The AOPA Air Safety Institute releases the 36th Richard G. McSpadden Report (formerly the Joseph T. Nall Report) which presents users with near real-time accident analysis updated on a rolling 30-day cycle. You can view data from 2008 to the current year. Please note that the NTSB takes approximately two years to issue a probable cause statement, so only preliminary data is available for more recent years.
Break data down by year:
The AOPA Air Safety Institute releases the 36th Richard G. McSpadden Report (formerly the Joseph T. Nall Report) which presents users with near real-time accident analysis updated on a rolling 30-day cycle. You can view data from 2008 to the current year. Please note that the NTSB takes approximately two years to issue a probable cause statement, so only preliminary data is available for more recent years.
The 2024 data continue a long-term positive trend, with total general aviation accidents declining to 1,064 and fatal accidents decreasing to 164, resulting in the lower total and fatal accident rates. At 3.69 and 0.57 accidents per 100,000 flight hours these reductions build on previous years and show the progress the GA community has made during the 2024 reporting period.
Non-commercial fixed-wing operations continue to represent the largest portion of general aviation activity and, consequently, the largest share of general aviation accidents. In 2024, this segment recorded 902 accidents involving 912 aircraft, including 139 fatal accidents and 235 fatalities. The lethality rate was 15.4 percent, reflecting continued improvement as both total and fatal accident counts reached their lowest levels of the past decade. The overall accident rate declined to 4.13 accidents per 100,000 flight hours, while the fatal accident rate decreased to 0.64 per 100,000 flight hours, continuing a long-term downward safety trend.
Pilot-related events remained the dominant safety challenge within non-commercial fixed-wing operations. Pilot actions or decisions were associated with 642 accidents and 98 fatal accidents. Mechanical causes contributed 185 accidents and 21 fatal accidents, while other or undetermined causes accounted for the remaining 75 accidents and 20 fatal accidents. These data reinforce the longstanding observation that pilot performance, aeronautical decision-making, and risk management continue to have the greatest influence on accident outcomes.
Personal flying dominated accident involvement, accounting for 639 accidents, 104 fatal accidents, and 184 fatalities. Instructional operations represented the second-largest category with 180 accidents, although only 16 were fatal. Business, positioning, public-use, aerial observation, and other work-related operations collectively accounted for a relatively small proportion of overall accidents and fatalities.
Single-engine fixed-gear aircraft remained the aircraft class most frequently involved in accidents, accounting for 684 accidents and 85 fatal accidents. While these aircraft represented the largest share of the fleet and flying activity, multiengine and retractable-gear aircraft exhibited substantially higher lethality rates when accidents occurred. Multiengine airplanes experienced a lethality rate exceeding 30percent, while single-engine retractable aircraft exceeded 21 percent, compared to 12.4 percent for single-engine fixed-gear aircraft.
Weather and flight condition data continue to highlight the dangers associated with instrument meteorological conditions. Although nearly 90 percent of accidents occurred during daytime visual meteorological conditions, accidents occurring in IMC environments were far more likely to be fatal. Day IMC accidents had a lethality rate of more than 60 percent, while night IMC accidents demonstrated even greater fatality potential. Weather-specific accidents remained relatively infrequent at 23 events, but 14 of those accidents were fatal, producing one of the highest lethality rates of any accident category. VFR flight into IMC remained the most common weather-related accident type and accounted for most weather-related fatalities.
Landing accidents continued to be the most common accident category, with 332 occurrences representing more than one-third of all non-commercial fixed-wing accidents. Despite their frequency, landing accidents produced only five fatal accidents, making them among the least lethal accident types. Loss of control on the ground and abnormal runway contact were the primary contributors to landing accidents.
Takeoff and climb accidents ranked as the second most common accident category with 202 accidents and 36 fatal accidents. Loss of control on the ground, engine failures, and loss of control in flight were the primary accident types. Although fewer in number than landing accidents, takeoff and climb accidents exhibited significantly higher lethality, reflecting the limited time and altitude available to recover from abnormalities during this critical phase of flight.
Fuel management accidents remained persistent, with 106 accidents and 10 fatal accidents. Fuel starvation represented the largest subset of these events, followed by fuel exhaustion and fuel contamination. The continued prevalence of fuel-related accidents highlights the importance of preflight planning, fuel monitoring, and in-flight decision-making, particularly given that most fuel-related accidents are considered preventable.
