsibility for any oversight of these aircraft.
SLSA Vision for the Future We are focused on increasing industry accountability and safety with a goal of creating a LSA system with an equivalent or lower fatal accident rate than other segments of “personal” aviation without requiring FAA type design certification or FAA production oversight by: Supporting a regulatory and policy structure for industry to achieve FAA safety goals through self-declared compliance with industry developed and maintained consensus standards. Enabling an industry-led system of self-audits and statements of compliance. Applying a scalable oversight approach to a manufacturer’s self-auditing and self- declarative certification process. Committing FAA resources to actively participate in the development and acceptance of industry consensus standards.
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Recording/Reporting of Data It is important to note that “phase of flight” (Ref. Appendix 1) and “occurrence categories” (Ref. Appendix 2) may have multiple data elements identified for an individual accident/incident event. This is intentional in order to allow for every pertinent element to be recorded and analyzed.
This report is based on known data at the time the report is compiled. As new data become available, the recording of data elements will be adjusted as needed and the reporting of these changes will be reflected in the next revision of this report.
Definitions (Ref. NTSB Form 6120.1) "Aircraft Accident" means an occurrence associated with the operation of an aircraft that 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.
"Substantial Damage" means damage or failure which adversely affects the structural strength, performance or flight characteristics of the aircraft, and which would normally require major repair or replacement of the affected component.
"Serious Injury" means any injury that (1) requires hospitalization for more than 48 hours, commencing within 7 days from the date the injury was received; (2) results in a fracture of any bone (except simple fracture of fingers, toes, or nose); (3) causes severe hemorrhages, nerve, muscle, or tendon damage; (4) involves injury to any internal organ; or (5) involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.
"Fatal Injury" means any injury that result in death within thirty (30) days of the accident.
"Aircraft Incident" is an occurrence other than an accident that affects or could affect the safety of operations.
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ELSA Limited Data
Non-fatal accidents and incidents involving ELSA have not been tracked and are not reported as part of this report. Fatal ELSA accidents are tracked by the following aircraft classes: airplane, glider, powered parachute (PPC), weight-shift-control (WSC), gyroplane, and lighter-than-air (LTA).
Known fatal accidents involving ELSA during the reporting time period are as follows: Fatal Accidents Total Fatalities 104 130
ELSA includes— “fat ultralights” not meeting the provisions of 14 CFR 103.1, ELSA certificated under 14 CFR 21.191(i)(1); [95 fatalities] ELSA aircraft assembled from a “kit” certificated under 14 CFR 21.191(i)(2); [6 fatalities] and ELSA aircraft certificated under 14 CFR 21.191(i)(3), aircraft that had been previously issued an SLSA airworthiness certificate under 14 CFR 21.190. [3 fatalities]
ELSA Fatal Accidents by Class 60 60 50 40 31 30 20 11 10 0 2 0 0 Airplane Glider PPC WSC Gyro LTA
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ELSA Fatal Accidents with Total Fatalities 16 15 15 Fatal 14 13 13 Accidents 12 Total 12 11 11 11 11 11 10 10 Fatalities 10 9 8 8 7 7 7 6 6 6 6 6 5 5 4 4 4 4 4 3 2 0 07 08 09 10 11 12 13 14 15 16 17 18 19 20
SLSA Airworthiness Certifications A special airworthiness certificate for an SLSA under 14 CFR 21.190 is issued to an aircraft that meets the 14 CFR 1.1 definition of LSA, is manufactured to the applicable consensus standards, and is one of the following five classes of the LSA category: Airplane Glider Powered parachute (PPC) Weight-shift-control (WSC) aircraft (commonly called “trikes") Lighter-than-air (LTA) aircraft (balloons and airships) When the aircraft meets all the eligibility requirements of 14 CFR 1.1 and § 21.190, it may be issued an SLSA airworthiness certificate.
Population of SLSA by Class Estimates based on search of FAA Aircraft Registry, AFB-710 database from October-2020 for SLSA airworthiness classification and aircraft type codes.
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SLSA by Class
3000 2707
2500
2000
1500
1000
500 189 98 100 0
0
SLSA Cumulative Fleet Size Totals by Fiscal Year (FY) Rounded estimates based on search of FAA Aircraft Registry, AFB-710 database from October- 2020 for SLSA airworthiness classification and aircraft type codes.
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SLSA Cumulative Fleet Size Totals By FY 3500
3000 3045 3094 2955 2915 2830 2500 2680 2500 2325 2230 2000 2100 1900 1500 1700 1500
1000 1000
500 500 0 250 0 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20
SLSA Cumulative Fleet Size Changes by Fiscal Year (FY) Rounded estimates based on search of FAA Aircraft Registry, AFB-710 database from October- 2020 for SLSA airworthiness classification and aircraft type codes.
SLSA Cumulative Fleet Size Changes by FY 500 500 500
400
300 250 250 200 200 200 200 175 180 150 130 100 130 125 95 49 0 0
-40 -100 04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20
NOTE: Numbers for FY 2018 are a result of FAA Aircraft Registry, AFB-710 database corrections, SLSA registration cancellations, and conversions to ELSA. General Aviation and Part 135 Activity Surveys Data from the General Aviation and Part 135 Activity Surveys are currently available for only Calendar Year (CY) 2009 through CY 2019. NOTE: *No GA Survey data available for 2011 – estimate provided.
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GA Survey Data - Number of Active SLSA
3000 2675 2369 2478 2551 2554 2231 2500 2001 2056 1825 1650 2000 1470 1500 1000 500 0 2009 2010 2011* 2012 2013 2014 2015 2016 2017 2018 2019
GA Survey Data - Total SLSA Hours Flown
250,000 209,294 190,772 186,627 186,874 188,080 200,000 169,091 173,114 165,497 138,445 153,665 150,000 114,946 100,000
50,000
0 2009 2010 2011* 2012 2013 2014 2015 2016 2017 2018 2019
GA Survey Data - Average SLSA Hours Flown
83.9 84.2 84.5 84.2 85 82 80.5 80 78.2 75.3 74.2 75 73.2 70.6 70
65
60 2009 2010 2011* 2012 2013 2014 2015 2016 2017 2018 2019
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Population of SLSA Manufacturers
Fiscal Year 2020
Total Estimated Active SLSA Manufacturers
“Active Manufacturer” - the manufacturer is currently producing multiple SLSA for operation in the U.S.
8-Year Historical Information
2013 2014 2015 2016 2017 2018 2019 2020 Airplane/Glider 64 66 65 43 46 40 38 40 PPC 7 7 6 7 7 6 3 4 WSC 10 9 8 9 9 8 7 7 TOTAL: 81 82 79 59 62 54 48 51
2013 2014 2015 2016 2017 2018 2019 2020 U.S. 41 37 34 28 28 26 23 24 Outside U.S. 40 45 45 31 34 28 25 27
Note 1: Data for 2013 thru 2015 include all known manufacturers; data from 2016 and on, separated “active” from “non-active” manufacturers.
Note 2: Manufacturers NOT included in data 2016 and on – • “Non-active Manufacturer” – manufacturer with SLSA operating in the U.S.; however, new production/sales very limited or none. • Manufacturers that have stopped doing business with the U.S. market, after at least one SLSA.
Note 3: Data source: AFB-710 Registry Database.
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Fatal Accidents and Non-Fatal Accidents/Incidents The following tables and charts provide data for known SLSA fatal accidents and non-fatal accidents/incidents that occurred during the reporting time period.
Non-Fatal Fatal Accidents Total Events Accidents/Incidents 74 855 929 Total Fatalities: 98
Fatal Accidents by FY
10 10 9 8 8 7 7 6 6 6 5 5 5 4 4 4 4 4 3 3 3 3 2 1 1 1 0 05 06 07 08 09 10 11 12 13 14 15 16* 17 18 19 20
*NOTE: For 2016 – One fatal accident aircraft was operating as law enforcement under public aircraft operations (PAO).
Non-Fatal Accidents/Incidents by FY
90 90 76 77 78 80 72 66 70 58 58 58 60 51 54 50 44 38 40 30 23 20 10 10 2 0 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20
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Fatal Accidents by FY to Total LSA Aircraft Fleet by FY [10 Year Trend]
0.40% 0.35% 0.35% 0.29% 0.30% 0.26% 0.24% 0.25% 0.18% 0.20% 0.16% 0.16% 0.15% 0.14% 0.15% 0.10% 0.10%
0.05%
0.00% 11 12 13 14 15 16 17 18 19 20
NOTE: Total Fleet represents registrations issued.
