Commercial Airplanes

Statistical
Summary of
Commercial Jet
Airplane Accidents
Worldwide Operations
1959 - 2006

1959 2006
Note to Our Readers
This year’s summary incorporates a number of significant changes from past versions. Those changes are described below.

• The definitions used in this summary have been clarified. Differences from International Civil Aviation Organization (ICAO) and
National Transportation Safety Board (NTSB) definitions have been noted.

• The focus of this year’s publication is on Fatal Accidents, whereas in prior years it was on Hull Loss and/or Fatal Accidents.
There has been an increasing aviation-industry emphasis on fatalities as demonstrated by the Commercial Aviation Safety Team
(CAST) selection of Fatal Accident Rate as their metric. Generating statistics based upon hull loss has been de-emphasized in this
publication, although it has not been completely eliminated. Hull loss is not necessarily a good indicator of accident severity. The
age of the fleet and the economics of repairs are resulting in less severe accidents becoming hull loss accidents. For example, last
year’s summary showed 22 hull losses in 2005, of which 8 involved a loss of life.

• The term Major Accident is introduced into this publication for the first time. This is a term defined and used by both the NTSB and
Flight Safety Foundation (FSF). The definition can be found on page 6.

• Assignment of airplane types into “generations” has been discontinued along with the chart that used the “generations” (Accident
Rates by Years Following Introduction). The message of the chart had become misleading because many other factors were
significant contributors to the curves generated. The unlabeled “generation” lines have also been eliminated from the Accident
Rates by Airplane Type chart on page 20.

• The Accidents by Primary Cause chart has been eliminated. Many investigating authorities do not assign a primary cause.
Assigning a “primary cause” can oversimplify the complexities of the aviation system and can therefore be misleading.

• The Excluded Events section which contained Hostile Action Events and Non-Hostile Events has also been discontinued. This
information had always been excluded from the accident data and charts, but had been included as information only. However, as
this information is not regularly reported to Boeing, the charts were eliminated to avoid potential publication of inaccurate or
incomplete information.

• Boeing conducted an audit of fatal accidents and hull loss accidents in our database. It included cross-checking against a number of
national and international sources. The reader may observe changes in accident listings or accident rates on some charts.

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2006 STATISTICAL SUMMARY, JULY 2007
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2
2006 STATISTICAL SUMMARY, JULY 2007
Contents
Introduction 4
Definitions 5
Boeing Terms 8
Exclusions 9
Referenced ICAO and NTSB Definitions 10
Airplane Accidents, Year 2006 List 12
Departures, Flight Hours, and Jet Airplanes in Service 14
Accident Summary by Type of Operation 15
Accident Summary by Injury and Damage 16
Accident Rates and Onboard Fatalities by Year 17
U.S. and Canadian Operators Accident Rates By Year 18
10-Year Accident Rates by Type of Operation 19
Accident Rates by Airplane Type 20
Fatal Accidents and Onboard Fatalities by Phase of Flight 21
Fatalities by CAST/ICAO Taxonomy Accident Category 22
CAST/ICAO Taxonomy Accident Categories 23
Notes 24

Published by:
Aviation Safety
Boeing Commercial Airplanes
P.O. Box 3707 M/S 67-TC
Seattle, Washington 98124-2207, U.S.A.
(425) 237-1242
E-mail: statsum@boeing.com
http://www.boeing.com/news/techissues
July 2007
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2006 STATISTICAL SUMMARY, JULY 2007
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 Socialists Republic (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 airplane types are included in the statistics:
717 DC-8 A300 BAe 146 F-28 Concorde L-1011 BAC 1-11 Comet 4
707, 720 DC-9 A300-600 Avro RJ-70/-85/-100 F-70 Trident
727 DC-10/MD-10 A310 CRJ-700/-900 F-100 Caravelle
737 MD-11 A320/321/319/318 EMB-170/-175/-190 Mercure
747 MD-80/-90 A330 CV-880/-990
757 A340 VC-10
767
777
Flight operations data for Boeing airplanes are developed internally from airline operator reports. Flight operations data for non-Boeing
airplanes are developed from two external sources, AirCraft Analytical System (ACAS), published by Flight, and Client Aviation System
Enquiry (CASE) published by Ascend.
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.
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.

