Statistical Summary of
Commercial Jet
Airplane Accidents
Worldwide Operations | 1959‑2022
September 2023
2022 Boeing
Statistical Summary
2
Contents
Leadership Message
2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
Leadership Message 3
2022 Statistical Summary 4
2022 Airplane Accidents 5
Accident Summary by Injury and Damage 6
Departures, Flight Hours and Jet Airplanes in Service 7
Accident Summary by Type of Operation 8
Accident Rates and Onboard Fatalities by Year 9
Accident Rates by Airplane Type 10
CAST/ICAO Common Taxonomy Team Aviation Occurrence Categories 11
Fatalities by CICTT Aviation Occurrence Categories 12
Fatal Accidents and Fatalities by Phase of Flight 13
Regional Statistics 14
Asia and Pacic (APAC) 15
Eastern and Southern Africa (ESAF) 16
Europe and North Atlantic (EUR/NAT) 17
Middle East (MID) 18
North America, Central America and Caribbean (NACC) 19
South America (SAM) 20
Western and Central Africa (WACAF) 21
About This Document 23
Denitions 24
Boeing Terms 28
Referenced ICAO and NTSB Denitions 29
Table of Contents
For any inquiries, contact STA[email protected].
2022 Boeing
Statistical Summary
3
Boeing designs and builds aircraft that must operate safely every second of every day in every region of the world.
We take that responsibility seriously. Data is a powerful tool to proactively manage safety risks, and it helps the
entire industry know where to focus to continue to enhance safety in the worldwide eet.
This year’s report offers a deeper, more global view of actionable data to help us make that progress.
In this 54
th
edition of the Statistical Summary of Commercial Jet Airplane Accidents, we have organized accident
data by regions in alignment with the International Civil Aviation Organization (ICAO). Previously, the report
presented these statistics in a two-region format: U.S. and Canada and rest of the world.
With air trafc in every region of the world expected to grow at a rate faster than that of North America – it is time
for a more globally diverse approach when reviewing the data. The new regional breakouts can help complement
ICAO and the industry’s efforts to improve aviation safety within each region across the globe.
The industry is expanding its worldwide safety engagement in a variety of ways.
At Boeing, we have proactively joined airlines in implementing a Safety Management System (SMS), a framework
used for identifying and managing safety risks throughout the product and service life cycle. SMS is recognized as
a best practice for managing safety, and it aligns with the standards set by ICAO and global regulators.
Boeing also has implemented its Global Aerospace Safety Initiative, which integrates and strengthens
the expansive range of work that Boeing teams do, in collaboration with customers, regulators and other
stakeholders, to help improve operational safety throughout the aerospace industry.
The transparent, global nature of this report, combined with these broader safety initiatives, is part of our
industry’s collective work to help prevent accidents, injuries and loss of life.
Elisabeth Martin
Vice President, Enterprise Safety and Mission Assurance
Product and Services Safety
Leadership Message
Contents
Leadership Message
2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
4
This is the 54
th
edition of the Boeing Statistical Summary
of Commercial Jet Airplane Accidents, which has been
published by the company every year since 1969.
The annual report provides data and statistical analysis
to yield key insights into the safety of commercial air
travel worldwide.
The information contained in this report can be used
by the aviation industry to identify global trends and
opportunities to advance safety. The ndings underscore
the importance of the industry’s continuous pursuit of
new levels of safety in order to prevent accidents,
injury or loss of life.
2022 Statistical Summary
Contents
Leadership Message
2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
5
2022 Airplane Accidents | Worldwide Commercial Jet Fleet
Event
Date
Airline
Model
(Age in
Years)
Type of
Operation
Accident
Location
Phase
of Flight
Event Description
Damage
Category
Hull
Loss
Injury
Category
Onboard Fatalities/
Occupants
(External Fatalities)
Major
Accident
1/5/22
Caspian
Airlines
737-400
(29)
Sched Pax Isfahan, Iran Landing
While landing, the left-hand main landing gear collapsed. The aircraft sustained substantial damage.
Multiple serious injuries were reported.
Substantial Serious (0)
1/22/22
JetBlue
Airways
A320
(13)
Sched Pax Hayden, USA Takeoff
The airplane experienced a tail strike on departure, resulting in substantial damage. There were no
injuries reported.
Substantial (0)
4/7/22
DHL Aero
Expreso
757-200
(22)
Sched Cargo
San Jose,
Costa Rica
Landing
Shortly after takeoff, the airplane experienced hydraulic failure. After air turnback and landing, the
airplane lost control, veered off the runway and sustained substantial damage. No injuries were reported.
Destroyed X (0)
5/6/22 Blue Air
737-800
(12)
Charter Pax Naples, Italy Landing The airplane sustained damage due to a tail strike during landing. No injuries were reported. Substantial (0)
5/12/22 Tibet Airlines
A319
(8)
Sched Pax Chongqing, China Takeoff
The airplane sustained damage while performing a rejected takeoff, subsequently contacting the runway,
which caused the nose landing gear to collapse. The airplane veered off the runway and a post-crash re
ensued. There were multiple injuries sustained during evacuation.
Destroyed X Minor (0)
6/16/22 Gomair
737-300
(33)
Sched Cargo
Kananga, Democratic
Republic of the Congo
Landing
The airplane sustained damage after landing when the left main landing gear collapsed during rollout. No
injuries were reported.
Substantial (0)
6/17/22 Air France
777-200
(21)
Sched Pax New York City, USA Parked
The airplane was involved in a ground collision with another airplane and was substantially damaged.
There were no injuries or fatalities.