Fatal Accidents – Cumulative Average by FY
Cumulative Average FATAL Accidents by FY
4.77 4.71 4.73 5.00 4.58 4.63
4.50 4.11 4.10 4.09 3.86 3.88 4.00 3.50 3.50
3.00 2.60 2.50 2.50 2.33 2.00 1.50 1.00 1.00 1.00 0.50 0.00 05 06 07 08 09 10 11 12 13 14 15 16* 17 18 19 20
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Non-Fatal Accidents/Incidents by FY to Total LSA Aircraft Fleet by FY [10 Year Trend]
3.41% 3.50% 3.18% 2.88% 2.87% 3.00% 2.48% 2.56% 2.32% 2.50% 2.13% 1.96% 1.99% 2.00%
1.50%
1.00%
0.50%
0.00% 11 12 13 14 15 16 17 18 19 20
NOTE: Total Fleet represents registrations issued.
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Non-Fatal Accidents/Incidents by Class of SLSA Fatal Accidents by Class of SLSA Total: 855 Total: 74
800 60 796 56 700 50 600 40 500 30 400 300 20 17 200 10 1 0 0 17 35 100 7 0 0 0 Airplane Glider PPC WSC LTA Airplane Glider PPC WSC LTA
Fatal Accidents by Class to Non-Fatal Accidents/Incidents by Class to Total Class Fleet [AWC Code] Total Class Fleet [AWC Code]
WSC 9.0% Airplane 29.4% Airplane 2.1% WSC 18.5% Glider 1.0% Glider 17.3% PPC 0.0%
LTA 0.0% PPC 7.0%
0.0% 2.0% 4.0% 6.0% 8.0% 10.0% LTA 0.0% Percentage of Class Fleet 0.0% 5.0% 10.0% 15.0% 20.0% 25.0% 30.0%
Fatal Accidents by Month of Year Non-Fatal Accidents/Incidents by Month of Year
17 18 140 123 16 120 101 14 100 83 87 87 12 10 74 77 10 80 7 7 55 8 50 5 5 5 5 60 41 43 6 4 4 34 3 40 4 2 2 20 0 0
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Fatal Accidents by Type of Pilot Certificate and Medical Certificate
SLSA/Pilot Fatal Accident Matrix
Recreation+ CL3+ (Rated Pilot) 31
Recreation+ DL (Operating 17 Privileges of Sport Pilot) Pilot Rating Sport Pilot for Aircraft Being & Operated (may hold other 14 Medical ratings) Student/Solo Privileges 9 Pilot Not Rated by Certificate or 3 for Aircraft Being Operated
Total Accidents: 74 Total Fatalities: 98
Non-Fatal Accidents/Incidents by Type of Pilot Certificate and Medical Certificate
[Data not collected for this metric.]
Fatal Accidents by Pilot Age Fatal Accidents: Pilot vs Aircraft
25 22
20 Wing Failures 17 2 13 15 12 8 Pilot Cause 10 Design/Manufacturing 4 3 64 Contributing Factor 5 2 1 Design/Manufacturing Cause 0
Median Age: 63 Average Age: 61
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Fatal Accidents by Class by Fiscal Year Total: 74
10 Airplane WSC Glider 9 3 8
7 2
6 2
5 2 2
4 1 7 3 6 2 2 5 1 5 5 1 2 4 4 4 3 3 1 2 2 2 2 1 1 0 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20
NOTE: No fatal accidents involving PPC or LTA aircraft.
Non-Fatal Accidents/Incidents Involving Bird Strikes
Bird Strikes 3 3 3
2.5
2 2
1.5 1 1 1 1 1
0.5 0 0 0 0 0 0 0 0 0 0 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20
NOTE: All accidents/incidents involved airplanes
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Fatal Accidents: Comparison of SLSA, Personal, and Experimental Aircraft Data from the General Aviation and Part 135 Activity Surveys used for these charts are currently available for only Calendar Year (CY) 2009 through CY 2019.
Chart Notes: 1) Personal – not for the furtherance of a business, revenue producing or instructional. 2) Experimental – includes Exhibition/Amateur-Built/ELSA/Other
Comparison Chart Showing Fatal Accidents per 100K Hours of Operation
Personal Exp SLSA
7.00
6.00
5.00
4.00
3.00
2.00
1.00
0.00 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 (Estimate)
Fatal Accidents per 100K Hours of Operation with Linear Trend Lines
Personal Exp SLSA Linear (Personal) Linear (Exp) Linear (SLSA)
7.00
6.00
5.00
4.00
3.00
2.00
1.00
0.00 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 (Estimate)
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Comparison Chart Showing Total Fatal Accidents
Personal Exp SLSA
250 214 199 204 200 187 200 180 167 159 162 150 151 150
100 88 76 66 75 70 58 61 50 46 48 53 50 8 6 6 10 3 4 4 4 7 4 3 0 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
Fatal Accident Rate/100K with Linear Trend Line for SLSA
Rate/100K with Linear Trend Line 7.00 5.80 6.00 5.35 5.00 3.92 4.00 3.47 3.35 2.61 3.00 2.37 2.42 2.09 2.14 2.00 1.59
1.00
0.00 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019
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Fatal Accident and Non-Fatal Accident/Incident Phase of Flight
Total Events: 929 The phase of operation or the phase of flight in which the event reported occurred. The taxonomy used in this report is consistent with that provided by the Commercial Aviation Safety Team/International Civil Aviation Organization (CAST/ICAO) Common Taxonomy Team (CICTT).
NOTE: An accident/incident event can have more than one phase of flight reported. Multiple coding supports the primary focus of CICTT – accident prevention – in which every pertinent element should be investigated, recorded, and analyzed.
Reference Appendix 1 for “Phase of Flight” definitions.
Phase of Flight
500 7 450 Fatal Accidents 400 350 Non-Fatal 300 Accidents/Incidents
250 466 200 5
150 6 11 14 36 100 27 10 159 2 50 111 102 21 72 52 40 25 40 3 29 0 9 0
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Phase of Flight by Class of SLSA
19 Landing 1 7 [Fatal: 6 Airplane/ 1 WSC] 446
3 Emergency Descent 1 3 [Fatal: 5 Airplane] 157
7 Takeoff 2 1 [Fatal: 6 Airplane/2 WSC] 107
4 En Route 0 5 [Fatal: 10 Airplane/1 WSC] 104
2 Initial Climb 3 1 [Fatal: 12 Airplane/ 1 Glider/ 2 WSC] 80
16 Uncontrolled Descent 1 1 [Fatal: 26 Airplane/10 WSC] 58 WSC
7 Approach 0 PPC 1 [Fatal: 8 Airplane/ 2 WSC] 54
12 Glider Maneuvering 1 0 [Fatal: 17 Airplane/10 WSC] 39 Airplane 1 Taxi 0 3 [Fatal: None] 36
1 Phase Unknown 0 1 [Fatal: 2 Airplane] 29
4 Post-Impact 0 1 [Fatal: 17 Airplane/1 Glider/4 WSC] 20
2 Standing 0 0 [Fatal: None] 7
0 Pushback/Towing 0 0 [Fatal: None] 0
0 50 100 150 200 250 300 350 400 450
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Phase of Flight – Fiscal Year Trends [10 Years]
1. Standing 4. Takeoff 2 2 2 14 14 2 14 12 11 12 10 1.5 10 8 1 1 7 7 8 6 1 6 3 0.5 4 0 0 0 0 0 2 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
2. Pushback / Towing 5. Initial Climb 16 1 16 14 12 0.8 12 10 0.6 10 7 8 6 5 5 0.4 6 4 3 4 2 0.2 0 0 0 0 0 0 0 0 0 0 2 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
3. Taxi 6. En Route 6 6 5 5 20 17 5 14 4 4 4 15 13 4 3 3 10 10 3 10 8 7 5 6 2 4 1 5 1 0 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
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7. Maneuvering 10. Emergency Descent 7 20 7 6 20 16 17 17 6 5 13 13 5 4 4 15 11 4 3 10 7 8 7 3 2 2 2 1 1 5 1 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
8. Approach 11. Uncontolled Descent 7 7 7 6 6 10 9 6 5 8 7 7 7 5 4 6 4 3 6 3 2 2 2 4 3 2 2 2 1 1 1 0 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
9. Landing 12. Post Impact 49 50 6 50 6 36 38 36 38 40 33 35 35 5 29 4 30 3 3 2 2 2 2 20 2 1 1 1 10 1 0 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
NOTE: While not a Phase of Flight per se, this phase is added to permit accurate sequence of event reconstruction for occurrences. For example, to capture post-impact fire.