Maneuvering flight continued to be one of the most lethal operational categories. While only 55 maneuvering accidents occurred during 2024, nearly half resulted in fatalities. Loss of control in flight was the leading cause, followed by low-altitude operations and engine failures. Maneuvering accidents often involve intentional flight close to the ground or outside normal operational envelopes, leaving little opportunity for recovery when control is lost.
Overall, the 2024 non-commercial fixed-wing data show continued progress in reducing accident frequency and fatality rates across general aviation. However, pilot-related accidents, loss-of-control events, weather decision making errors, and poor fuel management continue to drive the majority of serious and fatal outcomes. The data suggests that continued emphasis on aeronautical decision making, proficiency training, weather risk management, and loss-of-control prevention offers the greatest opportunity for further safety improvements.
Commercial fixed-wing operations demonstrated substantially lower accident rates than the non-commercial sector, recording 59 accidents and 10 fatal accidents in 2024. Pilot-related factors accounted for nearly 70 percent of accidents and 90 percent of fatal accidents. The data show notable differences between operational categories. Part 135 charter and cargo operations experienced relatively few fatal events, while Part 137 aerial application operations accounted for most commercial fixed-wing fatalities. These findings highlight the elevated operational risks associated with this low-altitude; high-workload flying and emphasize the continued importance of training, operational discipline, and hazard mitigation in specialized commercial operations.
Non-commercial helicopter operations experienced 69 accidents, eight fatal accidents, and 17 fatalities during the reporting period. Pilot-related causes were responsible for approximately two-thirds of all accidents, while mechanical issues accounted for nearly one-quarter. Personal and instructional flying represented the largest operational categories involved in accidents. Loss of control in flight emerged as the leading accident type, reflecting the unique handling characteristics and operating environment of rotorcraft. Despite year-to-year fluctuations, both accident and fatal accident rates have generally improved relative to earlier years, indicating continued progress in helicopter safety
Commercial helicopter operations recorded 34 accidents, seven fatal accidents, and 16 fatalities, producing the highest lethality rate among the major aviation sectors. Pilot-related causes remained the leading contributor to both total and fatal accidents. The majority of accidents occurred in Part 135 charter and cargo operations and Part 137 aerial application operations, with single-engine turbine helicopters comprising the largest share of involved aircraft. While overall accident rates remain well below those seen in many non-commercial segments, the severity of fatal events highlights the ongoing challenges associated with complex mission profiles, low-level operations, external load work, and demanding operating environments.
In 2023, the most recent year with complete data, general aviation accidents declined to 1,097, of those 186 were fatal. Both the total and fatal accident rates fell to 3.86 and 0.65 per 100,000 flight hours, respectively. A significant rise in flight activity helped drive those rates lower. General aviation aircraft logged 28.4 million flight hours in 2023, up more than 1.6 million from the previous year’s 26.8 million.
Non-commercial fixed-wing aircraft experienced 929 accidents, of which 156 were fatal (figure 1.1). With overall accidents trending downward, the total and fatal accident rates trended downward (figures 1.2 and 1.3). About 70 percent or 651 accidents were pilot-related (figure 1.4). Of those, 106 were fatal.
Landing accidents continue to account for the largest number with 329 but thankfully suffered few fatal accidents. Loss of control on the ground (LOC-G) continued to dominate as the leading cause of landing accidents (figure 1.1.2). The number of accidents during the takeoff and climb phase of flight rose to 223 from the previous year (figure 1.3.1). The leading causes were loss of control in flight (LOC-I), followed by engine powerplant failure. Fuel management mishaps rose slightly to 108 from the previous year with 43 starvation causes slightly ahead of the 41 exhaustion accidents. There were 64 maneuvering accidents of which 28 were fatal. LOC-I made up the majority of the maneuvering phase with 16 accidents of which 10 were fatal. Descent and approach accidents fell sharply to 111, with LOC-I and other as the largest causes. Weather accidents decreased to 15 in total with 13 fatal. VFR into IMC led the cause category with 10 accidents of which all were fatal. En route accidents increased to 163, with engine powerplant failure as the leading cause. Preflight and taxi accident figures trended downward with no fatal accidents.
Mechanical-related accidents increased to 187 with a sharp spike in fatal accidents from the previous year. Loss of engine power (total) continued to lead, followed by partial power loss and system component failure non-powerplant, which accounted for the majority of mechanical accidents. Interestingly, partial engine power loss saw a larger number of fatal accidents compared to total engine failure, suggesting that pilots struggle to properly address and adapt to a partial power failure.
