2021 Slsa Cos

FAA
Aircraft Certification Service (AIR)

Policy and Innovation Division, AIR-600
Systems Policy Branch, AIR-630
2021
Continued Operational Safety (COS) Report

Special Category Light-Sport Aircraft
JULY 2004 THROUGH SEPTEMBER 2021
Issued May 12, 2022
This report provides an overview of the continued operational safety of special category light-sport
aircraft since the establishment of the Sport Pilot/Light-Sport Aircraft rule in July 2004. The specific
focus of this report is on accidents and incidents. Report data have been coordinated with the FAA
Office of Accident Investigation & Prevention, AVP-210 Safety Analytical Services Division.
Table of Contents
General Information .................................................................................................................................4

SLSA Vision for the Future ....................................................................................................... 4
Recording/Reporting of Data .................................................................................................... 5
Definitions (Ref. NTSB Form 6120.1) ....................................................................................... 5
ELSA Limited Data.................................................................................................................... 6
SLSA Airworthiness Certifications ............................................................................................ 7
Population of SLSA by Class .................................................................................................... 8
SLSA Cumulative Fleet Size Totals by Fiscal Year (FY) .......................................................... 9
SLSA Cumulative Fleet Size Changes by Fiscal Year (FY) ..................................................... 9
General Aviation and Part 135 Activity Surveys ..................................................................... 10
Population of SLSA Manufacturers......................................................................................... 11
Fatal Accidents and Non-Fatal Accidents/Incidents ........................................................................ 12
Fatal Accidents by FY ............................................................................................................. 12
Non-Fatal Accidents/Incidents by FY...................................................................................... 12
Fatal Accidents by FY to Total LSA Aircraft Fleet by FY [10 Year Trend] .............................. 13
Fatal Accidents – Cumulative Average by FY ........................................................................ 13
Non-Fatal Accidents/Incidents by FY to Total LSA Aircraft Fleet by FY [10 Year Trend]....... 14
Fatal Accidents by Class of SLSA .......................................................................................... 15
Fatal Accidents by Class to Total Class Fleet [AWC Code] ................................................... 15
Fatal Accidents by Month of Year ........................................................................................... 15
Non-Fatal Accidents/Incidents by Class of SLSA ................................................................... 15
Non-Fatal Accidents/Incidents by Class to Total Class Fleet [AWC Code] ............................ 15
Non-Fatal Accidents/Incidents by Month of Year.................................................................... 15
Fatal Accidents by Type of Pilot Certificate and Medical Certificate ...................................... 16
Non-Fatal Accidents/Incidents by Type of Pilot Certificate and Medical Certificate ............... 16
Fatal Accidents by Pilot Age ................................................................................................... 16
Fatal Accidents: Pilot vs Aircraft ............................................................................................. 16
Fatal Accidents by Class by Fiscal Year................................................................................. 17
Non-Fatal Accidents/Incidents Involving Bird Strikes ............................................................. 17
Fatal Accidents: Comparison of SLSA, Personal, and Experimental Aircraft......................... 18
Fatal Accident Rate/100K with Linear Trend Line for SLSA ................................................... 19
Fatal Accident and Non-Fatal Accident/Incident Phase of Flight............................................ 20
Phase of Flight by Class of SLSA ........................................................................................... 21
Phase of Flight – Fiscal Year Trends [10 Years] .................................................................... 22
Fatal Accident and Non-Fatal Accident/Incident Occurrence Category ................................. 24
Top Ten Occurrence Categories by Class of SLSA ............................................................... 25
Grouping of Occurrence Categories ....................................................................................... 26
Top Ten Occurrence Categories – Fiscal Year Trends [10 Years]......................................... 27
Design Related Occurrences............................................................................................................... 29
Manufacturing Quality Related Occurrences .................................................................................... 30
COS Report Issued May 12, 2022 Page 2 of 56
Special Category Light-Sport Aircraft AIR-630
Training Flights...................................................................................................................................... 31
Fatal Accident and Non-Fatal Accidents/Incidents Identified as Training Flights. .................. 31
Training Flights by Class of SLSA .......................................................................................... 31
Training Flights – Fiscal Year Trends [10 Years].................................................................... 31
Fatal Accident and Non-Fatal Accident/Incident Significant Cause/Effect Events...................... 32
Significant Cause/Effect Events – Numbers ........................................................................... 32
Significant Cause/Effect Events – Additional Factors............................................................. 32
Top Ten Significant Cause/Effect Events– Fiscal Year Trends [10 Years] ............................ 33
System/Component Failures................................................................................................... 35
Total Aircraft by Manufacturer............................................................................................................. 36
Total Fatal and Non-Fatal Accident/Incident Events by Manufacturer .......................................... 38
Total Fatal Accidents by Manufacturer .............................................................................................. 40
Total Fatal Accidents by Manufacturer to Total Aircraft by Manufacturer.................................... 41
Total Fatal Accidents by Manufacturer to Total Fatal Accident Events ........................................ 42
Weight-Shift-Control (WSC) Specific Accident Data........................................................................ 43
Fatal Accidents by Fiscal Year (FY)........................................................................................ 43
Fatal Accidents by Manufacturer ............................................................................................ 43
Fatal Accidents – Probable Cause(s) ................................................................................................. 44
Appendix 1.............................................................................................................................................. 51
Phase of Flight Definitions (from CICTT) ................................................................................ 51
Appendix 2.............................................................................................................................................. 53
Occurrence Categories Definitions (from CICTT)................................................................... 53
New for Fiscal Year (FY) 2021
• Updated report with new 2021 data and revised data from previous years from updated
FAA and NTSB reports, as applicable
Send comments or questions regarding this report to the following email address:
9-AIR-ACE-SAD-LSA-SAFETY@faa.gov