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Fatal Accident and Non-Fatal Accident/Incident Occurrence Category
Total Events: 929 Occurrence categories are used to classify occurrences (i.e., accidents and incidents) at a high level to permit analysis of the data in support of safety initiatives. The taxonomy used in this report is consistent with that provided by the CICTT. NOTE: An accident/incident event can have more than one occurrence category reported. Multiple coding supports the primary focus of CICTT – accident prevention – in which every pertinent element should be investigated, recorded, and analyzed. Reference Appendix 2 for “Occurrence Category” definitions.
Fatal Accident and Non-Fatal Accident/Incident Occurrence Category Abnormal Runway… 209 3 Unknown/Undeter… 194 8 LOC In-Flight 122 55 Collision w/Obstacles 147 15 Runway Excursion 158 LOC Ground 126 2 Sys/Comp Failure… 102 6 Fuel Related 76 7 Ground Handling 35 9 Abrupt Maneuver 24 6 Low Altitude… 8 15 Undershoot/Oversh… 20 1 Ground Collision 16 Sys/Comp Failure PP 14 Bird 12 Fire/Smoke Post-… 3 9 Turbulence Encounter 8 2 Non-Fatal Accidents/Incidents CFIT 3 2 Other 6 Fatal Accidents Wind… 5 Fire/Smoke Non-… 5 Runway Incursion… 2 Loss of Lifting… 2 Unintended Flight in… 1 Airprox/Midair… 1 Security Related 0 Icing 0 Glider Towing 0 Runway Incursion… 0 0 50 100 150 200 250
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Top Ten Occurrence Categories by Class of SLSA
9 Abnormal Runway Contact 0 [Fatal: 3 Airplane] 1 202
30 LOC In-Flight 1 [Fatal: 39 Airplane/16 WSC] 0 146
9 Collision w/Obstacles 6 [Fatal: 11 Airplane/2 WSC] 3 144
4 Runway Excursion 1 [Fatal: None] 4 149
11 LOC Ground 1 [Fatal: 1 Airplane/1 WSC] 1 115 WSC
4 Sys/Comp Failure Non-PP 0 PPC [Fatal: 4 Airplane/2 WSC] 2 102 Glider 3 Fuel Related 0 [Fatal: 5 Airplane/2 WSC] 1 79
2 Ground Handling 1 [Fatal: 8 Airplane/1 WSC] 0 41
4 Abrupt Maneuver 0 [Fatal: 3 Airplane/3 WSC] 0 26
7 Low Altitude Operations 1 [Fatal: 9 Airplane/6 WSC] 1 14
0 50 100 150 200 250
0
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Grouping of Occurrence Categories
Occurrence Category Groups Non-Fatal Accidents/Incidents Fatal Accidents
400 19 350 20
300 86 250 8
200 376 340 150 6 236 212 100 121 50 2 13 0 Airborne Aircraft Ground Ops Misc. Takeoff & Weather Landing
AIRBORNE MISC. Abrupt Maneuver Bird Airprox/Midair Collision Other CFIT Security Related Fuel Related Unknown/Undetermined Glider Towing LOC In-Flight Takeoff & Landing Loss of Lifting Condition Abnormal Runway Contact Low Altitude Operations Collision w/Obstacles Unintended Flight in IMC Undershoot/Overshoot
AIRCRAFT WEATHER Fire/Smoke Non-Impact Icing Sys/Comp Failure Non-PP Turbulence Encounter Sys/Comp Failure PP Wind Shear/Thunderstorm
GROUND OPS Fire/Smoke Post-Impact Ground Collision Ground Handling LOC Ground Runway Excursion Runway Incursion Animal Runway Incursion VAP
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Top Ten Occurrence Categories – Fiscal Year Trends [10 Years]
1. Abnormal Runway Contact 4. Runway Excursion 20 20 20 20 20 16 16 17 16 16 14 15 15 15 14 14 15 15 12 10 11 11 10 10 7 5 5 5
0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
2. LOC In-Flight 5. Sys/Comp Failure Non-PP
20 20 17 17 16 17 14 14 14 14 15 13 15 12 11 10 8 8 10 8 5 6 5 5 5 5 3 1 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
3. Collision w/Obstacles 6. LOC Ground
25 21 20 15 16 20 17 15 14 15 12 10 15 11 9 9 10 10 7 8 10 7 8 6 4 5 5 2
0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
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7. Fuel Related 9. Low Altitude Operations 10 6 10 9 6 8 8 7 7 5 6 4 6 5 5 3 4 3 2 2 4 2 2 1 1 1 1 2 1 0 0 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
8. Ground Handling 10. Abrupt Maneuver 8 3 3 8 3 2.5 6 5 2 2 4 3 3 3 1.5 1 1 1 2 1 2 1 1 1 0 0.5 0 0 0 0 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
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Design Related Occurrences Accidents/incidents with identified design related impact. All identified occurrences have been reviewed by and appropriate corrective action obtained by the SLSA manufacturer in accordance with the applicable industry consensus standards and FAA regulations requirements.
Number of Fatal Non-Fatal Design Feature Occurrences Accidents Accidents/Incidents
Canopy/Door Latch 5 5
Wing Structure* 3 3
Rudder Pedals 2 2
Seat Restraint System 2 1 1
MLG Strut Bracket 1 1
Fuel Tank Vent Line 1 1
Emergency Parachute Handle 1 1
Throttle Cable 1 1
Fuel System 1 1
*One fatal accident caused by intentional unapproved maneuver
Last known occurrence: 15-June-2017
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Manufacturing Quality Related Occurrences Accidents/incidents with identified manufacturing quality related impact. All identified occurrences have been reviewed by and appropriate corrective action obtained by the SLSA manufacturer in accordance with the applicable industry consensus standards and FAA regulations requirements.
Number of Fatal Non-Fatal Manufacturing Quality Feature Occurrences Accidents Accidents/Incidents
POH Deficiencies [Incorrect/Insufficient Data] 11 4 7
Throttle Cable Failure 4 4
Airspeed Indicator Marking Incorrect 3 1 2
MLG Bolt Failure 2 2
Shoulder Harness Failure 2 1 1
MLG Attach Fitting Failure 1 1
Main Fuse Block Failure 1 1
Airframe Emergency Parachute Failure 1 1
Engine Exhaust Spring Fatigue Failure 1 1
Improper Rivet Installation – Wing Skins 1 1
Incorrect Engine Intake/Exhaust Rocker Arms 1 1
Engine Mount Failure 1 1
MLG Leg Failure 1 1
Canopy Latch Spring Failure 1 1
Last known occurrence: 22-June-2015
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Training Flights Fatal Accident and Non-Fatal Accidents/Incidents Identified as Training Flights.
Total Flights with Accidents/Incidents - 929
25% 24% 20% 15% 10% 13% 11% 5% 0% Training Dual Student Pilot (222) Instruction (99) (123)
Training Flights by Class of SLSA
WSC, 21 LTA, 0 PPC, 3 Glider, 0 Airplane, 197
Training Flights – Fiscal Year Trends [10 Years]
Non-Fatal Accidents/Incidents Fatal Accidents
25 2 20 1 3 3 1 15 3 0 4 3 10 19 19 17 0 13 13 15 14 5 9 11 6 0 11 12 13 14 15 16 17 18 19 20
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Fatal Accident and Non-Fatal Accident/Incident Significant Cause/Effect Events These events were either the causes or the effects of the accidents/incidents.