Substantial (0)
6/21/22 RED Air
MD-82
(30)
Sched Pax Miami, USA Landing
The aircraft experienced a left main gear collapse during landing roll and subsequently veered off the
runway. There was a post-crash re. The aircraft sustained substantial damage. There were minor injuries
sustained during the evacuation.
Destroyed X Minor (0)
6/23/22 Jetstar Japan
A320
(9)
Sched Pax Kochi, Japan Landing
The aircraft experienced a hard landing. One ight attendant sustained serious injuries. No damage to the
aircraft was reported.
None Serious (0)
7/1/22
Southwest
Airlines
737-700
(17)
Sched Pax Santa Ana, USA Landing
The aircraft experienced a hard landing. One ight attendant sustained serious injuries. No damage to the
aircraft was reported.
None Serious (0)
7/25/22 AVIANCA
A320
(15)
Sched Pax Rionegro, Colombia Taxi The airplane stopped abruptly while taxiing. There was one serious injury. The airplane was undamaged. None Serious (0)
7/30/22 NOK AIR
737-800
(7)
Sched Pax Chiang Rai, Thailand Landing
The airplane sustained damage when it veered off the runway while landing. The accident occurred in a
thunderstorm and heavy rain. No injuries were reported.
Substantial (0)
8/5/22 Qatar Airways
777-F
(7)
Sched Cargo Chicago, USA Taxi
While taxiing, the airplane collided with a light pole and was substantially damaged. There were no
injuries or fatalities.
Substantial (0)
8/6/22 Delta Air Lines
757-200
(26)
Sched Pax Atlanta, USA Landing
While performing a go-around, the airplane experienced a tail strike and was substantially damaged.
There were no injuries or fatalities.
Substantial (0)
9/2/22 Air Portugal
A320NEO
(1)
Sched Pax Conakry, Guinea Landing
During landing, the airplane struck a motorcycle with two airport security ofcers on board. There were
two fatalities as a result.
Substantial Fatal
0/79
(2)
X
9/4/22 Iberia Airlines
A320NEO
(0)
Sched Pax Madrid, Spain Landing
The airplane experienced a tail strike on landing and was substantially damaged. There were no injuries
or fatalities.
Substantial (0)
9/4/22 AeroLogic
777-F
(10)
Sched Pax Frankfurt, Germany Taxi Ground handler injured by jet blast during airplane taxiing. None Serious (0)
9/22/22 SunExpress
737-800
(5)
Sched Pax Cologne, Germany Parked
Ground equipment collided with the airplane, and the airplane was substantially damaged. There were no
injuries or fatalities.
Substantial (0)
9/24/22 Swiftair
737-400
(11)
Sched Cargo Montpellier, France Landing
The airplane overran the runway upon landing and came to rest partially submerged in water. No injuries
were reported.
Destroyed X (0)
9/25/22 COPA Airlines
737-800
(12)
Sched Pax Panama City, Panama Landing
The airplane sustained substantial damage when it veered off the runway while landing. The nose gear
collapsed. The accident occurred in heavy rain. No injuries were reported.
Substantial (0)
10/1/22
Transavia
France
737-800
(14)
Sched Pax Nantes, France Landing
The aircraft experienced a hard landing and nose landing gear tire burst. The aircraft sustained
substantial damage. No injuries were reported.
Substantial X (0)
10/23/22 Korean Air
A330
(23)
Sched Pax Cebu, Philippines Landing
The airplane overran the runway upon landing. The airplane sustained substantial damage. No injuries
were reported.
Destroyed X (0)
11/7/22
Corse
Mediteranee
A320NEO
(2)
Sched Pax Ajaccio, France Parked
Ground equipment collided with the airplane, and the airplane was substantially damaged. There were no
injuries or fatalities.
Substantial (0)
11/18/22
LATAM
Airlines Group
A320NEO
(4)
Sched Pax Lima, Peru Takeoff
During takeoff, the airplane struck two occupied re engines participating in simulation training. There
were two fatalities as a result.
Destroyed X Fatal
0/108
(2)
X
12/31/22 Envoy
ERJ 175
(4)
Sched Pax Montgomery, USA Parked While parked at the gate with engines still running, a ramp worker was fatally ingested into an engine. Minor Fatal
0/63
(1)
25
Total
Accidents
0 On board
(5 External)
2
Contents
Leadership Message
2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
6
Accident
Summary by
Injury and
Damage
Worldwide Commercial Jet Fleet
1959‑2022
1,488 Nonfatal accidents
515 with hull loss
886 with substantial damage
87 without substantial damage
268 Nonfatal accidents
77 with hull loss
167 with substantial damage
24 without substantial damage
635 Fatal accidents
513 with hull loss
28 with substantial damage
94 without substantial damage
32 Fatal accidents
24 with hull loss
1 with substantial damage
7 without substantial damage
1959‑2022
2013‑2022
“Hull loss” and the terms here refer to the severity of
damage an airplane incurs from an accident.
89%
total
accidents
11%
300
70%
total
accidents
30%
2,123
89%
total
accidents
11%
300
70%
total
accidents
30%
2,123
Contents
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2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
7
Departures,
Flight Hours
and Jet Airplanes
in Service*
Worldwide Commercial Jet Fleet
2003‑2022
Sources: 2003-2019, Jet Information Services, Inc.
2020-2022, Cirium
*Certied jet airplanes greater than 60,000 pounds (27,216 kilograms) maximum
gross weight, including those in temporary nonying status and those in use by
non-airline operators. Excluded are commercial airplanes operated in military
service and CIS/USSR/PRC-manufactured airplanes.