General Information
The Systems Policy Branch, AIR-630, Production and Airworthiness Systems Section, AIR-632
has established a process to monitor and track special light-sport aircraft (SLSA) accident
and incident data to identify and consider accident/incident causes and trends. This report
presents information on all known accidents and incidents involving SLSA at the time of this
report. Review and analysis of the accident/incident data may result in recommendations to
improve the SLSA industry consensus standards and/or may be used in determination of risk
factors relating to conducting oversight of SLSA manufacturers’ continued operational safety
(COS) programs.
Data sources for this report include FAA Forms 8020-9 Aircraft Accident/Incident Preliminary
Notice, the National Transportation Safety Board (NTSB) aviation accident database, and the
Federal Aviation Administration (FAA) Aviation Safety Information Analysis and Sharing (ASIAS)
database.
This report does not include accidents and incidents involving sport pilots operating aircraft in
categories of aircraft other than SLSA that meet the light sport aircraft (LSA) definition in
Title 14, Code of Federal Regulations (14 CFR) 1.1.
This report does not include data on aircraft that originally obtained an SLSA airworthiness
certificate and then subsequently changed the airworthiness certification to experimental light-
sport aircraft (ELSA).
This report provides limited data for fatal accidents of aircraft certificated as ELSA. Due to the
experimental nature of these aircraft there is limited FAA continued operational safety oversight
and coordination with the owners/operators of these aircraft. Another section within AIR-632 has
responsibility for any oversight of these aircraft.
SLSA Vision for the Future

We are focused on increasing industry accountability and safety with a goal of creating a light-
sport aircraft (LSA) system with an equivalent or lower fatal accident rate than other segments of
“personal” aviation without requiring FAA type design certification or FAA production oversight by:
• Supporting a regulatory and policy structure for industry to achieve FAA safety goals
through self-declared compliance with industry developed and maintained consensus
standards.
• Enabling an industry-led system of self-audits and statements of compliance.
• Applying a scalable oversight approach to a manufacturer’s self-auditing and self-
declarative certification process.
• Committing FAA resources to actively participate in the development and acceptance of
industry consensus standards.

Recording/Reporting of Data
It is important to note that “phase of flight” (Ref. Appendix 1) and “occurrence categories”
(Ref. Appendix 2) may have multiple data elements identified for an individual accident/incident
event. This is intentional in order to allow for every pertinent element to be recorded and
analyzed.
This report is based on known data at the time the report is compiled. As new data become
available, the recording of data elements will be adjusted as needed and the reporting of these
changes will be reflected in the next revision of this report.
Definitions (Ref. NTSB Form 6120.1)

"Aircraft Accident" means an occurrence associated with the operation of an aircraft that takes
place between the time any person boards the aircraft with the intention of flight and all such
persons have disembarked, and in which any person suffers death, or serious injury, or in which
the aircraft receives substantial damage.
"Substantial Damage" means damage or failure which adversely affects the structural strength,
performance or flight characteristics of the aircraft, and which would normally require major repair
or replacement of the affected component.
"Serious Injury" means any injury that (1) requires hospitalization for more than 48 hours,
commencing within 7 days from the date the injury was received; (2) results in a fracture of any
bone (except simple fracture of fingers, toes, or nose); (3) causes severe hemorrhages, nerve,
muscle, or tendon damage; (4) involves injury to any internal organ; or (5) involves second- or
third-degree burns, or any burns affecting more than 5 percent of the body surface.
"Fatal Injury" means any injury that result in death within thirty (30) days of the accident.
"Aircraft Incident" is an occurrence other than an accident that affects or could affect the safety
of operations.