Accidents that could not be classified into a meaningful phase of flight, but were reasonably inferred based on NTSB report data, fell into the “other and unknown” accident category. As more NTSB accidents are classified, this category will shrink and those accidents will be reclassified in their respective areas.
In 2023 there were a total of 59 commercial fixed-wing accidents, 12 of which were fatal (figure 2.1). The overall accident rates rose for total (1.62) and fatal (0.33) accidents from the previous year (figure 2.3). The majority of commercial fixed-wing accidents continued to be pilot-related (figure 2.4). Part 137 surpassed Part 135 accidents by nine total accidents and two additional fatal accidents.
Non-commercial helicopter operations experienced 70 accidents, 10 of which were fatal (figure 3.1). The majority of all accidents remained pilot-related. The fatal accident rate fell to 0.69, while the total accident rate decreased to 4.86 (figure 3.4). Loss of control in flight and on ground, other, and abnormal runway contact accidents made up the largest categories (figure 3.9).
Commercial helicopter ops had a total of 39 accidents of which eight were fatal (figure 4.1). The majority were pilot-related followed by mechanical (figure 4.2). The fatal accident rate rose to 0.55 and the total accident rate (2.66) fell from the previous year (figure 4.4). Part 133 had eight accidents, Part 135 had 10 accidents (three were fatal), and Part 137 had 21 accidents of which four were fatal (figure 4.5).
The year 2022 saw an increase in total accidents (1,152) of which 181 were fatal. The overall accident rate rose slightly while the fatal accident rate continued trending downward, finishing with a total accident rate of 4.30 per 100,000 hours and a fatal accident rate of 0.68 per 100,000 hours. A large increase in flight activity helped mitigate increases in accidents. Overall, flight activity increased by more than 500,000 hours in 2022.
Non-commercial fixed-wing aircraft had 965 total accidents of which 157 were fatal (figure 1.1). With overall accidents (965) trending upward—following a large increase in flight activity for this category—the accident rate (4.84) trended downward (figures 1.2 and 1.3). Non-commercial fixed-wing aircraft showed a decrease in fatal accidents (157), with the fatal accident rate falling (0.79) helped by increased flight activity (figures 1.2 and 1.3). The percentage of pilot-related accidents remained around 70 percent (figure 1.4).
Pilot-related accidents consisted of 708 total of which 117 accidents were fatal. Landing accidents still accounted for the largest number (346) but thankfully suffered few fatal accidents (figure 1.11). Loss of control on ground (136) continued to dominate as the leading cause of landing accidents (figure 1.1.2). Accidents that could not be classified into a meaningful phase of flight, but were reasonably inferred based on NTSB report data, fell into the “other and unknown” accident category. As more NTSB accidents are classified this category will shrink and those accidents will be placed in their respective areas. Takeoff and climb accidents (212) fell from the previous year (figure 1.3.1). The largest number of accidents (53) were loss of control in flight (LOC-I) (figure 1.3.2), followed by engine powerplant failure (39). Fuel management (100) rose slightly from the previous year (figure 1.4.1), with starvation (35) slightly ahead of exhaustion (34) (figure 1.4.2). Maneuvering accidents decreased in both total (64) and fatal (31) from the previous year (figure 1.5.1). LOC-I had 20 accidents of which 18 were fatal (figure 1.5.2). Descent and approach accidents rose sharply to 146 (figure 1.6.1), with LOC-I (42) as the largest cause (figure 1.6.2). Weather accidents decreased in total (21) and fatal (11) accidents (figure 1.7.1). VFR into IMC led the cause category with 10 accidents of which all were fatal (figure 1.7.2). New to this year’s report, en route accidents (146) decreased (figure 1.9.1), with engine powerplant failure (48) as the leading cause (1.9.2). Preflight and taxi (40) remained flat (figure 1.10.1).
Mechanical-related accidents decreased in total (181) and had a small decrease in fatal accidents (21) from the previous year (figure 1.8.1). Loss of engine power (total) (60) continued to lead, followed by partial power loss (34) and system component failure non-powerplant (26), which accounted for the majority of mechanical accidents (figure 1.8.2).
Commercial fixed-wing accidents comprised 63 accidents, nine of which were fatal (figure 2.1). The overall accident rates rose slightly for total accidents (1.52) and fell slightly for fatal accidents (0.22) from the previous year (figure 2.3). The majority of commercial fixed-wing accidents continued to be pilot-related (figure 2.4). Part 137 surpassed Part 135 accidents by four total accidents and five additional fatal accidents.