4
2006 STATISTICAL SUMMARY, JULY 2007
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; or
(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,
maintenance and servicing; and
 nonfatal injuries to persons not aboard the airplane)
• 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”.

5
2006 STATISTICAL SUMMARY, JULY 2007
Definitions (continued)

Destroyed: The estimated or likely cost of repairs would have exceeded 50% 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. The NTSB defines destroyed as damage 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 definition.

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 is also generally consistent with Flight Safety
Foundation (FSF), except that FSF confines multiple fatalities to occupants. ICAO does not formally 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 the NTSB except for the last bullet which is not
included in the NTSB definition.

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2006 STATISTICAL SUMMARY, JULY 2007
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 • Damage to wheels
if only one engine fails or is damaged • Damage to tires
• Bent fairings or cowlings • Damage to flaps
• Dents in the skin • Damage to engine accessories
• Small puncture holes in the skin • 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.

7
2006 STATISTICAL SUMMARY, JULY 2007
Boeing Terms

The terms on this page were created by Boeing for this publication and do not have corresponding equivalents in
ICAO, the 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 appear to 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 beyond economic repair. 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 the NTSB has a definition for hull loss.

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2006 STATISTICAL SUMMARY, JULY 2007
Exclusions

Certain airplanes and events are excluded from consideration as accidents in this summary. This is a complete list of
exclusions.

Excluded Airplanes
Airplanes manufactured in the Commonwealth of Independent States (CIS) or the Union of Soviet Socialists Republic (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 events.)
• Sabotage, hijacking, terrorism, and military action

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2006 STATISTICAL SUMMARY, JULY 2007
Referenced ICAO and NTSB Definitions

International Civil Aviation Organization (ICAO) and the 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.
The 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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2006 STATISTICAL SUMMARY, JULY 2007
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) requires hospitalization for more than 48 hours, commencing within seven days from the date the injury was received; or
b) results in a fracture of any bone (except simple fractures of fingers, toes or nose); or
c) involves lacerations which cause severe hemorrhage, nerve, muscle or tendon damage; or
d) involves injury to any internal organ; or
e) involves second or third degree burns, or any burns affecting more than 5 percent of the body surface; or
f) involves verified exposure to infectious substances or injurious radiation.
The NTSB defines serious injury as follows:
Serious injury means any injury which:
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 fractures of fingers, toes, or nose);
3) causes severe hemorrhages, nerve, muscle, or tendon damage;
4) involves any internal organ; or
5) involves second- or third-degree burns, or any burns affecting more than 5 percent of the body surface.

Substantial Damage
The 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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2006 STATISTICAL SUMMARY, JULY 2007
Airplane Accidents
All Accidents – Worldwide Commercial Jet Fleet – 2006
Onboard Fatalities /
Model Type of Phase of Damage Hull Injury Major
Date Airline Accident Location Event Description Onboard Occupants
(A/P Age Yrs) Operation Flight Category Loss Category Accident
(External Fatalities)

16-Jan-06 Continental Airlines 737-500 Sched Pax El Paso, TX, USA Parked While the airplane was being prepared for departure, a mechanic Fatal (1)
(11) was fatally injured during engine troubleshooting.

7-Feb-06 UPS DC-8 Sched Philadelphia, PA, Initial A fire started in flight. After an emergency landing, all 3 crew Destroyed X X
(39) Cargo USA Approach members evacuated with minor injuries, but the airplane was
completely engulfed by the fire.

4-Mar-06 Air Macau A321 Sched Pax Macau, China Tow The airplane was being pushed back when the tow bar broke, the Serious
(7) airplane stopped suddenly, and 1 passenger was seriously injured.

4-Mar-06 Lion Air MD-82 Sched Pax Surabaya, Landing On landing rollout, upon application of reverse thrust, the airplane Substantial X
(20) Indonesia departed the right side of the runway, substantially damaging the Damage
NLG and E&E bay. There were no injuries.

18-Mar-06 Air Algerie 737-600 Charter Pax Seville, Spain Landing The airplane was substantially damaged when it touched down hard Substantial
(4) during landing. Its RH MLG subsequently fractured and collapsed. Damage
There were minor injuries during evacuation.
19-Apr-06 United Airlines 777-200 Sched Pax Shanghai, China Descent At the top of descent, the airplane experienced a TCAS RA advisory Serious
(6) in the vicinity of a climbing A340. One passenger was seriously
injured during the avoidance maneuver.
3-May-06 Armavia A320 Sched Pax (near) Sochi, Final The airplane crashed into the sea in bad weather while making a Destroyed X Fatal 113/113 X
(11) Russia Approach second attempt to land.