ELSA Limited Data
Non-fatal accidents and incidents involving ELSA have not been tracked and are not reported as
part of this report.
Known fatal accidents involving ELSA during the reporting time period are as follows:
Fatal Accidents Total Fatalities
106 132
ELSA includes—
• “fat ultralights” not meeting the provisions of 14 CFR 103.1, ELSA certificated under
14 CFR 21.191(i)(1); [118 fatalities]
• ELSA aircraft assembled from a “kit” certificated under 14 CFR 21.191(i)(2); [10 fatalities] and
• ELSA aircraft certificated under 14 CFR 21.191(i)(3), aircraft that had been previously issued
an SLSA airworthiness certificate under 14 CFR 21.190. [4 fatalities]
ELSA Fatal Accidents by Class

60
60
50
40 33
30
20 11
10 0 2 0
0
Airplane Glider PPC WSC Gyro LTA

ELSA Fatal Accidents with Total Fatalities
15 15
16
'I -- - 13 13
□ Fatal
Accidents
14
- -
>--
vi 12 □ Total
- 11 - 11
11
-- 11 11 >--
12 Fatalities
- - -
V
10 10 -----
- - - - 9
10
-
1/:ii """";iii
8
8 v - - - - -7 7 -
6 v - - - - -
,.. 66
--
6
... - 5
6
-
- - - - - - -
4 4-
----- --
44
4
2
v
v - - - - - - - - -
3 -
- - - - --- -
33
0 - - - - - - - - - - - - - -
08 09 10 11 12 13 14 15 16 17 18 19 20 21
SLSA Airworthiness Certifications

A special airworthiness certificate for an SLSA under 14 CFR 21.190 is issued to an aircraft that
meets the 14 CFR 1.1 definition of LSA, is manufactured to the applicable consensus standards,
and is one of the following five classes of the LSA category:
• Airplane
• Glider
• Powered parachute (PPC)
• Weight-shift-control (WSC) aircraft (commonly called “trikes")
• Lighter-than-air (LTA) aircraft (balloons and airships)
When the aircraft meets all the eligibility requirements of 14 CFR 1.1 and § 21.190, it may be
issued an SLSA airworthiness certificate.

Population of SLSA by Class
Estimates based on search of FAA Aircraft Registry, AFB-710 database from October-2021 for
SLSA airworthiness classification and aircraft type codes.
SLSA by Class
3000 2731
2500
2000
1500
1000
500
192
99 102
0

SLSA Cumulative Fleet Size Totals by Fiscal Year (FY)
Rounded estimates based on search of FAA Aircraft Registry, AFB-710 database from October-
2021 for SLSA airworthiness classification and aircraft type codes.
SLSA Cumulative Fleet Size Totals By FY

3500 3124
-
L-
3000
2500
& - ' -- -
~-- ~-- - 2500
2680
2830
29552915 3045
3094
l__ -
2325
2000
~ 1900
2100
-;l
2230
- - - - - - - -
1500
o---
1500
--
1700 - !! - - - - - - - - - - -
1000
500
[ ..
1000
1111
-
..... - -
.....
.....
.....
..... -
- -
-
.....
.....
.....
..... -
- -
-
.....
.....
.....
.....
..... -
..... -
I 250 ~
500
0 ..... ..... ..... .....
0
~
- - ~
- - ~
- - ~
-
04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21
SLSA Cumulative Fleet Size Changes by Fiscal Year (FY)

Rounded estimates based on search of FAA Aircraft Registry, AFB-710 database from October-
2021 for SLSA airworthiness classification and aircraft type codes.
SLSA Cumulative Fleet Size Changes by FY

500 500 500
400
300
250 250
200 200 200 200
175 180
150
100 130 125 130
95 49 30
0
0
-40
-100
04 05 06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21
NOTE: Numbers for FY 2018 are a result of FAA Aircraft Registry, AFB-710 database
corrections, SLSA registration cancellations, and conversions to ELSA.

General Aviation and Part 135 Activity Surveys
Data from the General Aviation and Part 135 Activity Surveys are currently available for only
Calendar Year (CY) 2009 through CY 2020.
NOTE: *No GA Survey data available for 2011 – estimate provided.
GA Survey Data - Number of Active SLSA
3000 2551 2554 2675 2570

2369 2478
2500 2231
2001 2056
1825
2000 1650
1500
1000
500
0
2010 2011* 2012 2013 2014 2015 2016 2017 2018 2019 2020
GA Survey Data - Total SLSA Hours Flown
250,000 209,294 202,000

173,114 190,772 188,080
186,627 186,874
200,000 169,091
153,665 165,497
150,000 138,445
100,000
50,000
0
2010 2011* 2012 2013 2014 2015 2016 2017 2018 2019 2020
GA Survey Data - Average SLSA Hours Flown
85
80
----
83.9
-
84.2
-
84.5
-
84.2
80.5
75.3
-
82
78.5
-
75
70
-
-
-
-
-
- - -
74.2
- -
-
- -- -
73.2
70.6
,-
,-
65
- - - - - - - - - - -
60
- - - - - - - ,- ,- ,-
7
2010 2011* 2012 2013 2014 2015 2016 2017 2018 2019 2020

Population of SLSA Manufacturers
Fiscal Year 2021
Total Estimated Active SLSA Manufacturers
“Active Manufacturer” - the manufacturer is currently producing multiple SLSA for operation in the U.S.
8-Year Historical Information
2014 2015 2016 2017 2018 2019 2020 2021