58.7 million flight hours
1,722 million ight hours
logged since 1959. 67%
of total hours logged were
on Boeing ights. (1,147
million on Boeing airplanes)
28,385
total airplanes
13,492
Boeing airplanes
26.3 million departures
901 million departures
since 1959. 65% of those
departures were on Boeing
airplanes. (584 million on
Boeing airplanes)
Commercial Airplanes in Service (thousands)
Worldwide eet Boeing eet
Departure and Flight Hours (millions)
Flight hours
Departures
10
5
0
15
20
25
30
2019
2020
2021
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
2022
Over the past 20 years, the statistics
show a growing trend in the gap between
total number of departures and total
ight hours. While passenger trafc
continues to rebound worldwide, global
air travel numbers have not yet reached
pre-pandemic numbers. However, the
worldwide airplane eet and commercial
air trafc are expected to continue to
grow over the next two decades.
0
10
20
30
40
50
60
70
80
2020
2021
2022
2019
2018
2017
2016
2015
2014
2013
2012
2011
2010
2009
2008
2007
2006
2005
2004
2003
Contents
Leadership Message
2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
8
Accident
Summary by
Type of
Operation
*External fatalities include on-ground fatalities as well as fatalities on other aircraft involved.
Type of Operation All Accidents Fatal Accidents Onboard Fatalities
(External Fatalities)*
Hull Loss Accidents
1959-2022 2013-2022 1959-2022 2013-2022 1959-2022 2013-2022 1959-2022 2013-2022
Passenger 1,697 249 510 26 29,643
(810)
1,119
(19)
757 74
– Scheduled 1,573 244 463 25 25,446 1,048 686 72
– Charter 124 5 47 1 4,197 71 71 2
Cargo 304 49 83 6 285
(385)
21
(43)
197 25
Maintenance test
ferry, positioning,
training and
demonstration
122 2 42 0 190
(66)
0
(0)
74 2
Totals Totals 2,123 300 635 32 30,118
(1, 261)
1,140
(62)
1,028 101
Worldwide Commercial Jet Fleet
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2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
9
Accident Rates
and Onboard
Fatalities
by Year
Worldwide Commercial Jet Fleet
1959‑2022
The rst decade of the jet age saw dramatic
improvements in fatal accident rates. Since then,
safety advancements across the industry have
helped continue the downward trend. In 2022,
fatal accident rates were lower than 20 years ago.
Accident Rates and Onboard Fatalities per One Million Departures
0
300
600
900
1200
1500
0
10
20
30
40
50
2016
2014
2012
2010
2008
2006
2002
2004
1998
2000
1994
1996
1990
1992
1986
1988
1982
2020
2022
2018
1974
1970
1966
1962
1976
1972
1968
1964
1960
1978
1984
1980
Onboard fatalities
All accident rate
Fatal accident rate
Hull loss accident rate
Annual onboard fatalities
Annual accident rate (per million departures)
Contents
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2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
10
0 1 2 3 5 7 94 6 8 10
Hull loss accident rate — Total bar
Hull loss with fatalities accident rate
*The 707/720, Caravelle, Comet, CV-880-990, Concorde, Mercure,
Trident, VC10, DC-8, BAC1-11, L-1011, and 747-100/-200/-300/SP
have not operated commercially in the last ve years.
**These types have accumulated fewer than one million departures.
0.72 / 1.22
3.07 / 5.71
0.77 / 1.45
0.87 / 1.78
2.2 / 4.4
1.28 / 2.87
0.59 / 2.52
0.32 / 0.76
0.14 / 0.54
0.22 / 0.29
0.67 / 1.51
1.9 / 2.53
0.55 / 1.1
1.61 / 3.21
0.14 / 0.42
0.13 / 0.27
0.08 / 0.18
0.04 / 0.18
0.00 / 0.00
0.00 / 0.00
0.00 / 0.00
0.00 / 0.00
0.00 / 0.00
0.00 / 0.00
0.00 / 0.00
0.11 / 0.11
1.48 / 1.48
0.56 / 1.13
0.0 / 0.58
0.08 / 0.17
0.43 / 1.21
0.26 / 0.81
0.54 / 0.95
Sorted by Year
of Introduction
*No Longer in Service
727
DC-9
737-100/-200
F-28
DC-10/MD-10
A300
MD-80/-90
767
757
BAe 146, RJ-70/-85/-100
A310
737-300/-400/-500
A300-600
A320/321/319/318
F-100/F-70
747-400
MD-11
A340
A330
777
737-600/-700/-800/-900
717
CRJ-700/-900/-1000
EMB-170/-175/-190
**A380
787
**747-8
A350
**C-Series/A220
A320/321/319 NEO
737 MAX
Total
392
94
91
104
42
27
17
36
12
8
18
12
62
7
29
14
10
10
2
6
4
22
0
0
5
0
0
0
0
0
1
2
1,027
211
55
48
51
21
12
4
15
3
6
8
9
20
4
13
5
5
5
0
2
2
10
0
0
1
0
0
0
0
0
1
2
513
Hull Loss
With Fatalities
Hull Loss
Accident Rates by Airplane Type
Hull Loss Accidents | Worldwide Commercial Jet Fleet | 1959‑2022
Hull loss accident rate per million departures
Contents
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2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
11
The International Civil Aviation Organization (ICAO) and the Commercial
Aviation Safety Team (CAST), which includes government ofcials and
aviation industry leaders, have jointly chartered the CAST/ICAO Common
Taxonomy Team (CICTT). CICTT includes experts from several air
carriers; aircraft manufacturers; engine manufacturers; pilot associations;
regulatory authorities; transportation safety boards; ICAO; and members
from Canada, the European Union, France, Italy, the Netherlands, the
United Kingdom, and the United States. CICTT is co-chaired by one
representative each from ICAO and CAST.