Significant Cause/Effect Events – Numbers
250 1 Non-Fatal Accidents/Incidents 200 8 1 2 Fatal Accidents 150 2 2 100 205 170 176 0 146 30 102 3 50 101 15 63 49 34 38 0
Significant Cause/Effect Events – Additional Factors
LANDING GEAR DAMAGE: WIND: 68 involved training; 31 dual and 37 student solo. Includes tailwind, crosswind, and gusty wind 25 involved training; 11 dual and 14 student solo LOSS OF ENGINE: Includes engine failures, malfunctions and any STALL/SPIN/SPIRAL: fuel related events - 38 involved training; 29 dual and 9 student solo. Total engine failures; malfunctions; and fuels events: 201 (11 fatal events) IMPROPER FLARE: Fuel related: 79 (7 fatal events) 31 involved training; 11 dual and 20 student solo. 26 involved training; 22 dual and 4 student solo.
IMPROPER AIRSPEED: DIRECTIONAL CONTROL: 24 involved training; 15 dual and 9 student solo. 70 involved training; 26 dual and 44 student solo.
CANOPY/DOOR OPENED: HARD/BOUNCED LANDING: Involved 8 different make/model airplanes 67 involved training; 24 dual and 43 student solo. 8 involved training; 4 dual and 4 student solo.
GROUND LOOP/NOSE OVER: 34 involved training; 20 dual and 14 student solo.
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Top Ten Significant Cause/Effect Events– Fiscal Year Trends [10 Years]
1. Landing Gear Damage 4. Hard/Bounced Landing
19 25 22 20 18 18 18 18 15 20 14 15 16 15 15 12 12 12 11 10 15 9 9 9 9 10 10
5 5
0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
2. Loss of Engine Power (For Any Reason) 5. Wind
30 25 27 20 17 25 20 20 19 15 12 12 20 10 13 14 15 10 8 8 9 6 6 10 4 4 4 5 2 5 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
3. Directional Control 6. Ground Loop/Nose Over 14 30 27 14 12 11 11 25 12 10 20 9 19 10 20 15 13 8 6 15 11 11 10 5 8 8 6 4 10 4 1 5 2 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
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7. Stall/Spin/Spiral 9. Canopy/Door Opened 10 8 10 8 7 8 6 8 7 7 6 6 6 6 5 4 4 4 4 4 4 2 2 2 1 1 2 0 0 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
8. Improper Flare 10. Improper Airspeed 8 10 9 8 8 7 6 8 7 6 6 5 5 6 5 5 5 4 4 3 3 4 3 2 2 3 2 2 1 2 1 1 0 0 0 11 12 13 14 15 16 17 18 19 20 11 12 13 14 15 16 17 18 19 20
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System/Component Failures
System/Component Failure or Malfunction - Powerplant [Only Engine/Prop Specific Failures are Shown]
9 9 8 7 6 2 Prop Failures 5 4 3 3 1 Prop Failure 2 1 1 0 Rotax Continental Jabiru
NOTE: No fatal accidents involving system/component failure or malfunction – powerplant.
System/Component Failure or Malfunction - Non-Powerplant
30 Fatal Accidents 25 Non-Fatal Accidents/Incidents 20
15 28 23 10 15 5 10 10 4 4 5 2 1 1 1 3 0 1 1 1 1 1 1 1
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Total Aircraft by Manufacturer Manufacturers with 25 or more registered aircraft and had at least one aircraft involved in an accident/incident. Based on FAA Aircraft Registry, AFB-710 data from October 2020 for SLSA manufacturing code “060”; airworthiness may or may not be completed.
CubCrafters 397 Flight Design 341 American Legend 239 Tecnam 212 Czech Sport Aircraft (CSA) 211 Cessna 182 Van's Aircraft 156 Aeropro CZ 125 ICON 115 Remos 107 Jabiru 99 Progressive Aerodyne 93 Pipistrel 93 Evektor 91 TL Ultralight 80 Czech Aircraft Works (CZAW) 78 BRM Aero 66 Evolution Aircraft/Trikes 63 AMD 59 Powrachute 52 Rans 47 Airborne Windsports 43 North Wing UUM 36 Aeroprakt America/Mfg 36 Fantasy Air 35 SCODA/EDRA 30 Six Chuter 30 Airtime Aircraft/Sea & Sky 29 Phoenix Air 27 Zlin Aviation 27 Rainbow SkyReach 25
0 50 100 150 200 250 300 350 400
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Manufacturers with less than 25 registered aircraft and had at least one aircraft involved in an accident/incident. Based on FAA Aircraft Registry, AFB-710 data from October 2020 for SLSA manufacturing code “060”; airworthiness may or may not be completed.
FoxAir 21 The Airplane Factory 20 Apollo Aircraft 20 Air Creation USA 17 Aero AT 16 Urban Air 16 IndUS Aviation 16 Jihlavan 15 Iniziative Industriali Italian (3I) 15 P&M Aviation 14 World Aircraft 14 Arion Aircraft 13 M-Squared 13 Paradise USA/Brazil 13 FPNA 12 AirMax/SeaMax 12 Skykits USA 11 CGS Aviation/Terry Short 9 I.C.P SRL 7 B&F Technik/FK Lightplanes 6 Higher Class Aviation 6 X-Air 6 Dova 5 Breezer 5 SC Aerostar 5 PPHU Ekolot 5 Aeropilot 5 Direct Fly 5 Aerosport LTD 4 Magnaghi 4 Storm Aircraft 3 Aerospool 3 LSA America 3 Luscombe Silvaire 3 Flyitalia/Gryf 3 TeST spol 3 Czech Sportplanes 2 Aveko 2 Zaklady 2 Canadian Light AC/BushCaddy USA 2 Eagle Aircraft 2 Just Aircraft 1 New Kolb Aircraft 1 0 5 10 15 20 25
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Total Fatal and Non-Fatal Accident/Incident Events by Manufacturer The following manufacturers have 5 or more fatal accident and/or non-fatal accident/incident events.
Flight Design 116 6 Czech Sport Aircraft (CSA) 72 2 Cessna 70 1 Tecnam 64 4 Remos 58 5 Evektor 54 5 Jabiru 40 1 Czech Aircraft Works (CZAW) 35 5 American Legend 33 1 CubCrafters 19 1 Progressive Aerodyne 17 Evolution Aircraft/Trikes 11 5 Aeropro CZ 15 1 Aero AT 14 1 TL Ultralight 12 3 The Airplane Factory 14 ICON 12 2 Non-Fatal Accidents/Incidents Airborne Windsports 7 6 Pipistrel 10 2 Fatal Accidents Fantasy Air 9 2 Skykits USA 7 2 AMD 5 4 Arion Aircraft 8 1 Rans 8 North Wing UUM 5 3 Jihlavan 7 Urban Air 6 1 Van's Aircraft 5 2 Dova 6 P&M Aviation 4 2 Iniziative Industriali Italian (3I) 5 1 IndUS Aviation 6 BRM Aero 5 1 B&F Technik/FK Lightplanes 5 Phoenix Air 5 Powrachute 5 0 20 40 60 80 100 120 140
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The following manufacturers have less than 5 fatal accident and/or non-fatal accident/incident events.
Paradise USA/Brazil 4 FPNA 4 Apollo Aircraft 4 Rainbow SkyReach 4 SCODA/EDRA 4 Czech Sportplanes 3 Aerosport LTD 3 Higher Class Aviation 3 Zlin Aviation 2 1 Aeroprakt America/Mfg 3 Storm Aircraft 3 Breezer 3 Canadian Light… 2 Zaklady 2 Aveko 2 Magnaghi 2 SC Aerostar 2 PPHU Ekolot 2 AirMax/SeaMax 2 FoxAir 2 Six Chuter 2 I.C.P SRL 2 New Kolb Aircraft 1 Just Aircraft 1 TeST spol 1 Eagle Aircraft 1 Non-Fatal Flyitalia/Gryf 1 Accidents/Incidents Luscombe Silvaire 1 Fatal Accidents Direct Fly 1 Aerospool 1 LSA America 1 CGS Aviation/Terry Short 1 X-Air 1 Aeropilot 1 M-Squared 1 World Aircraft 1 Air Creation USA 1
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Total Fatal Accidents by Manufacturer
Chart Note: WSC shown in blue; all others are airplane.