Airplane/Glider 66 65 43 46 40 38 40 42
PPC 7 6 7 7 6 3 4 4
WSC
TOTAL:
I 9
82
I 8
79
I 9
59
I 9
62
I 8
54
I 7
48
I 7
51
I 7
53
I
2014 2015 2016 2017 2018 2019 2020 2021

U.S. 37 34 28 28 26 23 24 26
Outside U.S.
I 45
I 45
I 31
I 34
I 28
I 25
I 27
I 27
I
Note 1: Data for 2013 thru 2015 include all known manufacturers; data from 2016 and on,
separated “active” from “non-active” manufacturers.
Note 2: Manufacturers NOT included in data 2016 and on –

• “Non-active Manufacturer” – manufacturer with SLSA operating in the U.S.;
however, new production/sales very limited or none.
• Manufacturers that have stopped doing business with the U.S. market, after at least
one SLSA.
Note 3: Data source: AFB-710 Registry Database.

Fatal Accidents and Non-Fatal Accidents/Incidents
The following tables and charts provide data for known SLSA fatal accidents and non-fatal
accidents/incidents that occurred during the reporting time period.
Non-Fatal
Fatal Accidents Total Events
Accidents/Incidents
78 906 984
Total Fatalities: 103
Fatal Accidents by FY
10
10 "I -
9 "I 8
8 I - 7
7 I 6 6 -
--
6 ..,.I 5
,.. - 5
5
..,. ,..
4 4 4
- 4
,..
4
4
3
~
3-
- - - - -
3
,.. ,.. ,..
.._ -
-
- -
-
-- -- -- - 3 - .._
- - - - - -
~
.,,,--- .._ - - - ,-
2 1
- - - - - -
-- -- -- --
1
.._ - - - ,-
T[ - - - - - - - - - -
0
boo
06 07 08 09 10 11 12 13 14 15 16* 17 18 19 20 21
*NOTE: For 2016 – One fatal accident aircraft was operating as law
enforcement under public aircraft operations (PAO).
Non-Fatal Accidents/Incidents by FY
90
90
1 76 77
- 78
80 "I - 72 ,. ,.
66
-- - ,. - - -- -
70
-
"I 58 - 58 58
60 ,. 54
"I
50 ..,.I 44
51
-- - - .._ .._
51
40 - - - -- - 38
-- -- -- -- -- .._ .._ ,-
30
20
"I
"I 23
-
-
- .._ -
- - .._
- --
-
- -- -- -- -- --
.._
.._
.._
.._
,-
,-
10
- -
/
10
0
rr ,-
- - - -
,- -
- - -
-
- - - - - - -
,- ,- ,-
-
06 07 08 09 10 11 12 13 14 15 16 17 18 19 20 21

Fatal Accidents by FY to Total LSA Aircraft Fleet by FY [10 Year Trend]
0.40% 0.37%
0.35%
0.30% 0.27% 0.25%

0.25%
0.18% 0.17%
0.20% 0.17% 0.16%
0.14% 0.13%
0.15% 0.10%
0.10%
0.05%
0.00%
12 13 14 15 16 17 18 19 20 21
NOTE: Total Fleet represents registrations issued.
Fatal Accidents – Cumulative Average by FY
Cumulative Average FATAL Accidents by FY
5.00 4.58
4.77 4.71 4.73
4.63 4.59
4.50 4.11 4.10 4.09

3.86 3.88
4.00
3.50
3.50
3.00 2.60
2.50
2.33
2.50
2.00
1.50
1.00 1.00
1.00
0.50
0.00
05 06 07 08 09 10 11 12 13 14 15 16* 17 18 19 20 21

Non-Fatal Accidents/Incidents by FY to Total LSA Aircraft Fleet by FY [10 Year Trend]
3.41%
3.50% 3.18%
2.88% 2.87%
3.00%
2.56%
2.32%
2.50% 2.13%
1.96% 1.99%
2.00% 1.63%
1.50%
1.00%
0.50%
0.00%
12 13 14 15 16 17 18 19 20 21
NOTE: Total Fleet represents registrations issued.

Non-Fatal Accidents/Incidents by Class of SLSA
Fatal Accidents by Class of SLSA
Total: 906
Total: 78
900
60 59 845
800
50 700
600
40
500
30 400
300
20
18 200
10
0
Airplane Glider
1
PPC
0
WSC LTA
0 100
0
Airplane
18
Glider -
PPC
7
WSC
36
LTA
0
Non-Fatal Accidents/Incidents by Class to

Fatal Accidents by Class to
Total Class Fleet [AWC Code]
Total Class Fleet [AWC Code]
9.4% Airplane 18.8%

WSC
Airplane 2.2% WSC 30.9%
Glider 1.0% 18.2%

Glider
PPC 0.0%
PPC 6.9%
LTA 0.0%
LTA 0.0%
0.0% 2.0% 4.0% 6.0% 8.0% 10.0%
Percentage of Class Fleet 0.0% 10.0% 20.0% 30.0% 40.0%
Non-Fatal Accidents/Incidents by Month of Year