The team is charged with developing common taxonomies and
denitions for aviation accident and incident reporting systems.
Common taxonomies and denitions establish a standard industry
language, thereby improving the quality of information and
communication. With this common language, the aviation community’s
capacity to focus on common safety issues is greatly enhanced.
The CICTT Aviation Occurrence Taxonomy is designed to permit an
assignment of multiple categories as necessary to describe the accident
or incident. Since 2001, the Occurrence Validation Study Group (OVSG),
formerly Safety Indicator Steering Group (SISG), has met annually to
assign CICTT occurrence categories to the prior year’s accidents.
In a separate activity, the CAST assigned each fatal accident to a single
principal category. Those accident assignments and a brief description of
the categories are reported in the following chart.
The CAST’s use of principal categories has been instrumental in
focusing industry and government efforts and resources on accident
prevention. Charts using principal categories are used by the CAST to
identify changes to historical risk and to help to determine if the safety
enhancements put in place are effective.
For a complete description of the categories, go to
www.intlaviationstandards.org.
CAST/ICAO Common Taxonomy Team Aviation
Occurrence Categories
Contents
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2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
12 Note: Principal categories as assigned by CAST. See “Denitions and Terms” for included and excluded event details. For a complete description of CAST/ICAO Common Taxonomy Team (CICTT) Aviation Occurrence Categories, go to www.intlaviationstandards.org.
Fatalities by CICTT Aviation Occurrence Categories
Fatal Accidents | Worldwide Commercial Jet Fleet | 2013‑2022
9 2 6 1 2 1 4 1 1 3 11
ARC Abnormal Runway Contact
CTOL Collision With Obstacle(s) During Takeoff and Landing
CFIT Controlled Flight Into or Toward Terrain
FUEL Fuel Related
ICE Icing
LOC-I Loss of Control — Inight
MAC Midair/Near Midair Collision
OTHR Other
RAMP Ground Handling
RE Runway Excursion (Takeoff or Landing)
RI-VAP Runway Incursion – Vehicle, Aircraft or Person
SCF-NP System/Component Failure or Malfunction (Non-Powerplant)
SCF-PP System/Component Failure or Malfunction (Powerplant)
USOS Undershoot/Overshoot
CFITFUEL
0
SCF-NP
1
LOC-I
1
RAMP MAC
0
7
6
35
RE
(RE, USOS, ARC)
9
CTOL
5
0
12
0
7
3
RI-VAP
0
5
SCF-PP
1
0
OTHR
0
1
ICE
CFITFUELSCF-NPLOC-I RAMP MACRE
(RE, USOS, ARC)
CTOL RI-VAP SCF-PPOTHR
ICE
0
200
400
600
800
1000
Fatalities
Number of fatal accidents (32 total)
External fatalities (Total 62)
Onboard fatalities (Total 1,140)
756
157
125
71
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Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
13
3
4
3 3 3
1
0
5
10
0
174
24
347
278
71
0
155
91
0
200
100
300
400
500
0
5
10
15
20
25
Taxi
load/unload,
parked,
tow
Takeoff Initial
climb
Climb
(aps up)
Cruise Descent Initial
approach
Final
approach
Landing
Distribution of fatal accidents and onboard fatalities | 2013 through 2022
Fatal accidents
Onboard fatalities
Fatal accidents
Onboard fatalities
Fatal Accidents
and Fatalities by
Phase of Flight
Worldwide Commercial Jet Fleet
2013‑2022
While cruising at altitude makes up the majority
of time in the air, this phase of ight accounts for
9% of all fatal accidents. Conversely, almost half
of all fatal accidents occur during nal approach
and landing. Most safety-related improvements
over the past few decades have focused on the
taxi, climb, approach and landing phases.
Percentage of Fatal Accidents and Onboard Fatalities | 2013‑2022
Distribution of Fatal Accidents and Onboard Fatalities | 2013‑2022
Taxi, load/
unload,
parked,
tow
21% 46%
Takeoff
Initial
climb
Climb
(aps up) Cruise Descent
Initial
approach
Final
approach Landing
Fatal accidents 9% 12% 9% 9% 9% 3% 0% 15% 31%
Onboard fatalities 0% 15% 2% 30% 24% 6% 0% 13% 7%
17% 20%
Exposure
(percentage
of ight time
estimated for a
1.5-hour ight) 1% 1% 14% 57%
Initial
approach
fix
11%
Final
approach
fix
12% 3% 1%
Note: Percentages may not sum to 100% because of numerical rounding.
Contents
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2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
14
North America,
Central America
and Caribbean
(NACC)
Europe and
North Atlantic
(EUR/NAT)
Western
and Central
Africa
(WACAF)
Eastern and
Southern Africa
(ESAF)
Middle East
(MID)
Asia and Pacific
(APAC)
South
America
(SAM)
Regional Statistics
This section organizes accident data into
seven regions aligned with the ICAO’s
annual Safety Report. Each region is
different in terms of air travel growth rates,
operational proles and other important
factors, and the data is reected with those
factors in mind. However, all regions share
one common trend – the continued decline
in accident rates across the board.
Accident statistics are aligned with
operators and their home state of operation.
This regional data perspective provides
additional safety data for ICAO members
as they develop and implement their global,
regional and national aviation safety plans.