Aeropro CZ 1 Aero AT 1 Airborne Windsports 6 Airtime Aircraft 1 AMD 4 Arion Aircraft 1 American Legend 1 BRM Aero 1 CGS Aviation 1 Cessna 1 CubCrafters 1 Czech Aircraft Works (CZAW) 5 Czech Sport Aircraft (CSA) 2 Evektor 4 Evolution Aircraft/Trikes 5 Fantasy Air 2 Flight Design 6 ICON 2 Iniziative Industriali Italian (3I) 1 Jabiru 1 North Wing UUM 3 P&M Aviation 2 Pipistrel 2 Remos 5 Skykits USA 2 Tecnam 4 TL Ultralight 3 Urban Air 1 Van's Aircraft 2 X-Air 1 Zlin Aviation 1
0 1 2 3 4 5 6
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Total Fatal Accidents by Manufacturer to Total Aircraft by Manufacturer Total aircraft based on search of FAA Aircraft Registry, AFB-710 database from October-2020 for SLSA manufacturing code “060”; airworthiness may or may not be completed.
Chart Note: WSC shown in light blue; all others are airplane.
Aeropro CZ 0.8% Aero AT 6.3% Airborne Windsports 14.0% Airtime Aircraft 3.4% AMD 6.8% Arion Aircraft 7.7% American Legend 0.4% BRM Aero 1.5% CGS Aviation 11.1% Cessna 0.5% CubCrafters 0.3% Czech Aircraft Works (CZAW) 6.4% Czech Sport Aircraft (CSA) 0.9% Evektor 4.4% Evolution Aircraft/Trikes 8.8% Fantasy Air 5.7% Flight Design 1.8% ICON 1.7% Iniziative Industriali Italian (3I) 6.7% Jabiru 1.0% North Wing UUM 8.3% P&M Aviation 15.4% Pipistrel 2.2% Remos 4.7% Skykits USA 18.2% Tecnam 1.9% TL Ultralight 3.8% Urban Air 6.3% Van's Aircraft 1.3% X-Air 16.7% Zlin Aviation 3.7%
0.0% 2.0% 4.0% 6.0% 8.0% 10.0% 12.0% 14.0% 16.0% 18.0% 20.0%
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Total Fatal Accidents by Manufacturer to Total Fatal Accident Events
Chart Note: WSC shown in blue; all others are airplane.
Aeropro CZ 1.37% Aero AT 1.37% Airborne Windsports 8.22% Airtime Aircraft 1.37% AMD 5.48% Arion Aircraft 1.37% American Legend 1.37% BRM Aero 1.37% CGS Aviation 1.37% Cessna 1.37% CubCrafters 1.37% Czech Aircraft Works (CZAW) 6.85% Czech Sport Aircraft (CSA) 2.74% Evektor 5.48% Evolution Aircraft/Trikes 6.85% Fantasy Air 2.74% Flight Design 8.22% ICON 2.74% Iniziative Industriali Italian (3I) 1.37% Jabiru 1.37% North Wing UUM 4.11% P&M Aviation 2.74% Pipistrel 2.74% Remos 6.85% Skykits USA 2.74% Tecnam 5.48% TL Ultralight 4.11% Urban Air 1.37% Van's Aircraft 2.74% X-Air 1.37% Zlin Aviation 1.37%
0.00% 1.00% 2.00% 3.00% 4.00% 5.00% 6.00% 7.00% 8.00% 9.00%
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Weight-Shift-Control (WSC) Specific Accident Data
Fatal Accidents by Fiscal Year (FY)
3 3
2 2 2 2 2 2 2
1 1 1
0 0 0 0 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Fatal Accidents by Manufacturer
6 6 5 5 4
3 3 2 2
1 1
0 Airborne Evolution North Wing P&M Aviation Airtime Aircraft Windsports Aircraft
Reference the next section of this report for NTSB probable cause statements on all fatal accidents, including these WSC fatal accidents.
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Fatal Accidents – Probable Cause(s) The National Transportation Safety Board determines the probable cause(s) of the fatal accidents as follows:
Reg. Make & Date of Number Model S/N Accident NTSB No NTSB Cause
The instructor pilot's failure to maintain airspeed for unknown Fantasy Air reasons, resulting in an aerodynamic stall and subsequent collision N9164M Allegro 2000 05-208 8/7/2005 ATL05LA140 with the ground.
The failure of both pilots to assure that the fuel cap was securely in place prior to takeoff which resulted in fuel siphoning and American ultimately fuel exhaustion. An additional cause was the decision to Legend fly over the lake outside of gliding distance to shore along with the N848LC AL11 AL-1047 7/30/2006 CHI06FA224 delay in diverting to refuel the airplane.
AMD 601- In-flight structural failure of the horizontal stabilizer and wings for N158MD CH601XL 016S 11/4/2006 LAX07FA026 undetermined reasons.
Czech Aircraft Works (CZAW) The pilot's inadequate preflight inspection, which resulted in a N601VA CH601XL 6-9734 11/11/2006 NYC07FA025 total loss of engine power due to fuel exhaustion.
Cub Crafters CC11- N222TB CC11-100 00030 7/7/2007 LAX07FAMS1 The airplane is missing.
The pilot's failure to maintain airspeed while maneuvering, resulting in an aerodynamic stall. Contributing to the accident was the conflicting airspeed information provided by the manufacturer, Zlin Aviation the incorrect airspeed indicator markings, and the high density N808GS Savage 0073 8/15/2007 DEN07FA136 altitude.
The flight instructor's failure to maintain sufficient airspeed during takeoff-initial climb to avoid a stall/spin. Contributing to the accident was the flight instructor's inadequate preflight planning, his failure to calculate the airplane's weight and balance, the high density altitude, inadequate information for preflight planning provided by the manufacturer, and the insufficient standards for Evektor 2006 Pilot Operating Handbook information required by the ASTM N616EV SportStar 0709 9/15/2007 DEN07FA158 consensus standards.
Czech Aircraft Works (CZAW) N357DT CH601XL 6-9733 4/8/2008 NYC08FA158 The in-flight failure of the left wing for undetermined reasons. Colyaer Freedom S- 100 130- The pilot's loss of aircraft control for undetermined reasons while N4450E (Amphibian) 001-028 7/9/2008 MIA08LA138 making a water landing.
Czech Aircraft Works The pilot's failure to maintain control of the airplane in the landing (CZAW) pattern. Contributing to the severity of injuries was the failure of N602CF SportCruiser 08SC129 7/21/2008 CHI08FA196 the pilot's shoulder harness.
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Reg. Make & Date of Number Model S/N Accident NTSB No NTSB Cause
The pilot's failure to maintain aircraft control during a low-altitude Iniziative maneuver. Contributing to the accident was the pilot's decision to Industriali perform a maneuver at a low altitude that was insufficient to allow Italian (3I) him to recover from the loss of control. Contributing to the Sky Arrow occupants’ injuries was the inadequacy of the restraint system N454SA 600 Sport LSA012 10/7/2008 WPR09FA005 design by the manufacturer.
The pilot's inadequate preflight assembly and inspection which resulted in the pushrod connection to the left aileron not being Remos connected, which led to a subsequent inflight loss of control and N9GX GX 299 1/25/2009 ERA09FA141 impact with terrain.
P&M Aviation N433PM QuikR 8433 6/25/2009 ERA09LA369 A loss of aircraft control for an undetermined reason.
Tecnam A loss of aircraft control while maneuvering for undetermined N145AG P2002 316 1/23/2010 CEN10FA107 reasons.
Evektor The pilot's improper decision to initiate and continue a flight into SportStar 2007 instrument meteorological conditions that led to spatial N930LA Plus 0930 3/5/2010 CEN10FA141 disorientation and a loss of control during cruise flight. Czech Aircraft Works (CZAW) Mermaid 06MM The pilot’s loss of control resulting from an aerodynamic stall/spin N853CZ (Amphibian) 008 4/1/2010 CEN10FA182 while maneuvering at low altitude. Airborne The pilot's intentional in-flight maneuvers that exceeded the Windsports XT-912- structural limits of the aircraft, which resulted in structural failure N34TH XT-912-L 0335 4/21/2010 WPR10FA211 of the wings. Evektor SportStar 2008101 The opening of the cockpit canopy in-flight due to improper N121EV Plus 1 5/29/2010 CEN10FA278 latching, which resulted in a LOC and impact with terrain.