Fatal Accidents by Month of Year
17 140 126
18
120 106
16 93 90
14 100 82 86 81
12 10 80
9 58
10 54
7 60 46 47
8 6 37
5 5 5
6 4 4 40
3 3
4 20
2
0
0

Fatal Accidents by Type of Pilot Certificate and Medical Certificate
SLSA/Pilot Fatal Accident Matrix
Recreation+ CL3+ (Rated Pilot) 31
Recreation+ DL (Operating
17
Privileges of Sport Pilot)
Pilot
Rating Sport Pilot for Aircraft Being
& Operated (may hold other 17
Medical ratings)
Student/Solo Privileges 10
Pilot Not Rated by Certificate or
3
for Aircraft Being Operated
Total Accidents: 78
Total Fatalities: 103
Non-Fatal Accidents/Incidents by Type of Pilot Certificate and Medical Certificate
[Data not collected for this metric.]
Fatal Accidents by Pilot Age Fatal Accidents: Pilot vs Aircraft
24
25
Wing Failures
20 18
2
15 13 13 8
■ Pilot Cause
10
4 3
5 2 68
1 ■ Design/Manufacturing
Contributing Factor
0
■ Design/Manufacturing
Cause
Median Age: 63
Average Age: 61

Fatal Accidents by Class by Fiscal Year
Total: 78
Fatal Accidents By Class By FY
10 ....
9
8
1 □ Airplane □ WSC
.
■ Glider
I 3
7 2 ....
6 ... 2
- 2
5
4
- - >--
>--
2
- -- - - - - ""
-
- - ""
3
- ,. "' - 6 - 2
1 7- 2 - - .... -
1
1
2
- 5 - - 1
- - 4 - - - - -
4 4 - 5
- - -1- -
5
- 3
- -,_ - - - - 3 - - - - - - 3
1
0
rr
1
06 07
-
- -
08
2
09
'-
10 11
-
- -
12 13
'-
14
2
,_
15
- - ,_
16
2
17 18
--
19
2
20
-
21
NOTE: No fatal accidents involving PPC or LTA aircraft.
Non-Fatal Accidents/Incidents Involving Bird Strikes
3 3
3
2.5
2
2
1.5
1 1 1 1 1
1
0.5
0 ------
06
0 0
07
0
08
0
09
0
10
0
11 12 13 14 15 16
0
17 18 19
0
20 21
NOTE: All accidents/incidents involved airplanes

Fatal Accidents: Comparison of SLSA, Personal, and Experimental Aircraft
Data from the General Aviation and Part 135 Activity Surveys used for these charts are currently available
for only Calendar Year (CY) 2009 through CY 2019.
Chart Notes:
1) Personal – not for the furtherance of a business, revenue producing or instructional.
2) Experimental – includes Exhibition/Amateur-Built/ELSA/Other
Comparison Chart Showing Fatal Accidents per 100K Hours of Operation
7.00
6.00
- Personal Exp SLSA
5.00
4.00
3.00
2.00
1.00
0.00
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
(Estimate)
Fatal Accidents per 100K Hours of Operation with Linear Trend Lines
Personal Exp SLSA

Linear (Personal) Linear (Exp) Linear (SLSA)
7.00
6.00
5.00
4.00
3.00
2.00
1.00
0.00
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
(Estimate)

Comparison Chart Showing Total Fatal Accidents
Personal ....... ......

Exp SLSA
250
204
199 200
187 192
200 180
167
159 162
150 151
150
100 76 75 70
66 58 61 61
50 53
46 48
50
8 6 4 6 4 4 10 7 4 3 4
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020
Fatal Accident Rate/100K with Linear Trend Line for SLSA
Rate/100K with Linear Trend Line

7.00
5.80
6.00
5.35
5.00
3.92
4.00 3.47 3.35
······················································
3.00 2.37 2.42
2.09 ······ 2.14 1.98
2.00 ·························
1.59
1.00
0.00
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Fatal Accident and Non-Fatal Accident/Incident Phase of Flight
Total Events: 984

The phase of operation or the phase of flight in which the event reported occurred. The taxonomy
used in this report is consistent with that provided by the Commercial Aviation Safety
Team/International Civil Aviation Organization (CAST/ICAO) Common Taxonomy Team (CICTT).
NOTE: An accident/incident event can have more than one phase of flight reported. Multiple
coding supports the primary focus of CICTT – accident prevention – in which every pertinent
element should be investigated, recorded, and analyzed.
Reference Appendix 1 for “Phase of Flight” definitions.
Phase of Flight
600
7
500 □ Fatal Accidents
400 □ Non-Fatal
Accidents/Incidents
300
494
200 5
8 11
14 36
100 27 10 159
0 116 105 21 3
0 0 73
41 27 54 40 3 30
0 10 0