Contents
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2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Denitions and Terms
2022 Boeing
Statistical Summary
15
Regional Accident Counts
APAC 1959-2022 2013-2022
All Accidents 398 77
Fatal Accidents 128 8
Onboard Fatalities 7,197 535
External Fatalities 271 2
Hull Loss Accidents 195 24
Fatal Accidents
CICTT Category 2013-2022
CFIT 0
CTOL 0
FUEL 0
ICE 0
LOC-I 3
MAC 0
OTHR 0
RAMP 1
RE (RE, USOS, ARC) 4
RI-VAP 0
SCF-NP 0
SCF-PP 0
Percentage of Fatal Accidents and Onboard Fatalities | 2013‑2022
Taxi, load/
unload,
parked,
tow
12% 50%
Takeoff
Initial
climb
Climb
(aps up) Cruise Descent
Initial
approach
Final
approach Landing
Fatal accidents 12% 12% 0% 12% 12% 0% 0% 25% 25%
Onboard fatalities 0% 11% 0% 35% 30% 0% 0% 18% 4%
11% 22%
Exposure
(percentage
of ight time
estimated for a
1.5-hour ight) 1% 1% 14% 57%
Initial
approach
fix
11%
Final
approach
fix
12% 3% 1%
Note: Percentages may not sum to 100% because of numerical rounding.
Asia and Pacific (APAC)
Accident Rates per One Million Departures
0
10
20
30
40
50
Accident rate Hull loss accident rate Fatal accident rate
1993-2002
2003-2012
2013-2022
2.97
1.69
0.76
0.28
1.10
0.09
0.25
1.73
0.89
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Regional Accident Counts
ESAF 1959-2022 2013-2022
All Accidents 72 11
Fatal Accidents 16 1
Onboard Fatalities 1,064 157
External Fatalities 10 0
Hull Loss Accidents 44 4
Fatal Accidents
CICTT Category 2013-2022
CFIT 0
CTOL 0
FUEL 0
ICE 0
LOC-I 0
MAC 0
OTHR 0
RAMP 0
RE (RE, USOS, ARC) 0
RI-VAP 0
SCF-NP 1
SCF-PP 0
Percentage of Fatal Accidents and Onboard Fatalities | 2013‑2022
Taxi, load/
unload,
parked,
tow
0% 0%
Takeoff
Initial
climb
Climb
(aps up) Cruise Descent
Initial
approach
Final
approach Landing
Fatal accidents 0% 0% 0% 100% 0% 0% 0% 0% 0%
Onboard fatalities 0% 0% 0% 100% 0% 0% 0% 0% 0%
0% 0%
Exposure
(percentage
of ight time
estimated for a
1.5-hour ight) 1% 1% 14% 57%
Initial
approach
fix
11%
Final
approach
fix
12% 3% 1%
Note: Percentages may not sum to 100% because of numerical rounding.
Eastern and Southern Africa (ESAF)
Accident Rates per One Million Departures
0
10
20
30
40
50
1993-2002
2003-2012
2013-2022
Accident rate Hull loss accident rate Fatal accident rate
12.03
8.23
3.61
1.40
1.90
0.35
1.60
6.01
3.84
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Europe and North Atlantic (EUR/NAT)
Regional Accident Counts
EUR/NAT 1959-2022 2013-2022
All Accidents 506 84
Fatal Accidents 142 7
Onboard Fatalities 8,069 185
External Fatalities 146 38
Hull Loss Accidents 217 25
Fatal Accidents
CICTT Category 2013-2022
CFIT 1
CTOL 0
FUEL 0
ICE 1
LOC-I 2
MAC 0
OTHR 0
RAMP 1
RE (RE, USOS, ARC) 1
RI-VAP 1
SCF-NP 0
SCF-PP 0
Percentage of Fatal Accidents and Onboard Fatalities | 2013‑2022
Taxi, load/
unload,
parked,
tow
14% 56%
Takeoff
Initial
climb
Climb
(aps up) Cruise Descent
Initial
approach
Final
approach Landing
Fatal accidents 14% 0% 14% 0% 14% 0% 0% 14% 42%
Onboard fatalities 0% 0% 6% 0% 62% 0% 0% 27% 3%
6% 30%
Exposure
(percentage
of ight time
estimated for a
1.5-hour ight) 1% 1% 14% 57%
Initial
approach
fix
11%
Final
approach
fix
12% 3% 1%
Note: Percentages may not sum to 100% because of numerical rounding.
Accident Rates per One Million Departures
0
10
20
30
40
50
Accident rate Hull loss accident rate Fatal accident rate
1.88
0.81
0.59
0.36
0.51
0.10
0.30
1.80
1.20
1993-2002
2003-2012
2013-2022
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Regional Accident Counts
MID 1959-2022 2013-2022
All Accidents 148 22
Fatal Accidents 41 3
Onboard Fatalities 2,353 62
External Fatalities 128 2
Hull Loss Accidents 76 7
Fatal Accidents
CICTT Category 2013-2022
CFIT 0
CTOL 0
FUEL 0
ICE 0
LOC-I 2
MAC 0
OTHR 0
RAMP 0
RE (RE, USOS, ARC) 0
RI-VAP 1
SCF-NP 0
SCF-PP 0
Percentage of Fatal Accidents and Onoard Fatalities | 2013‑2022
Taxi, load/
unload,
parked,
tow
0% 100%
Takeoff
Initial
climb
Climb
(aps up) Cruise Descent
Initial
approach
Final
approach Landing
Fatal accidents 0% 0% 0% 0% 0% 0% 0% 0% 100%
Onboard fatalities 0% 0% 0% 0% 0% 0% 0% 0% 100%
0% 100%
Exposure
(percentage
of ight time
estimated for a
1.5-hour ight) 1% 1% 14% 57%
Initial
approach
fix
11%
Final
approach
fix
12% 3% 1%
Note: Percentages may not sum to 100% because of numerical rounding.