Non-commercial helicopter had 82 accidents, 11 of which were fatal (figure 3.1). The majority of all accidents remained pilot-related. The fatal accident rate fell to 0.87, while the total accident rate decreased slightly to 6.48 (figure 3.4). Loss of control in flight and on ground, other, and abnormal runway contact accidents made up the largest categories (figure 3.9).
Commercial helicopter had a total of 43 accidents of which six were fatal (figure 4.1). The majority were pilot-related followed by other/unknown (figure 4.2). The fatal accident rate fell to 0.4 and the total accident rate (2.85) rose from the previous year (figure 4.4). Part 133 had three accidents, Part 135 had 21 accidents (three were fatal), and Part 137 had 19 accidents of which two were fatal (figure 4.5).
The AOPA Air Safety Institute releases its 33rd Accident Report (formerly the Joseph T. Nall Report) which presents users with near real-time accident analysis updated on a rolling 30-day cycle. You can view data from 2008 to the current year. Please note that the NTSB takes approximately two years to issue a probable cause statement, so only preliminary data is available for later years.
The year 2021 saw an increase in total accidents (1,124) of which 202 were fatal. The overall total and fatal accident rates for 2021 continued trending downward, finishing with a total accident rate of 4.28 per 100,000 hours and a fatal accident rate of 0.77 per 100,000 hours. A large increase in flight activity helped mitigate increases in accidents. Overall, flight activity rose from 22.4 million hours in 2020 to 26.4 million hours in 2021.
Non-commercial fixed-wing aircraft had 938 total accidents of which 166 were fatal (figure 1.1). With overall accidents (938) trending upward—following a large increase in flight activity for this category—the accident rate (4.87) trended downward (figures 1.2 and 1.3). Non-commercial fixed-wing aircraft showed an increase in fatal accidents (166), with the fatal accident rate falling (0.86) helped by increased flight activity (figures 1.2 and 1.3). The percentage of pilot-related accidents remained around 70 percent (figure 1.4).
Pilot-related accidents consisted of 647 total of which 103 accidents were fatal. Landing accidents still accounted for the largest number (290) but thankfully suffered few fatal accidents (figure 1.11). Loss of control (147) continued to dominate as the leading cause of landing accidents (figure 1.1.2). Accidents that could not be classified into a meaningful phase of flight, but were reasonably inferred based on preliminary data, fell into the “other and unknown” accident category. As more NTSB accidents are classified this category will shrink, and those accidents will be placed in their respective areas. Takeoff and climb accidents (119) fell from the previous year (figure 1.3.1). The largest number of accidents (43) were loss of control (LOC) (figure 1.3.2), followed by stalled or settled on takeoff (30). Fuel management (70) rose slightly from the previous year (figure 1.4.1), with systems operations accounting for the largest total number of accidents (40) (figure 1.4.2). Maneuvering accidents increased in both total (48) and fatal (31) from the previous year (figure 1.5.1). Stall/LOC had 23 accidents of which 18 were fatal (figure 1.5.2). Descent and approach accidents decreased to 43 (figure 1.6.1), with collisions (16) as the largest cause (figure 1.6.2). Weather accidents increased in total (30) and fatal (24) accidents (figure 1.7.1). VFR into IMC led the cause category with 12 accidents of which 11 were fatal (figure 1.7.2).
Mechanical-related accidents increased in total (151) and had a small decrease in fatal accidents (12) from the previous year (figure 1.8.1). Powerplant issues (57) continued to lead, followed by gear and brakes (34), and fuel system (23), which accounted for the majority of mechanical accidents (figure 1.8.2).
Commercial fixed-wing accidents comprised 61 accidents, 14 of which were fatal (figure 2.1). The overall accident rates fell substantially for total accidents (1.43) and slightly for fatal accidents (0.33) from the previous year (figure 2.3). The majority of commercial fixed-wing accidents continued to be pilot-related (figure 2.4). Part 137 surpassed Part 135 accidents by three total accidents and two additional fatal accident.
Non-commercial helicopter had 87 accidents, 17 of which were fatal (figure 3.1). The majority of all accidents remained pilot-related. The fatal accident rate rose to 1.32, while the total accident rate spiked to 6.75 (figure 3.4). Rotorcraft aerodynamics, maneuvering, and mechanical accidents made up the largest categories (figure 3.9).
Commercial helicopter had a total of 38 accidents of which six were fatal (figure 4.1). The vast majority were pilot-related followed by mechanical (figure 4.2). The fatal accident rate fell to 0.41 and the total accident rate (2.59) declined slightly from the previous year (figure 4.4). Part 133 had seven accidents, Part 135 had nine accidents (two were fatal), and Part 137 had 22 accidents of which four were fatal (figure 4.5).