Phase of Flight by Class of SLSA
Landing
[Fatal: 6 Airplane/ 1 WSC]
r 1
7
20
J 473
3
Emergency Descent 1
[Fatal: 5 Airplane] 3
157
8
Takeoff 2
[Fatal: 5 Airplane/3 WSC] 1
I 113
4
En Route 0
107
2
Initial Climb 3
[Fatal: 12 Airplane/1 Glider/1 WSC] 1
I 81
Uncontrolled Descent
I1 16
[Fatal: 26 Airplane/10 WSC] 1 WSC
I 58 ■
Approach
I7 PPC
0 ■
[Fatal: 8 Airplane/ 2 WSC] 1
56
J, 12 ■ Glider
Maneuvering 1
[Fatal: 17 Airplane/10 WSC] ~1 40 Airplane
■
1
Taxi 0
[Fatal: None] 3
37
1
Phase Unknown 0
31
4
Post-Impact 0
[Fatal: 16 Airplane/1 Glider/4 WSC] 1
19
2
Standing 0
[Fatal: None] 0
I8
0
Pushback/Towing
[Fatal: None] I
1....
0
0
0 .,. .,. .,. .,. .,. .,. .,. ., ., .,.
0 50 100 150 200 250 300 350 400 450 500

Phase of Flight – Fiscal Year Trends [10 Years]
1. Standing 4. Takeoff
,, 2_ 2 2
14 14
2 - - 15 12
11
1.5 ~ 10
1 1 10 8
7 7
- 6
1 V.
r- 5 3
0.5
0 a - I=- - 0
12 13 14 15 16 17 18 19 20 21
0
-0 -0 -0 : 7
0
12 13 14 15 16 17 18 19 20 21
2. Pushback / Towing 5. Initial Climb
1 20
1 16
0.8 15 12
0.6 10
10 7 6
0.4 5 5
1,, 5 3 4
0.2 0 0 0 0 0 0 0 0 0 0 1
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
3. Taxi 6. En Route
6
6 5 5 20 17
5 4 4 13 14
15
4 3 3 10 10
3 2 10 7 6
5 4
2 1 3
5
1 0
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21

7. Maneuvering 10. Emergency Descent
6 20
6 5 20 16 17 17
5 4 4 13 13
15 11
4 3
3 10 8 7
2 2 2
2 1 1
5
1 0
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
8. Approach 11. Uncontolled Descent
8 7 7 8 7 7 7
6 6 6
6 5 6
4
4 3 4 3
2 2 2 2
2 2 1 1
0 0
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
9. Landing 12. Post Impact

49 50 6
50 6
38 39
36 35 36 35 5
40
29 27 4
30 3
3 2 2 2
20
2 1 1 1
10 1 0 0
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
NOTE: While not a Phase of Flight per se, this phase is

added to permit accurate sequence of event reconstruction
for occurrences. For example, to capture post-impact fire.

Fatal Accident and Non-Fatal Accident/Incident Occurrence Category
Total Events: 984

Occurrence categories are used to classify occurrences (i.e., accidents and incidents) at a high
level to permit analysis of the data in support of safety initiatives. The taxonomy used in this
report is consistent with that provided by the CICTT.
NOTE: An accident/incident event can have more than one occurrence category reported.
Multiple coding supports the primary focus of CICTT – accident prevention – in which every
pertinent element should be investigated, recorded, and analyzed.
Reference Appendix 2 for “Occurrence Category” definitions.
Fatal Accident and Non-Fatal Accident/Incident Occurrence

Category
Unknown/Undeter… 237 9
Abnormal Runway… 214 3
LOC In-Flight 123 57
Collision w/Obstacles 149 15
Runway Excursion 159 0
LOC Ground 128 2
Sys/Comp Failure… 105 6
Fuel Related 76 7
Ground Handling 35 9
Abrupt Maneuver 24 6
Low Altitude… 8 15
Undershoot/Oversh… 20 1
Ground Collision 17 0
Sys/Comp Failure PP 16 0
Bird 13 0
Fire/Smoke Post-… 3 9
Turbulence… 6 2 Non-Fatal Accidents/Incidents
Other 7 0
Wind… 5 0 □ Fatal Accidents
Fire/Smoke Non-… 5 0
CFIT 3 2
Runway Incursion… 2 0
Loss of Lifting… 2 0
Unintended Flight… 1 0
Airprox/Midair… 1 0
Security Related 0 0
Icing 0 0
Glider Towing 0 0
Runway Incursion… 0 0
0 50 100 150 200 250

Top Ten Occurrence Categories by Class of SLSA
10
Abnormal Runway Contact 0
206
30
LOC In-Flight 0
149
9
Collision w/Obstacles 6
146
4
Runway Excursion 1
[Fatal: None] 4
150
11
LOC Ground 1
1
[Fatal: 1 Airplane/1 WSC]
117 ■ WSC
4
Sys/Comp Failure Non-PP 0 ■ PPC
105
■ Glider
3
Fuel Related 1
78
2
Ground Handling 1
41
4
Abrupt Maneuver 0
26
7
Low Altitude Operations 1
14
0 50 100 150 200 250