Middle East (MID)
Accident Rates per One Million Departures
0
10
20
30
40
50
Accident rate Hull loss accident rate Fatal accident rate
1993-2002
2003-2012
2013-2022
8.63
5.23
2.64
0.58
1.83
0.25
1.06
6.07
1.81
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Regional Accident Counts
NACC 1959-2022 2013-2022
All Accidents 695 74
Fatal Accidents 210 8
Onboard Fatalities 7,228 125
External Fatalities 416 3
Hull Loss Accidents 281 23
Fatal Accidents
CICTT Category 2013-2022
CFIT 1
CTOL 0
FUEL 0
ICE 0
LOC-I 2
MAC 0
OTHR 1
RAMP 2
RE (RE, USOS, ARC) 0
RI-VAP 0
SCF-NP 1
SCF-PP 1
Percentage of Fatal Accidents and Onboard Fatalities | 2013‑2022
Taxi, load/
unload,
parked,
tow
37% 37%
Takeoff
Initial
climb
Climb
(aps up) Cruise Descent
Initial
approach
Final
approach Landing
Fatal accidents 12% 25% 12% 12% 0% 0% 0% 25% 12%
Onboard fatalities 0% 89% 5% 0% 0% 0% 0% 4% 0%
94% 4%
Exposure
(percentage
of ight time
estimated for a
1.5-hour ight) 1% 1% 14% 57%
Initial
approach
fix
11%
Final
approach
fix
12% 3% 1%
Note: Percentages may not sum to 100% because of numerical rounding.
Accident Rates per One Million Departures
0
10
20
30
40
50
Accident rate Hull loss accident rate Fatal accident rate
1.46
0.62 0.38
0.28
0.37
0.10
0.19
1.18
0.91
1993-2002
2003-2012
2013-2022
North America, Central America and Caribbean (NACC)
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Regional Accident Counts
SAM 1959-2022 2013-2022
All Accidents 211 21
Fatal Accidents 74 3
Onboard Fatalities 3,250 76
External Fatalities 212 2
Hull Loss Accidents 145 12
Fatal Accidents
CICTT Category 2013-2022
CFIT 0
CTOL 1
FUEL 1
ICE 0
LOC-I 0
MAC 0
OTHR 0
RAMP 0
RE (RE, USOS, ARC) 0
RI-VAP 1
SCF-NP 0
SCF-PP 0
Percentage of Fatal Accidents and Onboard Fatalities | 2013‑2022
Taxi, load/
unload,
parked,
tow
66% 0%
Takeoff
Initial
climb
Climb
(aps up) Cruise Descent
Initial
approach
Final
approach Landing
Fatal accidents 0% 33% 33% 0% 0% 33% 0% 0% 0%
Onboard fatalities 0% 0% 6% 0% 0% 93% 0% 0% 0%
6% 0%
Exposure
(percentage
of ight time
estimated for a
1.5-hour ight) 1% 1% 14% 57%
Initial
approach
fix
11%
Final
approach
fix
12% 3% 1%
Note: Percentages may not sum to 100% because of numerical rounding.
South America (SAM)
Accident Rates per One Million Departures
4.75
3.13
1.93
0.84
1.73
0.21
0.67
2.93
1.47
0
10
20
30
40
50
Accident rate Hull loss accident rate Fatal accident rate
1993-2002
2003-2012
2013-2022
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Regional Accident Counts
WACAF 1959-2022 2013-2022
All Accidents 93 11
Fatal Accidents 24 2
Onboard Fatalities 957 0
External Fatalities 78 15
Hull Loss Accidents 70 6
Fatal Accidents
CICTT Category 2013-2022
CFIT 0
CTOL 0
FUEL 0
ICE 0
LOC-I 0
MAC 1
OTHR 0
RAMP 0
RE (RE, USOS, ARC) 1
RI-VAP 0
SCF-NP 0
SCF-PP 0
Percentage of Fatal Accidents and Onboard Fatalities | 2013‑2022
Taxi, load/
unload,
parked,
tow
0% 50%
Takeoff
Initial
climb
Climb
(aps up) Cruise Descent
Initial
approach
Final
approach Landing
Fatal accidents 0% 0% 0% 0% 50% 0% 0% 0% 50%
Onboard fatalities 0% 0% 0% 0% 0% 0% 0% 0% 0%
0% 0%
Exposure
(percentage
of ight time
estimated for a
1.5-hour ight) 1% 1% 14% 57%
Initial
approach
fix
11%
Final
approach
fix
12% 3% 1%
Note: Percentages may not sum to 100% because of numerical rounding.
Western and Central Africa (WACAF)
Accident Rates per One Million Departures
0
10
20
30
40
50
Accident rate Hull loss accident rate Fatal accident rate
44.55
43.02
28.94
12.44
13.83
4.15
14.47
41.34
22.80
1993-2002
2003-2012
2013-2022
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About This Document
The accident statistics presented in this summary are conned to
worldwide commercial jet airplanes that are heavier than 60,000
pounds (27,216 kilograms) maximum gross weight. Within that set of
airplanes, there are two groups excluded:
1. Airplanes manufactured in the Commonwealth of Independent States
(CIS), the Union of Soviet Socialist Republics (USSR), or the People’s
Republic of China (PRC) due to lack of operational data.
2. Commercial airplanes operated in military service. (However, if a
military-owned commercial jet transport is used for civilian commercial
service, that data will be included in this summary.)