The AOPA Air Safety Institute releases the 32nd Joseph T. Nall Report, presenting users with near real-time accident analysis updated on a rolling 30-day cycle. You can view data from 2008 to the current year. Please note that the NTSB takes approximately two years to issue a probable cause statement, so only preliminary data is available for later years.
The year 2020 saw a decrease in total accidents (1051), of which 187 were fatal. The overall total and fatal accident rates for 2020 saw a downward trend finishing with a total accident rate of 4.69 per 100,000 hours and a fatal accident rate of 0.83 per 100,000 hours. A large drop in accidents helped mitigate a substantial decrease in flight activity. Overall, flight activity fell from 25.5 million hours in 2019 to 22.4 million hours in 2020.
Non-commercial fixed-wing aircraft had 892 total accidents, of which 156 were fatal (figure 1.1). With overall accidents (892) trending downward, following a large decrease in flight activity, for this category, the accident rate (5.27) trended downward (figures 1.2 and 1.3). Non-commercial fixed-wing showed a decrease in fatal accidents (156), with the fatal accident rate falling (0.92) even with the decreased flight activity (figures 1.2 and 1.3). The percentage of pilot-related accidents remains around 70 percent (figure 1.4).
Pilot-related accidents consisted of 612 total, of which 79 accidents were fatal. Landing accidents still accounted for the largest number (305), but thankfully suffered few fatal accidents (figure 1.11). Loss of control (137) continued to dominate as the leading cause of landing accidents (figure 1.1.2). Accidents that could not be classified into a meaningful phase of flight, but were reasonably inferred based on preliminary data, fell into the other and unclassified accident category. As more NTSB accidents are classified this category will shrink, and those accidents will be placed in their respective areas. Takeoff and climb accidents (130) rose from the previous year (figure 1.3.1). The largest number of accidents (53) were loss of control (figure 1.3.2), followed by stalled or settled on take-off (36). Fuel management (58) dropped slightly from the previous year (figure 1.4.1), with flight planning accounting for the largest total number of accidents (38) (figure 1.4.2). Maneuvering accidents decreased in both total (39) and fatal (16) from the previous year (figure 1.5.1). Stall/LOC had 18 accidents, of which 11 were fatal (figure 1.5.2). Descent and approach accidents increased (45) while fatal accidents (24) rose sharply from the previous year (figure 1.6.1). Stall/spin and collisions (17) had the same number of accidents while stalls/spins lead in fatal accidents (13) (figure 1.6.2). Weather accidents declined in total (23) and fatal (17) accidents (figure 1.7.1). VFR into IMC led the cause category with 11 accidents, of which 9 were fatal (figure 1.7.2).
Mechanical decrease in total accidents (153) and had a small decrease in fatal accidents (14) from the previous year (figure 1.8.1). Powerplant issues (77) continued its lead, followed by gear and brakes (33), and fuel system (26), which accounted for the majority of mechanical accidents (figure 1.8.2).
Commercial fixed-wing accidents comprised 67 accidents, 13 of which were fatal (figure 2.1). The overall accident rates rose substantially for total accidents (2.17) and for fatal accidents (0.42) from the previous year (figure 2.3). The majority of commercial fixed-wing accidents continued to be pilot-related (figure 2.4). Part 137 surpassed Part 135 accidents by 13 total accidents and one additional fatal accident.
Non-commercial helicopter had 62 accidents, 13 of which were fatal (figure 3.1). The majority of all accidents remained pilot-related. Total accidents decreased to 62, and 13 were fatal (figure 3.3). The fatal accident rate, rose slightly to 0.99, while the total accident rate decreased to 4.72 (figure 3.4). Accidents still awaiting a final cause, not yet assigned, and rotorcraft aerodynamics made up the largest categories (12) (figure 3.9).
Commercial helicopter had a total of 30 accidents, of which seven were fatal (figure 4.1). The vast majority (60 percent) were pilot-related followed by other/unknown (27 percent), and mechanical (11 percent) (figure 4.2). The fatal accident rate stabilized at 0.64, the total accident rate (2.74) declined slightly from the previous year (figure 4.4). Part 133 had 11 accidents (four were fatal), Part 135 had nine accidents (one was fatal), and Part 137 had nine accidents, of which two were fatal (figure 4.5).