Grouping of Occurrence Categories
Occurrence Category Groups

Non-Fatal Accidents/Incidents □ Fatal Accidents
450
400 19
350 20
300 88 9
250
200 383
344
150 6
237 257
100
126
50
2
11
0
Airborne Aircraft Ground Ops Misc. Takeoff & Weather
Landing
AIRBORNE MISC.
Abrupt Maneuver Bird
Airprox/Midair Collision Other
CFIT Security Related
Fuel Related Unknown/Undetermined
Glider Towing
LOC In-Flight Takeoff & Landing
Loss of Lifting Condition Abnormal Runway Contact
Low Altitude Operations Collision w/Obstacles
Unintended Flight in IMC Undershoot/Overshoot
AIRCRAFT WEATHER
Fire/Smoke Non-Impact Icing
Sys/Comp Failure Non-PP Turbulence Encounter
Sys/Comp Failure PP Wind Shear/Thunderstorm
GROUND OPS
Fire/Smoke Post-Impact
Ground Collision
Ground Handling
LOC Ground
Runway Excursion
Runway Incursion Animal
Runway Incursion VAP

Top Ten Occurrence Categories – Fiscal Year Trends [10 Years]
1. Abnormal Runway Contact 4. Runway Excursion

20 20
20 17 20
16 16 16 16 16
15 15
14 14 14
15 15
11 11
10
10 10 7
5
4
5 5
1
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
2. LOC In-Flight 5. Sys/Comp Failure Non-PP
16 17
20 17 20
14 14
13
14 14
15 12 15
10
11
10 8 10 8
5
6 5 5
5 5 3
1 1
0 0
12 13 14 15 16 17 18 19 20 21 11 12 13 14 15 16 17 18 19 20
3. Collision w/Obstacles 6. LOC Ground
25 21 20
16
15
20 17
15 15 12
14
15 10
11 9
10 9 10 8
8 7
10 7 5
5 2
5 1 1
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21

7. Fuel Related 9. Low Altitude Operations
10 3
10 9 3
8
8 7 7 2.5 2 2
5 5 2
6
4 1.5 1 1 1 1
4
2 1
2 0.5
0 0 0 0
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
8. Ground Handling 10. Abrupt Maneuver

8 3
8 3
2.5 2 2
6
2
4 3 3 3 1.5 1 1 1
2 1
2 1 1 1
0 0 0.5 0 0 0 0
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21

Design Related Occurrences
Accidents/incidents with identified design related impact. All identified occurrences have been
reviewed by and appropriate corrective action obtained by the SLSA manufacturer in accordance
with the applicable industry consensus standards and FAA regulations requirements.
Number of Fatal Non-Fatal

Design Feature Occurrences Accidents Accidents/Incidents
Canopy/Door Latch 5 5
Wing Structure* 3 3
Rudder Pedals 2 2
Seat Restraint System 2 1 1
MLG Strut Bracket 1 1
Fuel Tank Vent Line 1 1
Emergency Parachute Handle 1 1
Throttle Cable 1 1
Fuel System 1 1
*One fatal accident caused by intentional unapproved maneuver
Last known occurrence: 15-June-2017

Manufacturing Quality Related Occurrences
Accidents/incidents with identified manufacturing quality related impact. All identified occurrences
have been reviewed by and appropriate corrective action obtained by the SLSA manufacturer in
accordance with the applicable industry consensus standards and FAA regulations requirements.
Number of Fatal Non-Fatal

Manufacturing Quality Feature Occurrences Accidents Accidents/Incidents
POH Deficiencies
[Incorrect/Insufficient Data] 11 4 7
Throttle Cable Failure 4 4
Airspeed Indicator Marking Incorrect 3 1 2
MLG Bolt Failure 2 2
Shoulder Harness Failure 2 1 1
MLG Attach Fitting Failure 1 1
Main Fuse Block Failure 1 1
Airframe Emergency Parachute

Failure 1 1
Engine Exhaust Spring Fatigue

Failure 1 1
Improper Rivet Installation –

Wing Skins 1 1
Incorrect Engine Intake/Exhaust

Rocker Arms 1 1
Engine Mount Failure 1 1
MLG Leg Failure 1 1
Canopy Latch Spring Failure 1 1
Last known occurrence: 22-June-2015

Training Flights
Fatal Accident and Non-Fatal Accidents/Incidents Identified as Training Flights.
Total Flights with Accidents/Incidents - 984
25% 24%
20%
15%
13% 11%
10%
5%
0%
Training Dual Instruction Student Pilot
(230) (128) (102)
Training Flights by Class of SLSA
WSC, 21 LTA, 0
PPC, 3
Glider, 1
Airplane, 204
Training Flights – Fiscal Year Trends [10 Years]
□ Non-Fatal Accidents/Incidents □ Fatal Accidents
25
20 2 1 3
3
15 0 1
4
10 19 3 19 0
15 17 0
13 14
5 9 11
6 8
0
12 13 14 15 16 17 18 19 20 21