The pilot's failure to maintain adequate airspeed which resulted in N8549S Aero ATAT-4 AT4-004 7/28/2010 CEN10LA470 a stall and subsequent loss of control of the airplane. North Wing UUM N417JN Scout XC LS9007 8/21/2010 ERA10FA435 The pilot's loss of aircraft control for an undetermined reason. Remos The pilot's failure to maintain airplane control while maneuvering N268RA G-3/600 231 8/28/2010 WPR10FA435 at a low altitude.
The flight instructor did not maintain aircraft control while Airborne maneuvering at low altitude. Contributing to the accident was the Windsports XT-912- inadvertent application of the choke, which resulted in a N29EP XT-912-L 0131 2/15/2011 WPR11FA138 momentary interruption of engine power. The pilot's inadvertent application of control inputs that resulted in rapid, right-rolling, negative g-forces during night cruise flight and his subsequent ejection from the airplane. Contributing to the accident was the pilot's decision to fly at night in an airplane not Czech Sport approved for night flight, his unbuckling of the seat belt portion of Aircraft (CSA) P10010 the restraint harness, and the inadvertent opening of the N420PS SportCruiser 09 5/6/2011 ERA11FA287 airplane’s canopy. Czech Aircraft The pilot’s failure to maintain control during the takeoff climb, Works which resulted in a stall at low altitude and collision with terrain. (CZAW) Contributing to the accident was the pilot’s impaired performance N282SC SportCruiser 06SC006 5/14/2011 WPR11LA223 from over-the-counter medications.
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Reg. Make & Date of Number Model S/N Accident NTSB No NTSB Cause The pilot's continued operation of the aircraft with deteriorated wing fabric and his aggressive maneuvering at low altitude, which resulted in the right wing fabric’s failure during flight. Contributing P&M Aviation to the accident was the pilot's loading of the aircraft in excess of N705PM Quik 8245 5/17/2011 WPR11FA225 the MTOW limit.
The inability of the PIC to recover from an inadvertent spin following a stall demonstration for reasons that could not be determined because aircraft and engine examinations did not reveal any anomalies that would have precluded recovery from the spin. Contributing to the severity of the accident were the PIC’s failure to remove the airframe parachute system safety pin before takeoff, the exceedance of the left-seat weight limitation, and the location of the parachute system activation handle behind the TL Ultralight TLUSA PIC’s seat, which prevented easy access during the uncontrolled N2442 Sting S3 174 7/29/2011 ERA11LA427 descent. The pilot’s failure to maintain adequate airspeed while maneuvering at a low altitude. Contributing was the pilot's decision to maneuver at an altitude below that required for Remos congested areas, which did not afford an adequate margin for stall N107GX GX 293 9/15/2011 CEN11FA645 recovery.
The non-certificated pilot’s decision to fly the airplane without Skykits USA receiving any flight instruction in the airplane, which resulted in his Savannah 10-03- failure to maintain sufficient airspeed during takeoff and the N61XT VGW 51-905 11/20/2011 CEN12FA073 subsequent aerodynamic stall.
The pilot's inadequate preflight inspection, which failed to ensure that the elevator quick-fastener was properly secured, resulting in an inflight elevator control disconnect and subsequent loss of control during the ensuing emergency landing. Contributing to the Remos accident was the pilot's failure to remove the padlock from the N206GX GX 335 6/15/2012 ERA12FA395 airplane's ballistic recovery system parachute activation handle.
The pilot’s failure to recover from a stall, which resulted in a spin. TL Ultralight TLUSA Contributing to the accident was the instructor’s inadequate N177N StingSport 153 7/5/2012 WPR12FA295 remedial action.
The pilot's failure to maintain adequate airspeed while maneuvering at or above the airplane's maximum ceiling, which resulted in a stall and a subsequent loss of airplane control. Skykits USA Contributing to the accident was the pilot's decision to operate the Savannah 07-07- airplane in the high density altitude conditions, which placed the N9764J ADV 51-621 9/3/2012 WPR12FA395 airplane near or above its maximum ceiling.
Jabiru USA The pilot's failure to maintain adequate airspeed during initial Sport Aircraft climb following an aborted landing, which resulted in an N635J J250-SP 500 11/18/2012 CEN13LA062 aerodynamic stall and spin at a low altitude.
The loss of engine power due to fuel exhaustion as a result of the manufacturer providing the incorrect Pilot’s Operating Handbook to the owner, which prevented the pilot from accurately calculating the fuel requirements before the flight. Contributing to PipistrelAlpha 453AT9 the accident were the pilot’s inadequate preflight planning and N477PA Trainer 12LSA 6/11/2013 CEN13FA338 poor decision-making.
The student pilot’s abrupt maneuver to avoid transmission wires, which resulted in his loss of airplane control. Contributing to the North Wing accident was the pilot’s decision to perform a low-altitude flight, UUM his distracted attention, and his failure to monitor the N467YN Sport X2 LS7022 7/7/2013 WPR13LA313 environment for objects.
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Reg. Make & Date of Number Model S/N Accident NTSB No NTSB Cause
Flight Design 05-06- The airplane's unexpected encounter with a dust devil, which N424CT CTSW 02 7/10/2013 CEN13LA409 resulted in the loss of airplane control. Airborne The pilot's failure to properly secure himself in the cockpit with the Windsports XT-912- seat belt, which resulted in his inability to control the airplane N123FJ XT-912-L 0294 7/29/2013 WPR13LA347 after takeoff. The pilot's failure to maintain adequate airspeed while maneuvering, which led to the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall/spin. Contributing to the accident was the improper location of the parachute Urban Air activation handle and the pilot's failure to remove the handle's N19UA Samba XXL SA XL 79 8/16/2013 WPR13FA376 locking pin before flight. Evolution The pilot's reconfiguration of the fuel venting system, which Aircraft resulted in a loss of engine power and subsequent loss of aircraft N98EV Revo 000551 3/11/2014 WPR14FA135 control.
The pilot's failure to maintain adequate airspeed following a left Flight Design 06-10- turn during takeoff, which led to the airplane exceeding its critical N508CT CTSW 06 7/5/2014 ERA14LA329 angle-of-attack and experiencing an aerodynamic stall. The non-instrument-rated pilot’s decision to continue visual flight Evolution into instrument meteorological conditions, which resulted in his N214EV Aircraft loss of aircraft control and the resultant overstress and in-flight (N779ST) Revo 000604 8/11/2014 CEN14LA419 breakup of the weight-shift-control aircraft.
The pilot’s failure to recover from a stall, which resulted in a Cessna 162 subsequent spin from which he did not recover because he did not N3037H 162 00115 9/19/2014 WPR14FA381 immediately apply the proper stall and spin recovery techniques. The pilot's loss of airplane control while turning onto the base leg HAII- of the traffic pattern due to his failure to maintain sufficient speed CGS Aviation 316- and/or overbanking, which resulted in the airplane impacting Hawk Arrow 700E- trees. Contributing to the pilot's fatal injuries was his fall from a N916H II TRI 10/20/2014 CEN15LA022 tree after exiting the airplane.
The pilot's excessively high angle-of-attack on rotation that AMD 601- prevented the airplane from climbing sufficiently to avoid the N623HS CH601XLi 026S 3/31/2015 CEN15FA187 approaching trees.
Czech Sport The pilot's failure to maintain airplane control after the cockpit Aircraft (CSA) P10010 canopy opened during initial climb. Contributing to the accident N35EP SportCruiser 59 6/21/2015 ERA15FA245 was the pilot's failure to securely lock the canopy before takeoff. The sport pilot’s improper decision to operate the weight-shift- Evolution control aircraft at low altitude and his subsequent failure to Aircraft maintain control of the aircraft, which resulted in a subsequent N2264X Revo 000594 9/5/2015 ERA15LA339 collision with terrain. The non-instrument-rated pilot's spatial disorientation and subsequent loss of airplane control while maneuvering at low Flight Design 11-11- altitude, over water with no visible horizon, in dark night N622BT CTLS 05 11/4/15 ERA16FA031 conditions, which resulted in a collision with the water. The student pilot's loss of control after exceeding the airplane's Tecnam critical angle-of-attack, which lead to a power-on, aerodynamic P92 Echo departure stall. Contributing to the accident was the flight N323BR Super 986 2/1/16 CEN16FA094 instructor's inadequate oversight of the student pilot.