The AOPA Air Safety Institute releases the 31st Joseph T. Nall Report, presenting users with near real-time accident analysis updated on a rolling 30-day cycle. You can view data from 2008 to the current year. Please note that the NTSB takes approximately two years to issue a probable cause statement, so only preliminary data is available for later years.
The year 2019 saw a decrease in total accidents (1,169), of which 212 were fatal. The overall total and fatal accident rates for 2019 saw an upward trend finishing with a total accident rate of 4.88 per 100,000 hours and a fatal accident rate of 0.88 per 100,000 hours. The main driver for accident rate increases was fewer flight hours in fixed-wing aircraft compared to the previous year.
Non-commercial fixed-wing aircraft had 988 total accidents, of which 179 were fatal (figure 1.1). With overall accidents (988) trending downward, a decrease in flight activity, for this category, nudged the accident rate (5.62) upward (figures 1.2 and 1.3). Non-commercial fixed-wing showed a slight increase in fatal accidents (179), with the fatal accident rate (1.02) rising due to decreased flight activity (figures 1.2 and 1.3). The percentage of pilot-related accidents, again, fell below 70 percent (figure 1.4). However, this trend tends to shift as accidents reports are completed.
Pilot-related accidents consisted of 614 total, of which 88 accidents were fatal. Landing accidents still accounted for the largest number (308), but thankfully suffered few fatal accidents (figure 1.11). Loss of control (163) continued to dominate as the leading cause of landing accidents (figure 1.1.2). Accidents that could not be classified into a meaningful phase of flight, but were reasonably inferred based on preliminary data, fell into the other and unclassified accident category. As more NTSB accidents are classified this category will shrink, and those accidents will be placed in their respective areas. Takeoff and climb accidents (115) declined from the previous year (figure 1.3.1). The largest number of accidents (39) were loss of control (figure 1.3.2), followed by stalled or settled on take-off (38). Fuel management (58) dropped slightly from the previous year (figure 1.4.1), with flight planning accounting for the largest total number of accidents (32) (figure 1.4.2). Maneuvering accidents increased in both total (36) and fatal (20) from the previous year (figure 1.5.1). Stall/LOC had 22 accidents, of which 12 were fatal (figure 1.5.2). Descent and approach accidents decreased sharply (34) while fatal accidents (11) dropped from the previous year (figure 1.6.1). Collisions (16) had the most accident while stalls/spins (11) lead in fatal accidents (6) (figure 1.6.2). Weather accidents rose slightly in total (34) and fatal (30) accidents (figure 1.7.1). VFR into IMC led the cause category with 19 accidents, of which 18 were fatal (figure 1.7.2).
Mechanical increased in total accidents (194) and had a small increase in fatal accidents (15) from the previous year (figure 1.8.1). Powerplant issues (132) continued its lead, followed by gear and brakes (27), and airframe (15), which accounted for the majority of mechanical accidents (figure 1.8.2).
Commercial fixed-wing accidents comprised 57 accidents, 10 of which were fatal (figure 2.1). The overall accident rates decrease for total accidents (1.68) but increased for fatal accidents (0.30) from the previous year (figure 2.3). The majority of commercial fixed-wing accidents continued to be pilot-related (figure 2.4). Part 137 surpassed Part 135 accidents by 13 total accidents and paralleled fatal accidents with five in each part.
Non-commercial helicopter had 81 accidents, 14 of which were fatal (figure 3.1). The majority of all accidents remained pilot-related. Total accidents decreased slightly to 81, and 14 were fatal (figure 3.3). The fatal accident rate, declined to 0.98, while the total accident rate decreased to 5.68 (figure 3.4). Accidents still awaiting a final cause, not yet assigned, made up the largest category (35); while rotorcraft aerodynamics (15) continues to lead known accident categories (figure 3.9).
Commercial helicopter had a total of 43 accidents, of which nine were fatal (figure 4.1). The vast majority (60 percent) were pilot-related followed by other/unknown (27 percent), and mechanical (11 percent) (figure 4.2). The fatal accident rate increased for its third straight year to 0.57, the total accident rate (2.74) rose sharply from the previous year (figure 4.4). Part 133 had four accidents (two were fatal), Part 135 had 14 accidents (six were fatal), and Part 137 had 25 accidents, of which one was fatal (figure 4.5).
The release of the AOPA Air Safety Institute’s 30th Joseph T. Nall Report offers several enhancements and brings data into the 21st century, presenting users with near real-time accident analysis updated on a rolling 30-day cycle. Using the drop-down menu below, you can view data from 2008 to the current year. Next to the drop-down menu are two links, one for the 29th Joseph T. Nall Report and one for the 30th. Please note that the NTSB takes approximately two years to issue a probable cause statement, so only preliminary data is available for later years.