30-May-06 Shuttle America EMB 170 Sched Pax Dulles, VA, USA Landing Airplane landed with the NLG retracted, sustaining substantial Substantial Serious
(1) damage. A serious injury occurred during the evacuation. Damage

4-Jun-06 Arrow Cargo DC-10 Sched Managua, Landing The airplane overran the runway, collapsing the NLG, causing Substantial X
(33) Cargo Nicaragua substantial damage to the forward fuselage. There were no injuries. Damage

7-Jun-06 TradeWinds Airlines 747-200SF Charter Medellin, Takeoff Near V1, the crew heard a loud explosion, rejected the takeoff, and Substantial X
(24) Cargo Colombia overran the runway, substantially damaging the airplane. There Damage
were no injuries.

9-Jun-06 Asiana Airlines A321 Sched Pax (near) Seoul, Cruise The airplane encountered a severe thunderstorm, sustaining Substantial
(6) Korea substantial lightning and hail damage. There were no injuries. Damage
15-Jun-06 TNT Airways 737-300SF Charter East Midlands, UK Landing Following a hard touchdown that broke off the RH MLG, the airplane Substantial X
(19) Cargo bounced. The flight crew applied full power and proceeded to Damage
another airport, landing on the remaining gear. There were no
injuries.

16-Jun-06 VARIG MD-11-P Sched Pax Brasilia, Brazil Landing The airplane was substantially damaged on landing when its center Substantial
(13) MLG fractured and broke away. There were no injuries. Damage

23-Jun-06 AMC Airlines MD-83 Charter Pax Juba, Sudan Landing After a reportedly normal approach and landing, the airplane Substantial X
(10) sustained substantial damage when it overran the runway. There Damage
were no injuries.

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2006 STATISTICAL SUMMARY, JULY 2007
Airplane Accidents
All Accidents – Worldwide Commercial Jet Fleet – 2006
Onboard Fatalities /
Model Type of Phase of Damage Hull Injury Major
Date Airline Accident Location Event Description Onboard Occupants
(A/P Age Yrs) Operation Flight Category Loss Category Accident
(External Fatalities)

9-Jul-06 S7 Airlines A310 Sched Pax Irkutsk, Russia Landing The airplane overran the runway, collided with several buildings and Destroyed X Fatal 126/203 X
(19) caught fire.

28-Jul-06 FedEx MD-10-10F Sched Memphis, TN, Landing During landing rollout, the LH MLG collapsed, sending sparks into Substantial X
(31) Cargo USA the nearby grass which ignited both the grass and the airplane's left Damage
wing. There were no injuries.

27-Aug-06 China Eastern Airlines A320 Sched Pax Beijing, China Tow On pushback, the airplane was substantially damaged when it Substantial
(1) collided with a taxiing 777. There were no injuries. Damage

7-Sep-06 DHL Aviation 727-200F Charter Lagos, Nigeria Landing In heavy rain, the airplane overran the runway on landing and struck Substantial X
(25) Cargo a navigation facility, collapsing the NLG. There were no injuries. Damage

9-Sep-06 KLM - Royal Dutch MD-11-P Sched Pax Amsterdam, Landing The airplane landed on a runway that had been resurfaced three Substantial
Airlines (12) Netherlands days earlier. Loose FOD caused substantial airplane damage. Damage
There were no injuries.

14-Sep-06 FedEx MD-11-F Charter Subic Bay, Landing The airplane suffered a tail strike on landing. There were no injuries. Substantial
(7) Cargo Philippines Damage

29-Sep-06 GOL Linhas Aereas 737-800 Sched Pax (near) Peixote Cruise The airplane collided with another airplane at FL360, went out of Destroyed X Fatal 154/154 X
(18 days) Azavedo, Brazil control, and crashed.

3-Oct-06 Mandala Airlines 737-200 Sched Pax Tarakan, Landing On landing in a heavy haze, the airplane overran the end of the Destroyed X X
(23) Indonesia runway, sustaining significant damage. There were no injuries.