The following airplanes are included in the statistics:
Boeing
707/720
727
737
747
757
767
777
787
717
DC-8
DC-9
DC-10/MD-10
MD-11
MD-80/-90
Airbus
A300
A300-600
A310
A320/321/319/318
A330
A340
A350
A380
A220/C Series
BAE SYSTEMS (Avro)
Avro RJ70/85/100
BAE SYSTEMS (BAC)
Concorde
One-Eleven
VC10
BAE SYSTEMS (HS)
BAe 146
Comet 4
Trident
Bombardier
CRJ700/900/1000
Aerospatiale
Caravelle
Embraer
E170/175
E190/195
Fokker
F28
F70
F100
Lockheed
L-1011
Dassault Aviation
Mercure
General Dynamics
(Convair)
CV-880/-990
Flight operations data for Boeing airplanes is developed internally from
airline operator reports. Flight operations data for non-Boeing airplanes
is compiled by Cirium. The source of jet airplane inventory data is
Jet Information Services, Inc.
Accident data is obtained, when available, from government
accident reports. Otherwise, information is from operators,
manufacturers, various government and private information
services, and press accounts.
Readers may note that cumulative accident totals from year to year may
not exactly correlate with the expected change from the previous year’s
accidents. This is a result of periodic audits of the entire accident history
for updates to the data.
Denitions related to the development of statistics in this summary are
primarily based on corresponding ICAO, U.S. National Transportation
Safety Board (NTSB) and Flight Safety Foundation (FSF) terms, as
explained in the next section.
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Definitions
Airplane Accident
An occurrence associated with the operation of an airplane that takes
place between the time any person boards the airplane with the intention
of ight and such time as all such persons have disembarked, in which:
• The airplane sustains substantial damage.
• Death or serious injury results from:
- Being in the airplane.
- Direct contact with the airplane or anything attached thereto.
- Direct exposure to jet blast.
Excluded Airplanes
Airplanes manufactured in the CIS, USSR or the PRC are excluded
because of the lack of operational data. Commercial airplanes operated
in military service are generally excluded. (If a military-owned commercial
jet transport is used for civilian commercial service, that data is included
in this summary.)
Excluded Events
• Fatal and nonfatal injuries from natural causes.
• Fatal and nonfatal self-inicted injuries or injuries inicted 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, normal
maneuvering, loose objects, boarding, disembarking, evacuation,
and maintenance and servicing.
• Nonfatal injuries to persons not aboard the airplane.
• Occurrences classied as missing, unknown or undetermined
(CICTT occurrence category UNK) are not included in this
publication until otherwise determined by the ofcial ICAO
Annex 13 investigation.
Note: The exclusion of the UNK occurrence category is in alignment
with industry efforts to identify, prioritize and reduce global high-risk
categories of occurrences such as those identied in ICAO’s Global
Aviation Safety Plan (GASP).
(See the “CAST/ICAO Common Taxonomy Team Aviation Occurrence
Categories” section.)
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Definitions
Excluded Events (continued)
The following occurrences are not considered airplane accidents:
• Those that are the result of experimental test ights. (However,
maintenance test ights, ferry, positioning, training and
demonstration ights are not excluded.)
• Those that are the result of a hostile action, including sabotage,
hijacking, terrorism and military action.
Note: This is generally consistent with the ICAO and the NTSB denition
of an accident. (See the “Referenced ICAO and NTSB Denition” section.)
The differences are:
1. The ICAO and NTSB references to “aircraft” were changed to
“airplane” and references to propellers and rotors were eliminated.
2. This publication excludes events that result in nonfatal injuries from
atmospheric turbulence, normal maneuvering, etc.; nonfatal injuries
to persons not aboard the airplane; and any events that result from
an experimental test ight 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.”
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 denition is consistent with the FSF denition. NTSB denes
“destroyed” as damaged due to impact, re, or in-ight failures to an
extent not economically repairable.
Fatal Injury
Any injury that results in death within 30 days of the accident.
Note 1: This is consistent with both the ICAO and the NTSB denitions.
Note 2: External fatalities include on-ground fatalities as well as fatalities
on other aircraft involved.
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Definitions
Major Accident
An accident in which any of three conditions is met:
• The airplane was destroyed.
• There were multiple fatalities.
• There was one fatality and the airplane was substantially damaged.
Note: This denition is consistent with the NTSB denition. It also is
generally consistent with FSF, except that the FSF denition species that
fatalities include only occupants of the airplane. ICAO does not normally
dene the term “major accident.”
Serious Injury
An injury that is sustained by a person in an accident and that:
• Requires hospitalization for more than 48 hours, commencing
within seven days from the date the injury was received.
• Results in a fracture of any bone (except simple fractures of
ngers, toes or nose).
• Causes severe hemorrhage, nerve, muscle or tendon damage.
• Involves injury to any internal organ.
• Involves second- or third-degree burns or any burns affecting
more than 5% of the body surface.
• Involves veried exposure to infectious substances or
injurious radiation.
Note: This is generally consistent with the ICAO denition. It is also
consistent with the NTSB denition except for the last bullet, which is not
included in the NTSB denition.
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Definitions
Substantial Damage
Damage or failure that adversely affects the structural strength,
performance, or ight characteristics of the airplane, and that would
normally require major repair or replacement of the affected component.
Substantial damage is not considered to be:
• Engine failure or damage limited to an engine,
if only one engine fails or is damaged.
• Bent fairings or cowlings.
• Dents in the skin.
• Small puncture holes in the skin.
• Damage to wheels.
• Damage to tires.
• Damage to aps.
• Damage to engine accessories.
• Damage to brakes.