The year 2018 saw an increase in total accidents (1,224), of which 199 were fatal. The overall total and fatal accident rates for 2018 continued its downward trend finishing with a total accident rate of 4.56 per 100,000 hours and a fatal accident rate of 0.74 per 100,000 hours.
Non-commercial fixed-wing aircraft had 1,033 total accidents, of which 166 were fatal (figure 1.1). With overall accidents (1,033) trending upward, the increase in flight activity tempered the accident rate (5.48) (figures 1.2 and 1.3). Non-commercial fixed-wing showed a slight increase in fatal accidents (166), with the fatal accident rate (0.88) remaining relatively flat due to increased flight activity (figures 1.2 and 1.3). For the first time in several years, the percentage of pilot-related accidents fell below 70 percent (figure 1.4). However, this trend is most likely superficial due to incomplete NTSB reports at the time this Nall Report was released.
Pilot-related accidents consisted of 675 total, of which 89 accidents were fatal. Landing accidents still accounted for the largest number (322), but thankfully suffered few fatal accidents (figure 1.11). Loss of control (177) continued to dominate as the leading cause of landing accidents (figure 1.1.2). Accidents that could not be classified into a meaningful phase of flight, but were reasonably inferred based on preliminary data, fell into the other and unclassified accident category. As more NTSB accidents are classified this category will shrink, and those accidents will be placed in their respective areas. Takeoff and climb accidents (111) declined from the previous year (figure 1.3.1). The largest number of accidents (42) were loss of control (figure 1.3.2), followed by stalled or settled on take-off (31). Fuel management (56) rose slightly from the previous year (figure 1.4.1), with flight planning accounting for the largest total number of accidents (33) (figure 1.4.2). Maneuvering accidents declined in both total (23) and fatal (11) from the previous year (figure 1.5.1). Wires/structures/terrain had 15 accidents, of which six were fatal (figure 1.5.2). Descent and approach accidents increased (58)—setting a 10-year high—while fatal accidents (18) spiked from the previous year marking a six-year high (figure 1.6.1). Collisions (21) and stalls/spins (20) tied for total accidents with stalls/spins leading in fatal accidents (9) (figure 1.6.2). Weather accidents experienced a decline in both total (23) and fatal (21) accidents (figure 1.7.1). VFR into IMC led the cause category with 14 accidents, of which 13 were fatal (figure 1.7.2).
Mechanical rose slightly in total accidents (186) and had a small decrease in fatal accidents (11) from the previous year (figure 1.8.1). Powerplant issues (117) continued its lead, followed by gear and brakes (39), and fuel systems (16), which accounted for the majority of mechanical accidents (figure 1.8.2).
Commercial fixed-wing accidents comprised 63 accidents, 10 of which were fatal (figure 2.1). The overall accident rates saw a decrease in total accidents (1.75) and fatal accidents (0.28) from the previous year (figure 2.3). More than 60 percent of commercial fixed-wing accidents were pilot-related, and 70 percent of all fatal accidents within this category were also pilot-related (figure 2.4). Part 137 surpassed Part 135 accidents by 17 total accidents and two fatal accidents.
Non-commercial helicopter had 94 accidents, 17 of which were fatal (figure 3.1). More than 64 percent of all accidents were pilot-related, and 82 percent within this category were fatal. Mechanical accounted for 8 percent with other/unknown accounting for the remaining 26 percent (figure 3.2). Total accidents increased for the second year in a row to 94, and 17 were fatal (figure 3.3). The fatal accident rate, helped mainly by an increase in flight activity, declined to 0.58, while the total accident rate decreased to 3.22 (figure 3.4). Accidents still awaiting a final cause, not yet assigned, made up the largest category (25) (figure 3.9).
Commercial helicopter had a total of 34 accidents, of which seven were fatal (figure 4.1). The vast majority (76 percent) were pilot-related followed by other/unknown (20 percent), and mechanical (3 percent) (figure 4.2). The fatal accident rate increased for its second straight year to 0.48, however the total accident rate (2.31) decreased from the previous year (figure 4.4). Part 133 had ten accidents (four were fatal), Part 135 had 14 accidents (two were fatal), and Part 137 had 10 accidents, of which one was fatal (figure 4.5).