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Reg. Make & Date of Number Model S/N Accident NTSB No NTSB Cause The pilot's failure to maintain adequate airspeed while maneuvering at low altitude in hilly terrain, which resulted in the airplane's wing exceeding its critical angle-of-attack and a subsequent aerodynamic stall. Contributing to the accident were the pilot's inability to recognize the rising terrain due to the sun Flight Design F-11-02- glare and the pilot's operation of the airplane in excess of its gross N911TS CTLS (CTLE) 05 2/10/16 WPR16FA067 weight. The pilot's improper decision to operate the high-performance aircraft despite warnings from a flight instructor that he did not have the experience to operate the aircraft that had different and more sensitive handling characteristics than the low-performance Evolution weight-shift-control aircraft that he was used to flying, which led Aircraft to his improper control inputs and resulted in his loss of aircraft N107SB Revo 000608 2/16/16 WPR16LA071 control and ground impact immediately after takeoff. The pilot's failure to maintain adequate airspeed while operating in the airport traffic pattern, which resulted in the airplane exceeding Remos its critical angle of attack and experiencing an aerodynamic stall at N28GX GX 356 3/11/16 CEN16FA122 a low altitude. The weight shift control aircraft encounter with a wake vortex from a preceding airplane, which resulted in a roll upset at an Airborne altitude too low for recovery. Contributing to the accident was the Windsports XT-912- accident pilot's failure to recognize the potential for a wake vortex N670EM XT-912-L 0214 3/21/16 WPR16FA086 encounter. The pilot's failure to maintain airplane control during approach for landing in gusting crosswind conditions, which resulted in an Van’s Aircraft exceedance of the airplane's critical angle of attack and a N276VA RV-12 12056 4/19/16 ERA16FA165 subsequent aerodynamic stall.
Evolution The student pilot's failure to maintain directional control on Trikes landing. Contributing to the accident was the pilot's lack of flight N9912S Revo 1002 7/9/16 CEN16LA263 experience. Carburetor contamination following exposure to water in the fuel, which resulted in a carburetor malfunction and a partial loss of Flight Design 08-02- engine power. Contributing to the accident was the pilot's loss of N527TS CTLS 04 7/28/16 CEN16FA290 airplane control that resulted in a stall. The pilot's loss of airplane control due to an exceedance of the airplane's critical angle of attack, which resulted in an accelerated stall and subsequent impact with a building. Contributing to the Arion Aircraft accident was the pilot's reported physiological impairment from Lightning traumatic brain injury, which impaired his ability to safety operate N341AL LS-1 166 8/2/16 WPR16FA157 the airplane.
Airborne Windsports XT-912- The pilot's failure to maintain aircraft control while maneuvering in N188M XT-912-L 0502 12/6/16 WPR17FA033 the traffic pattern. A loss of control in flight for reasons that could not be determined AMD 601- because no anomalies consistent with a preimpact failure or N4218 CH601XL 068S 12/9/16 CEN17FA053 malfunction were identified during the investigation.
The pilot's failure to maintain clearance from terrain while maneuvering at a low altitude. Contributing to the accident was the pilot's mistaken entry into a canyon surrounded by steep rising ICON Aircraft terrain while at a low altitude for reasons that could not be N184BA A5 00007 5/8/17 WPR17FA101 determined.
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Reg. Make & Date of Number Model S/N Accident NTSB No NTSB Cause The pilot's decision to fly with his large dog in the two-seat, light sport airplane, and the dog's likely contact with the flight controls during landing, which resulted in the pilot's loss of airplane control Flight Design 06-01- and a subsequent aerodynamic stall when the airplane exceeded N62JN CTSW 09 7/1/17 CEN17FA249 its critical angle of attack. The flight instructor's failure to maintain control of the aircraft while demonstrating a spiral dive, which resulted in a loss of North Wing control. Contributing to the accident was the instructor's decision UUM to demonstrate a spiral dive maneuver at an altitude that was too N492XB Scout X-C LS9014 7/1/17 WPR17FA139 low for recovery. A partial loss of engine power for reasons that could not be determined based on the available information, and the pilot's exceedance of the airplane's critical angle of attack during an attempted return to the airport, which resulted in an aerodynamic stall and loss of control. Contributing to the accident was the AMD 601- pilot's decision to return to the airport following a partial loss of N601PH CH601XLi 040S 7/19/17 ERA17FA248 engine power.
The flight instructor and commercial pilot's inadequate preflight Tecnam inspection, which resulted in water contamination of the fuel N319TA P2004 125 8/18/17 ERA17LA280 supply, and a total loss of engine power.
The pilot's improper decision to perform aggressive, low-altitude ICON Aircraft maneuvers due to his impairment from the use of multiple N922BA A5 00022 11/7/17 ANC18FA007 psychoactive substances, which resulted in a loss of control. The pilot's low altitude flight into a power line due to his impairment from an acute physiologic event during the flight. XA8500 Contributing to the pilot's impairment was his use of two sedating N20XA X-AIR LLC 06 12/23/17 CEN18FA060 medications. The pilot's exceedance of the weight-shift-control aircraft's critical Airborne angle of attack while maneuvering for landing, which resulted in an Windsports XT-912- aerodynamic stall and collision with terrain. Contributing to the N98YW XT-912-L 0339 2/25/18 ERA18LA089 accident was the pilot's lack of experience in the accident aircraft.
Airtime Aircraft, Inc. The student pilot's loss of aircraft control for undetermined N186AT Cygnet 111 8/27/18 ERA18FA235 reasons. A partial loss of engine power during initial climb for undetermined reasons, and pilot's failure to maintain airspeed during a turn back Van's Aircraft to the runway, which resulted in an exceedance of the airplane's N232VA RV-12 12006 11/17/18 ERA19FA048 critical angle of attack, and subsequent aerodynamic stall.
The student pilot's exceedance of the airplane's critical angle of BRM Aero 087 / attack during the initial climb, resulting in an aerodynamic stall N587BL Bristell S-LSA 2014 12/22/18 ERA19LA078 from which the pilot did not recover.
Tecnam N118LS P2002 174 4/8/19 WPR19FA106 Still under investigation at the time of this report.
TL Ultralight TLUSA N797N Sting Sport 118 4/25/19 WPR19FA121 Still under investigation at the time of this report.
Fantasy Air N5020X Allegro 2000 05-216 8/14/19 ERA19LA247 Still under investigation at the time of this report. COS Report Issued MAY 2021 Page 49 of 56 Special Category Light-Sport Aircraft AIR-630
Reg. Make & Date of Number Model S/N Accident NTSB No NTSB Cause
Aeropro CZ N214K A220 57819 1/27/20 ERA20FA088 Still under investigation at the time of this report.
998 Pipistrel SNM N6263R Sinus Flex 912 LSA 4/9/20 ERA20LA149 Still under investigation at the time of this report.
Evektor SportStar 2007 N820NG Plus 0818 7/1/20 ERA20LA234 Still under investigation at the time of this report.
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Appendix 1 Phase of Flight Definitions (from CICTT)
Abbreviated definitions are provided; further explanation is available from the CICTT definition and usage notes document.
STANDING (STD) Prior to pushback or taxi, or after arrival, at the gate, ramp, or parking area, while the aircraft is stationary.
PUSHBACK/TOWING (PBT) Aircraft is moving in the gate, ramp, or parking area, assisted by a tow vehicle (tug).
TAXI (TXI) The aircraft is moving on the aerodrome surface under its own power prior to takeoff or after landing.
TAKEOFF (TOF) From the application of takeoff power, through rotation, and to an altitude of 35 feet above runway elevation. Includes rejected takeoff.
INITIAL CLIMB (ICL) From the end of the Takeoff sub-phase to the first prescribed power reduction, or until reaching 1,000 feet above runway elevation or the VFR pattern, whichever comes first.
EN ROUTE (ENR) Visual Flight Rules (VFR): From completion of Initial Climb through cruise and controlled descent to the VFR pattern altitude or 1,000 feet above runway elevation, whichever comes first.
MANEUVERING (MNV) Low altitude/aerobatic flight operations.
APPROACH (APR) Visual Flight Rules (VFR): From the point of VFR pattern entry, or 1,000 feet above the runway elevation, to the beginning of the landing flare. Includes missed approach/go-around.