• Damage to wingtips.
Note 1: This denition is generally consistent with the NTSB denition of
substantial damage except it (1) deletes the reference to “small puncture
holes in the fabric” and “ground damage to rotor or propeller blades,”
and (2) deletes “damage to landing gear” from the list of items not
considered to be substantial damage.
Note 2: ICAO does not dene the term “substantial damage.” Still, the
denition is generally consistent with the ICAO denition of damage or
structural failure contained within part (B) of the ICAO accident denition.
Note 3: Boeing does not consider damage to be substantial if repairs
to an event airplane enable it to be own to a repair base within
48 hours of the event.
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Boeing Terms*
Accident Rates
In general, this expression is a measure of accidents per million
departures. Departures (or ight cycles) are used as the basis for
calculating rates because there is a stronger statistical correlation
between accidents and departures than there is between accidents
and ight hours, or between accidents and the number of airplanes
in service, or between accidents and passenger miles or freight miles.
Airplane departures data is continually updated and revised as new
information and estimating processes become available. These form
the baseline for the measure of accident rates, and, as a consequence,
rates may vary between editions of this publication.
Airplane Collisions
Events involving two or more airplanes are counted as separate events,
one for each airplane. For example, destruction of two airplanes in a
collision is considered to be two separate accidents.
Fatal Accident
An accident that results in fatal injury.
Hull Loss
Airplane totally destroyed or damaged and not repaired. Hull loss also
includes, but is not limited to, events in which:
• The airplane is missing. An aircraft is considered to be missing
when the ofcial search has been terminated and the wreckage
has not been located.
• The airplane is completely inaccessible.
State of Operation
Regional data is reported based on the ICAO member state that serves
as the headquarters location of the operator involved in the accident.
*The terms on this page were created by Boeing for this publication and do not have corresponding equivalents in ICAO or NTSB.
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Referenced ICAO and NTSB Definitions*
Accident
ICAO denes an “accident” as follows:
Accident. An occurrence associated with the operation of an aircraft
that, in the case of a manned aircraft, takes place between the time any
person boards the aircraft with the intention of ight until such time as all
such persons have disembarked, or in the case of an unmanned aircraft,
takes place between the time the aircraft is ready to move with the
purpose of ight until such time as it comes to rest at the end of the ight
and the primary propulsion system is shut down, in which:
A. A person is fatally or seriously injured as a result of:
• Being in the aircraft.
• Direct contact with any part of the aircraft, including parts which have
become detached from the aircraft.
• Direct exposure to jet blast, except when the injuries are from natural
causes, self-inicted or inicted by other persons, or when the
injuries are to stowaways hiding outside the areas normally available
to the passengers and crew.
B. The aircraft sustains damage or structural failure which:
• Adversely affects the structural strength, performance or ight
characteristics of the aircraft.
• Would normally require major repair or replacement of the affected
component, except for engine failure or damage, when the damage
is limited to a single engine (including its cowlings or accessories), to
propellers, wingtips, antennas, probes, vanes, tires, brakes, wheels,
fairings, panels, landing gear doors, windscreens, the aircraft skin
(such as small dents or puncture holes), or for minor damages to
main rotor blades, tail rotor blades, landing gear, and those resulting
from hail or bird strike (including holes in the radome).
C. The aircraft is missing or is completely inaccessible.
NTSB denes an “aircraft accident” as follows:
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 ight and all such persons have disembarked,
and in which any person suffers death or serious injury, or in which
the aircraft receives substantial damage. For purposes of this part, the
denition of “aircraft accident” includes “unmanned aircraft accident,”
as dened in 49 CFR 830.2.
*ICAO and NTSB denitions are included below for reference.
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Referenced ICAO and NTSB Definitions*
Safety Management System (SMS)
ICAO denes an “SMS” as follows:
An SMS is a systematic approach to managing safety, including
the necessary organizational structures, accountabilities, policies
and procedures. Visit www.icao.int/safety/SafetyManagement for
more information.
Serious Injury
ICAO denes “serious injury” as follows:
Serious injury. An injury that 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.
B. Results in a fracture of any bone (except simple fractures of
ngers, toes or nose).
C. Involves lacerations that cause severe hemorrhage, nerve,
muscle or tendon damage.
D. Involves injury to any internal organ.
E. Involves second- or third-degree burns, or any burns affecting
more than 5% of the body surface.
F. Involves veried exposure to infectious substances or
injurious radiation.
NTSB denes “serious injury” as follows:
Serious injury means any injury that:
1. Requires hospitalization for more than 48 hours, commencing within
seven days from the date the injury was received.
2. Results in a fracture of any bone (except simple fractures of ngers,
toes, or nose).
3. Causes severe hemorrhages, nerve, muscle or tendon damage.
4. Involves any internal organ.
5. Involves second- or third-degree burns, or any burns affecting more
than 5% of the body surface.
Substantial Damage
NTSB denes “substantial damage” as follows:
Substantial damage means damage or failure that adversely affects the
structural strength, performance, or ight characteristics of the aircraft,
and which 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, aps, engine
accessories, brakes, or wingtips are not considered “substantial damage”
for the purpose of this part.
ICAO does not dene the term “substantial damage.”
*ICAO and NTSB denitions are included below for reference.
Contents
Leadership Message
2022 Statistical Summary
2022 Airplane Accidents
Accident Summaries
and Rates
CAST/ICAO Common
Taxonomy Team Aviation
Occurence Categories
Fatalities
Regional Statistics
About This Document
Definitions and Terms
Copyright © 2023 Boeing. All rights reserved. 326909 9/23
2022
Statistical
Summary