The release of the AOPA Air Safety Institute’s 29th Joseph T. Nall Report offers several enhancements and brings data into the 21st century, presenting users with near real-time accident analysis updated on a rolling 30-day cycle. Using the drop-down menu below, you can view data from 2008 to the current year. Next to the drop-down menu are two links, one for the 29th Joseph T. Nall Report and one for the 30th. Please note that the NTSB takes approximately two years to issue a probable cause statement, so only preliminary data is available for later years.
The year 2017 saw a decrease in total accidents from 2016—1,204 and 1,227, respectively. The overall total and fatal accident rates for 2017 continued its downward trend finishing with a total accident rate of 4.81 per 100,000 hours and a fatal accident rate of 0.76 per 100,000 hours.
Non-commercial fixed-wing aircraft had 1,002 total accidents, of which 162 were fatal (figure 1.1). With overall accidents trending downward, non-commercial fixed-wing showed a spike in fatal accidents (162) and the fatal accident rate (0.90) (figures 1.2 and 1.3). As with successive years, 70 percent of accidents were pilot-related with mechanical representing approximately 18 percent (figure 1.4).
Pilot-related accidents consisted of 709 total accidents, of which 128 were fatal. Landing accidents still accounted for the largest number (314), but thankfully suffered few fatal events (3) (figure 1.11). However, loss of control (170) continued to dominate as the leading cause of landing accidents (figure 1.1.2). Accidents that could not be classified into a meaningful phase of flight, but were reasonably inferred based on preliminary data, fell into the other and unclassified accident category. The majority (60) were power loss (figure 1.2.1), 12 of which were fatal. Takeoff and climb accidents (113) declined from the previous year’s spike (figure 1.3.1). The bulk of accidents were loss of control (51) (figure 1.3.2). Fuel management (53) fell sharply for its second year in a row (figure 1.4.1), with systems operation accounting for the largest total (28) and fatal (3) number of accidents (figure 1.4.2). Maneuvering accidents declined in total (38) but rose in fatal (28) from the previous year (figure 1.5.1). Stall/loss of control and wires/structures/terrain both had 15 accidents, whereas stall/loss of control saw more fatal (12) than wires/structures/terrain (8) accidents (figure 1.5.2). Descent and approach accidents increased (44) from the previous year while fatal (11) remained flat (figure 1.6.1). Collisions (17) consisted of the majority of accidents with stalls/spins (5) having the highest fatal accidents. Weather accidents and maneuvering accidents switched place from last year in terms of lethality, with weather accidents overtaking maneuvering accidents (76 and 73 percent, respectively). Weather accidents experienced a sharp increase in both total (42) and fatal (32) accidents (figure 1.7.1). VFR into IMC dominated the cause category with 28 accidents and 22 were fatal (figure 1.7.2).
Mechanical saw a slight decrease (177) in total accidents and a slight decrease (13) in fatal accidents (figure 1.8.1). Powerplant issues (75) continued to lead, followed by gear and brakes (39), and fuel systems (39), which accounted for the majority of mechanical accidents (figure 1.8.2)
Commercial fixed-wing comprised 76 accidents, 11 of which were fatal (figure 2.1). The overall rates saw an increase in total accidents (2.09) but a decrease in fatal accidents (0.30) (figure 2.3). Roughly 60 percent of commercial fixed-wing accidents were pilot-related, and 72 percent of all fatal accidents were also pilot-related (figure 2.4). Part 137 surpassed Part 135 accidents by four total accidents and one fatal accident.
Non-commercial helicopter had 88 accidents, 13 of which were fatal (figure 3.1). More than 80 percent of all accidents were pilot-related, fatal accidents were only pilot-related. Mechanical accounted for 13 percent with other/unknown accounting for the remaining percentage (figure 3.2). Total accidents increased for the first time in four years to 88 following an increase in fatal accidents to 13 (figure 3.3). The fatal accident rate remained flat (0.70), while the total accident rate increased to 4.72 (figure 3.4). Rotorcraft aerodynamics was the largest cause of accidents (29) and tied with maneuvering for having the most fatal accidents (4) (figure 3.9).
Commercial helicopter had a total of 38 accidents, five being fatal (figure 4.1). The majority (73 percent) were pilot-related followed by other/unknown (15 percent), and mechanical (10 percent) (figure 4.2). The fatal accident rate increased (0.34) along with the total accident rate (2.61) from the previous year (figure 4.4). Part 133 had four accidents (two were fatal), Part 135 had 12 accidents (three were fatal), and Part 137 had 22 accidents, of which zero were fatal (figure 4.5).