10-Oct-06 Atlantic Airways (Faroe BAe 146 Charter Pax Stord, Norway Landing The airplane overran the runway, continued down a steep slope, and Destroyed X Fatal 4/16 X
Islands) (19) caught fire.

29-Oct-06 ADC Airlines 737-200 Sched Pax Abuja, Nigeria Initial Climb The airplane crashed shortly after takeoff. Destroyed X Fatal 96/105 X
(23) (1)

10-Nov-06 AirTran Airways 717-200 Sched Pax Memphis, TN, Taxi After a normal landing and turnoff, the airplane departed the side of Substantial
(6) USA the paved taxiway, struck a drainage ditch, and collapsed the NLG, Damage
substantially damaging airplane structure. There were no injuries.

17-Nov-06 Cielos Airlines DC-10 Sched Barranquilla, Landing On landing in rain, to avoid an overrun, the flight crew steered the Substantial X
(22) Cargo Colombia airplane off the side of the runway onto soft ground, where the NLG Damage
collapsed into the forward fuselage. There were only minor injuries.

18-Nov-06 Aerosucre Colombia 727-100F Charter (near) Leticia, Final In fog, the airplane hit a communication tower on final approach, lost Destroyed X Fatal 5/5 X
(39) Cargo Colombia Approach control, and crashed.

24-Dec-06 Lion Air 737-400 Sched Pax Ujung Pandang, Landing During landing, the crew reported a loud noise and the airplane Substantial X
(16) Indonesia swerved off the runway, sustaining substantial damage. There were Damage
no injuries.

498 Onbd Fatalities

28 Total Accidents 17 8
2 Ext. Fatalities

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2006 STATISTICAL SUMMARY, JULY 2007
 Departures, Flight Hours, and Jet Airplanes in Service*
Worldwide Operations 1987 Through 2006
45
40.3
40 Flight hours
35
Departures • 487.5 million cumulative departures
Annual departures and

since 1959 (396.1 million on Boeing

flight hours (millions)

30
airplanes)
25

20 20.0 • 874.4 million cumulative flight hours

since 1959 (684.9 million on Boeing
15
airplanes)
10

5 • 7 manufacturers – 35 significant
types (14 Boeing) in service as of
0
87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06
12/31/2006
Year

25
Worldwide fleet
*Certified jet airplanes greater than
20,042 60,000 pounds maximum gross weight,
Number of airplanes*

20 Boeing fleet
including those in temporary nonflying
(thousands)

15
status and those in use by non-airline
12,014 operators. Excluded are military
airplanes and CIS/USSR-manufactured
10
airplanes.
5

0
87 88 89 90 91 92 93 94 95 96 97 98 99 00 01 02 03 04 05 06

Year

14
2006 STATISTICAL SUMMARY, JULY 2007
Accident Summary by Type of Operation
Worldwide Commercial Jet Fleet

Type of operation All Accidents Fatal Accidents Onboard Fatalities Hull Loss Accidents
(External Fatalities)*
1959-2006 1997-2006 1959-2006 1997-2006 1959-2006 1997-2006 1959-2006 1997-2006

Passenger 1,198 285 445 75 26,454 5,102 618 143

(934) (170)
– Scheduled 22,527 5,045 558 135
1,109 274 405 73
– Charter 89 3,927 57 60 8
11 40 2

Cargo 215 79 67 14 237 47 150 57

(329) (79)

Maintenance test, ferry, 109 9 40 0 186 0 67 6

positioning, training, and (66) (0)
demonstration
Totals 1,522 373 552 89 26,877 5,149 835 206
(1,329) (249)
U.S. and Canadian Operators 495 82 168 16 6,079 371 209 34
(447) (85)
Rest of the World 1,027 291 384 73 20,798 4,778 626 172
(882) (164)
Totals 1,522 373 552 89 26,877 5,149 835 206
(1,329) (249)

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

15
2006 STATISTICAL SUMMARY, JULY 2007
Accident Summary by Injury and Damage
All Accidents – Worldwide Commercial Jet Fleet

1959 Through 2006

552 Fatal Accidents 970 Non-Fatal Accidents
(36% of Total) (64% of Total)

451 Fatal acc. with hull loss 384 Hull loss w/o fatalities

23 Fatal accidents with

544 Substantial damage w/o fatalities
substantial damage

78 Fatal accidents 42 Accidents without substantial

without substantial damage damage (but with serious injuries)
Total 1,522
0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600
Number of accidents
1997 Through 2006
89 Fatal Accidents 284 Non-Fatal Accidents
(24% of Total) (76% of Total)