LANDING (LDG) From the beginning of the landing flare until aircraft exits the landing runway, comes to a stop on the runway, or when power is applied for takeoff in the case of a touch-and-go landing. Includes aborted landing after touchdown.
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EMERGENCY DESCENT (EMG) A controlled descent during any airborne phase in response to a perceived emergency situation.
UNCONTROLLED DESCENT (UND) A descent during any airborne phase in which the aircraft does not sustain controlled flight.
POST-IMPACT (PIM) Any of that portion of the flight which occurs after impact with a person, object, obstacle or terrain. While not a Phase of Flight per se, this phase is added to permit accurate sequence of event reconstruction for occurrences. For example, to capture post-impact fire.
UNKNOWN (UNK) Phase of flight is not discernible from the information available.
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Appendix 2 Occurrence Categories Definitions (from CICTT)
Abbreviated definitions/notes are provided; further explanation is available from the CICTT definition and usage notes document.
ABNORMAL RUNWAY CONTACT (ARC) Any landing or takeoff involving abnormal runway or landing surface contact. Hard/heavy landings, long/fast landings, off center landings, crabbed landings; nose wheel first touchdown, tail strikes, and wingtip/nacelle strikes; gear-up landings. Includes waterways.
ABRUPT MANEUVER (AMAN) The intentional abrupt maneuvering of the aircraft by the flight crew. Hard braking or rapid change in direction to avoid collision, etc.
AIRPROX/MIDAIR COLLISIONS (MAC) Air proximity issues, TCAS/ACAS alerts, loss of separation as well as near collisions or collisions between aircraft in flight.
BIRD (BIRD) Occurrences involving collisions/near collisions with bird(s)/wildlife. May occur in any phase of flight.
COLLISION WITH OBSTACLES(S) DURING TAKEOFF AND LANDING (CTOL) Collision with obstacle(s) during takeoff or landing while airborne. Contact with obstacles, such as vegetation, trees and walls, snowdrifts, power cables, wires, land structures and buildings, and water obstacles.
CONTROLLED FLIGHT INTO OR TOWARD TERRAIN (CFIT) In-flight collision or near collision with terrain, water, or obstacle without indication of loss of control. Only for airborne phases of flight. Includes objects extending above the surface (e.g., towers, trees, power lines, wires). Includes instances when the flight crew is affected by visual illusions or degraded visual environment.
FIRE/SMOKE (NON-IMPACT) (F-NI) Fire or smoke in or on the aircraft, in flight, or on the ground, which is not the result of impact.
FIRE/SMOKE (POST-IMPACT) (F-POST) Fire/Smoke resulting from impact. Only used for occurrences in which post impact fire was a factor in the outcome. This category is only used in conjunction with another category.
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FUEL RELATED (FUEL) One or more powerplants experienced reduced or no power output due to fuel exhaustion, fuel starvation/mismanagement, fuel contamination/wrong fuel, or carburetor and/or induction icing. For problems that are not the result of mechanical failures which are coded elsewhere.
GLIDER TOWING RELATED EVENTS (GTOW) Premature release, inadvertent release or non-release during towing, entangling with towing, cable, loss of control, or impact into towing aircraft/winch. Applicable both to aircraft under tow by winch or by another aircraft, or to aircraft executing towing.
GROUND COLLISION (GCOL) Collision while taxiing to or from a runway in use. Includes collisions with an aircraft, person, animal, ground vehicle, obstacle, building, structure, etc., while on a surface other than the runway.
GROUND HANDLING (RAMP) Occurrences during (or as a result of) ground handling operations. Includes collisions that occur while servicing, boarding, loading, and deplaning; includes injuries to people from prop strikes; includes towing events; includes jet blast and prop/rotor downwash; includes aircraft external preflight configuration errors (e.g., improper loading and improperly secured doors and latches.
ICING (ICE) Accumulation of snow, ice, freezing rain, or frost on aircraft surfaces that adversely affects aircraft control or performance. Includes accumulations that occur in flight or on the ground; includes windscreen icing and ice on sensors, antennae, and other external surfaces; does not include carb or induction icing events that are coded in the FUEL category.
LOSS OF CONTROL–GROUND (LOC-G) Loss of aircraft control while the aircraft is on the ground. Used only for non-airborne phases of flight; may result from a contaminated runway or taxiway (e.g., rain, snow, ice, slush); may occur as the result of other occurrence categories; do not use when a mechanical failure rendered the aircraft uncontrollable.
LOSS OF CONTROL-INFLIGHT (LOC-I) Loss of aircraft control while, or deviation from intended flight path, in flight. Used only for airborne phases of flight; may occur as a result of a deliberate maneuver (e.g., stall/spin practice); includes stalls; includes pilot-induced or assisted oscillations; includes occurrences involving configuring the aircraft (e.g., flaps, slats, onboard systems, etc.)
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LOSS OF LIFTING CONDITIONS EN ROUTE (LOLI) Landing en route due to loss of lifting conditions. Applicable only to aircraft that rely on static lift to maintain or increase flight altitude, namely sailplanes, gliders, hang gliders and paragliders, balloons and airships. Applicable to gliders, motorgliders, balloons, and airships.
LOW ALTITUDE OPERATIONS (LALT) Collision or near collision with obstacles/objects/terrain while intentionally operating near the surface (excludes takeoff or landing phases). “Terrain” includes water, vegetation, rocks, and other natural elements lying on, or growing out of, the earth; includes aerobatics, sightseeing, demo flights, aerial inspection, ostentatious display, maneuvering in close proximity to cliffs, mountains, into box canyons, and similar flights.
OTHER (OTHR) Any occurrence not covered under another category.
RUNWAY EXCURSION (RE) A veer off or overrun off the runway surface. Only applicable during either the takeoff or landing phase; may be intentional or unintentional (e.g., to avoid a collision).
RUNWAY INCURSION-ANIMAL (RI-A) Collision with, risk of collision with, or evasive action taken by an aircraft to avoid an animal on a runway or on a helipad/helideck in use.
RUNWAY INCURSION-VEHICLE, AIRCRAFT OR PERSON (RI-VAP) Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or person on the protected area of a surface designated for the landing and takeoff of aircraft.
SECURITY RELATED (SEC) Criminal/Security acts which result in accidents or incidents (per Annex 13 to the Convention on International Civil Aviation). Examples include hijacking and/or aircraft theft, unruly passenger, flight control interference, sabotage, suicide, and acts of war.
SYSTEM/COMPONENT FAILURE OR MALFUNCTION (NON-POWERPLANT) (SCF-NP) Failure or malfunction of an aircraft system or component other than the powerplant. Includes errors or failures in software and database systems; includes non-powerplant parts or pieces separating from an aircraft; includes all failures/malfunctions, including those related to or caused by maintenance issues.
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SYSTEM/COMPONENT FAILURE OR MALFUNCTION (POWERPLANT) (SCF-PP) Failure or malfunction of an aircraft system or component related to the powerplant. Includes props, prop system, and engine gearbox and powerplant controls; includes powerplant parts or pieces separating from a powerplant; includes all failures/malfunctions, including those related to or caused by maintenance issues.
TURBULENCE ENCOUNTER (TURB) In-flight turbulence encounter. Includes encounters with turbulence in clean air, mountain wave, mechanical, and/or cloud-associated turbulence; includes wake vortex encounters; includes turbulence when operating around or at buildings, structures, and objects.
UNDERSHOOT/OVERSHOOT (USOS) A touchdown off the runway/helipad/helideck surface. For occurrences during the landing phase; includes offside touchdowns.
UNINTENDED FLIGHT IN IMC (UIMC) Unintended flight in Instrument Meteorological Conditions (IMC). Only to be used when loss of visual reference is encountered and if pilot not qualified to fly in IMC and/or aircraft not equipped to fly in IMC.
UNKNOWN OR UNDETERMINED (UNK) Insufficient information exists to categorize the occurrence. Includes cases in which the aircraft is missing or in which there is not enough information at hand to classify the occurrence.
WINDSHEAR OR THUNDERSTORM (WSTRW) Flight into wind shear or thunderstorm. Includes in-flight events related to hail; includes events related to lightning strikes; includes events related to heavy rain.
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