Non-Commercial Fixed-Wing

Landing accidents account for the majority of accidents at 334 (Figure 1.11). Other pilot-related accidents had the largest amount of fatal accidents at 36. Maneuvering accidents were the most lethal followed closely by weather accidents at 58 percent and 52 percent, respectively. 

Landing accidents is again the largest “phase of flight” accident category increasing by 71 accidents from 2015 to 2016 (Figure 1.1.1). While landing accidents make up the largest category of pilot-related accidents, it has some of the fewest fatal accidents. Therefore, lethality of landing accidents is low. Loss of control was the single largest type of landing event at 156 accidents and 4 fatal accidents (Figure 1.1.2). The majority of landing accidents were flown in single-engine fixed-gear aircraft (Figure 1.1.3) during day VMC (Figure 1.1.4) by private pilots (Figure 1.1.5).

Accidents that could not be classified into a phase of flight, but were reasonably inferred based on preliminary data, fall into the other pilot-related accidents category. The majority of accidents (54) were power loss (Figure 1.2.1). Three accidents that remained unassigned along with 39 “other” accidents and unusual accidents—typically too small in number to bear their own category—are detailed in the list below:

• Crashed for undetermined reasons (8 accidents, 8 fatal)
• Bird strike (7 accidents, 1 fatal)
• Wildlife strike (6 accidents)
• Aircraft disappeared (4 accidents, 4 fatal)
• Unassigned (3 accidents)
• Hit by vehicle while on runway/taxiway (2 accidents)
• Parachute hit by aircraft (2 accidents, 1 fatal)
• Improper maintenance performed by pilot (2 accidents)
• Improper ATC procedure (1 accident)
• Fire due to undetermined reasons (1 accident)
• Passenger interfered with controls (1 accident)
• Banner entanglement (1 accident)
• Non-pilot crashed (1 accident)

• Suicide (3 accidents, 3 fatal)
• Drugs or alcohol (3 accidents, 2 fatal)
• Carbon monoxide poisoning (2 accidents, 2 fatal)
• Failure to use supplemental oxygen (2 accidents, 1 fatal)

• Midair collisions (8 accidents, 7 fatal)
• On ground collisions (9 accidents)

Takeoff and climb accidents increased for the first time in three years to 121 total accidents and 24 fatal accidents (Figure 1.3.1). Loss of control remained the largest event type with 50 accidents. Stalled or settled on takeoff had the second largest number of accidents and the highest number of fatal accidents at 42 and 12, respectively (Figure 1.3.2). The majority of takeoff and climb accidents were flown in single-engine fixed-gear aircraft (Figure 1.3.3) during day VMC (Figure 1.3.4) by private pilots (Figure 1.3.5).

Fuel management saw a decline from 2015 to 2016 decreasing from 81 to 63 accidents. Fatal accidents declined during that same period from 14 to seven (Figure 1.4.1). Flight planning was once again the largest cause of fuel management accidents followed closely by systems operation (Figure 1.4.2). The majority of fuel management accidents were flown in single-engine fixed-gear aircraft (Figure 1.4.3) during day VMC (Figure 1.4.4) by private pilots (Figure 1.4.5).

Maneuvering accidents decreased for the second straight year with 43 total accidents, with fatal accidents reaching a 10-year low at 25 (Figure 1.5.1). Stall / loss of control had 24 accidents, 15 of which were fatal (Figure 1.5.2). Aerobatics was the most lethal accident cause at 71 percent. The majority of maneuvering accidents were flown in single-engine fixed-gear aircraft (Figure 1.5.3) during day VMC (Figure 1.5.4) by pilots holding ATP and commercial certificates (Figure 1.5.5).

The descent/approach accident trend appears cyclical. Often there are years where a decrease in the number of accidents is evident. However, there are also years where the trend reverses itself and increases. Historically, there is a downward trend, but the year-to-year is subject to spikes. 2016 follows the downward trend with 38 accidents, 11 of which were fatal (Figure 1.6.1). Collisions is the largest cause followed closely by stalls/spins. Deficient instrument approach procedures (IAPs), was the most lethal with three of the four accidents being fatal (Figure 1.6.2). The majority of descent / approach accidents were flown in single-engine fixed-gear aircraft (Figure 1.6.3) during day VMC (Figure 1.6.4) by private pilots (Figure 1.6.5).

Weather accidents experienced a 10-year low with 23 total accidents and 12 fatal accidents (Figure 1.7.1). Visual flight rules into IMC was the leading cause of weather accidents. Poor IFR technique was the most lethal with all accidents being fatal (Figure 1.7.2). The majority of weather accidents were flown in single-engine fixed-gear aircraft (Figure 1.7.3) during day IMC (Figure 1.7.4) by private pilots (Figure 1.7.5).

Mechanical accidents increased, again, in 2016 (Figure 1.8.1). The 2016 increase is cause for concern, particularly in light of the continuing advance in the average age of the GA fleet. Mechanical accidents are often the result of factors outside the pilot’s control. This does not remove the pilot from the responsibility of operating a safe and properly maintained aircraft, but it does indicate issues that may not be readily apparent or easily identified. Powerplant issues was the largest cause of mechanical accidents and fatal accidents (Figure 1.8.2). The majority of mechanical accidents were flown in single-engine fixed-gear aircraft (Figure 1.8.3) during day VMC (Figure 1.8.4) by private pilots (Figure 1.8.5).