72 Fatal acc. w/ hull loss 134 Hull loss w/o fatalities

2 Fatal accidents with

substantial damage 141 Substantial damage w/o fatalities

15 Fatal accidents 9 Accidents without substantial

without substantial damage (but with serious injuries)
damage
Total 373
0 100 200 300 400
Number of accidents
16
2006 STATISTICAL SUMMARY, JULY 2007
 Accident Rates and Onboard Fatalities by Year
Worldwide Commercial Jet Fleet – 1959 Through 2006

50 1500
All accident rate
Fatal accident rate
Hull loss accident rate
Onboard fatalities
40 1200

Annual
accident
30 900
rate
(accidents Annual
per million onboard
departures) fatalities

20 600

10 300

0 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

Year

17
2006 STATISTICAL SUMMARY, JULY 2007
 U.S. and Canadian Operators Accident Rates by Year
Fatal Accidents – Worldwide Commercial Jet Fleet – 1959 Through 2006

50

Rest of the world 1987 Through 2006

2.5
U.S. & Canadian operators
Rest of the world
40 2.0 U.S. & Canadian operators

1.5

Annual
1.0
fatal
30
accident
rate 0.5
(accidents
per million 0.0
departures) 87 88 90 92 94 96 98 00 02 04 06
20 Year

10

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
Year

18
2006 STATISTICAL SUMMARY, JULY 2007
10-Year Accident Rates by Type of Operation
Fatal and Hull Loss Accidents – Worldwide Commercial Jet Fleet – 1997 Through 2006

3.0

2.7
Fatal accident rate
Hull loss accident rate
2.5

10-year 2.0
accident
rate
(accidents
per million 1.5
departures)
1.2

1.0 0.9

0.6
0.5 0.5
0.5

0
Scheduled commercial All other operations* Total
passenger operations 26.5 million departures 176.7 million departures
150.2 million departures

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

19
2006 STATISTICAL SUMMARY, JULY 2007
 Accident Rates by Airplane Type
Hull Loss Accidents
Worldwide Commercial Jet Fleet – 1959 Through 2006
Hull H/L with
Sorted by Year of Introduction Losses Fatalities

*No longer in service 98 53 4.49/8.29

707/720 151 73 4.22/8.72
DC-8 75 51 4.04/5.94
727 90 52 0.68/1.18
DC-9 88 47 0.76/1.43
BAC 1-11 28 12 1.67/3.90
737-100/-200 88 45 0.79/1.55
F-28 42 22 4.60/8.79
747-100/-200/-300/SP 32 18 1.43/2.54
DC-10/MD-10 27 12 1.37/3.09
L-1011 4 3 0.60/0.80
A300 12 3 0.50/2.00
MD-80/-90 18 10 0.27/0.48
767 4 2 0.15/0.30
757 5 4 0.24/0.30 Hull loss accident rate – total bar
BAe146, RJ-70/-85/-100 9 6 0.71/1.06 Hull loss with fatalities accident rate – lighter shaded portion
A310 7 6 1.52/1.78
737-300/-400/-500 25 15 0.27/0.44
A300-600 4 3 0.69/0.92
A320/321/319/318 11 7 0.23/0.37
F-100/F-70 7 2 0.49/1.72
747-400 3 1 0.21/0.62
MD-11 5 3 1.77/2.95
A340 1 0 0.0/0.67
A330 0 0 0/0
777 0 0 0/0
737-600/-700/-800/-900 1 1 0.07/0.07
717 0 0 0/0
CRJ-700/-900 0 0 0/0
**EMB-170/-175/-190 0 0 0/0
Total 835 451 0.93/1.71
0 1 2 3 4 5 6 7 8 9 10
Hull loss accident rate per million departures
20 * The Comet, CV880/990, Caravelle, Concorde, Mercure, Trident and VC-10 are
2006 STATISTICAL SUMMARY, JULY 2007 no longer in commercial service.
**These types have accumulated fewer than 1 million departures.
 Fatal Accidents and Onboard Fatalities by Phase of Flight
Worldwide Commercial Jet Fleet – 1997 Through 2006

Percentage of accidents/fatalities
Taxi, load/ 19% 32%
unload
parked, Initial Climb Initial Final
tow Takeoff climb (flaps up) Cruise Descent approach approach Landing

Fatal Accidents 13% 11% 8% 11% 10% 5% 10% 10% 22%

Onboard Fatalities 0% 12% 17% 12% 19% 6% 14% 15% 5%
4
29% 20%
Initial
approach Final
Exposure* fix approach
(Percentage of flight fix
time estimated for a 11% 12% 3%
<1% 1% 1% 14% 57% 1%
1.5 hour flight)
*Percentages do not sum to 100% due to numerical rounding.

100 2000
Fatal accidents Distribution of fatal accidents and onboard fatalities
80
Onboard fatalities 1500
tle
a
siF

Fatal 60 Onboard
accidents 967 1000 fatalities
858
716 788
40
617 625
20 500
20 299 275
11 10 7 10 9 9 9
4
4
0 0
Taxi, load/ Takeoff Initial Climb Cruise Descent Initial Final Landing
unload climb approach approach
parked,
tow
21
2006 STATISTICAL SUMMARY, JULY 2007
 Fatalities by CAST/ICAO Taxonomy Accident Category
Fatal Accidents – Worldwide Commercial Jet Fleet – 1997 Through 2006
1800
1643 (67) ARC Abnormal Runway Contact
CFIT Controlled Flight into or Toward Terrain
1655 (0)
F-NI Fire/Smoke (Non-Impact)
External fatalities [Total 249] FUEL Fuel Related
1600
Onboard fatalities [Total 5,149] LOC-G Loss of Control – Ground
LOC-I Loss of Control – In flight
MAC Midair/Near Midair Collision
OTHR Other
1400 RAMP Ground Handling
RE Runway Excursion
RI-VAP Runway Incursion – Vehicle, Aircraft or Person
SCF-NP System/Component Failure or Malfunction
(Non-Powerplant)
1200 SCF-PP System/Component Failure or Malfunction
(Powerplant)
TURB Turbulence Encounter
Fatalities USOS Undershoot/Overshoot
1000 UNK Unknown or Undetermined
WSTRW Wind shear or Thunderstorm

No accidents were noted in the following categories:

AMAN Abrupt Maneuver
800 ADRM Aerodrome
ATM Air Traffic Management/
Communications, Navigation, Surveillance
CABIN Cabin Safety Events
EVAC Evacuation
600 546 (0) Onboard fatalities F-POST Fire/Smoke (Post-Impact)
GCOL Ground Collision
External fatalities ICE Icing
LALT Low Altitude Operations
400 262 (77) RI-A Runway Incursion – Animal
SEC Security Related
156 (71) For a complete description go to:
http://www.intlaviationstandards.org/
200 126 (0) 124 (2) 120 (0) 110 (10) 110 (4) 109 (1) 107 (1)
55 (9)
23 (0) 0 (7) 2 (0) 1 (0)
0
LOC-I CFIT SCF-NP RE M AC LOC-G OTHR UNK RI-VA P F-NI USOS WSTRW A RC FUEL RA M P SCF-P P TURB
Number of
fatal 19 20 5 8 2 1 5 2 3 2 3 2 6 1 7 2 1
accidents
(89 total)
Note: Principal categories as assigned by CAST.
22
2006 STATISTICAL SUMMARY, JULY 2007
CAST/ICAO Taxonomy Accident Categories
The International Civil Aviation Organization (ICAO) and the Commercial Aviation Safety Team (CAST), which include government
officials and aviation industry leaders, have jointly chartered the CAST/ICAO Common Taxonomy Team (CICTT). CICTT includes
experts from ICAO, several air carriers, aircraft manufacturers, engine manufacturers, pilot associations, regulatory authorities,
transportation safety boards, with 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
communications. With this common language, the aviation community's capacity to focus on common safety issues is greatly
enhanced.
The CICTT taxonomy is designed to permit the assignment of multiple categories as necessary to describe the accident or incident.
Since 2001, the SISG (Safety Indicator Steering Group) has met annually to assign CICTT occurrence categories to the prior year’s
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/

23
2006 STATISTICAL SUMMARY, JULY 2007
 Notes

24
2006 STATISTICAL SUMMARY, JULY 2007
Commercial Airplanes
P.O. Box 3707
Seattle, WA 98124-2207