Fatal Accident and Non-Fatal Accident/Incident Significant Cause/Effect Events
These events were either the causes or the effects of the accidents/incidents.
Significant Cause/Effect Events – Numbers
Significant Cause/Effect - Numbers
250 1 Non-Fatal Accidents/Incidents

11
1
200 3 Fatal Accidents
150 3 2
226
100 200 192 0
168 33 16
117 3
50 106
56 66
38 39
0
Significant Cause/Effect Events – Additional Factors
LANDING GEAR DAMAGE: WIND:

68 involved training; 31 dual and 37 student solo. Includes tailwind, crosswind, and gusty wind
25 involved training; 11 dual and 14 student solo
LOSS OF ENGINE:
Includes engine failures, malfunctions and any STALL/SPIN/SPIRAL:
fuel related events - 38 involved training; 29 dual and 9 student solo.
Total engine failures; malfunctions; and fuels
events: 201 (11 fatal events) IMPROPER FLARE:
Fuel related: 79 (7 fatal events) 31 involved training; 11 dual and 20 student solo.
26 involved training; 22 dual and 4 student solo.
IMPROPER AIRSPEED:
DIRECTIONAL CONTROL:
CANOPY/DOOR OPENED:
HARD/BOUNCED LANDING:
Involved 8 different make/model airplanes
GROUND LOOP/NOSE OVER:

Top Ten Significant Cause/Effect Events– Fiscal Year Trends [10 Years]
1. Landing Gear Damage 4. Hard/Bounced Landing

15
14
25
20
"I18
V
- 15 -
18- 16
22
--
18
15
15
10
11
12
9
12 12
9
10
12
15 V -
10 I/
- ._
- -- - -- 9
-
10
---
8
5 V
- ._
- - ._ ._ 5
0
12
-
13
._
14
-
15
-
- 16
._
17 18
-
19
._
20
-
21
~
0
12 13 14 15 16 17 18 19 20 21
2. Loss of Engine Power (For Any Reason) 5. Wind
30 27 20
25 17
25 20 21
19 15 12
20 10
13 14
15 10
8 9 9 6 6
10 4 4 4
5 2
5 1
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
3. Directional Control 6. Ground Loop/Nose Over

14
30 27 14 12
11
25 12 10
20 19 9
20 10 8
7
13 8
15 11 11 10 5
8 8 6 4
10 6 4
5 1
2
0 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21

7. Stall/Spin/Spiral 9. Canopy/Door Opened
10 8
10 /
8 - 8 7
6
8 V'""
- --
7
,--
7
6
-
6
4
6 V
4 V
-
5
- ,-- ,-- - - - 4 4
2
4
2
- ,-- ,-- - - ,-- ,-- 2 1 1 1
2 V
0 0
0 I/ - ,-- ,-- - - - ,-- lJl 0
- :T 0
12 13 14 15 16 17 18 19 20 21 12 13 14 15 16 17 18 19 20 21
8. Improper Flare 10. Improper Airspeed

6
10
8 7
9 6
5
,,
5
---
5
4
-
- -- - - --
6
5 5 4 V 3 3
6
3
3 V
- - - 2 -
4
2
2 2
1 1
2 V
- - 1 --
1 V
0
12 13 14 15 16 17 18 19 20 21
0 /
12
-13
-
14
-
15
-
16
LJl__
17 18
-
19
0
20
0
21

System/Component Failures
System/Component Failure or Malfunction - Powerplant

[Only Engine/Prop Specific Failures are Shown]
9
9
8
7
6
2 Prop Failures
5
4
3
3 1 Prop Failure
2
1 1
0
Rotax Continental Jabiru
NOTE: No fatal accidents involving system/component failure or malfunction – powerplant.
System/Component Failure or Malfunction - Non-Powerplant
30 0
□ Fatal Accidents
25 0
Non-Fatal Accidents/Incidents
20
15 0
28
0 0 23
10
0 14
5 1 1 0 0 10 10
0 1 3
0 0 0 0 3 4 4 5
1 1 1 1 2 1 2 2
0

Total Aircraft by Manufacturer
Manufacturers with 20 or more registered aircraft and had at least one aircraft involved in
an accident/incident. Based on FAA Aircraft Registry, AFB-710 data from October 2021 for
SLSA manufacturing code “060”; airworthiness may or may not be completed.
;1 I I I I I I I I
Flight Design ■ 420
CubCrafters .I 396
American Legend ■
225
I
Tecnam ■
213
I
Czech Sport Aircraft (CSA) 210
I
Cessna 180
I
Van's Aircraft 168
I
ICON 131
Aeropro CZ 129
Jabiru 118
Remos 105
Progressive Aerodyne 103
Pipistrel ■
92
Evektor 90
TL Ultralight 79
Czech Aircraft Works (CZAW) 75
BRM Aero 75
Evolution Aircraft/Trikes ■ 67
Vashon ■ 63
AMD 56
Powrachute 55
Rans 54
Aeroprakt America/Mfg ■ 43
Airborne Windsports 39
SCODA/EDRA I 37
Fantasy Air
North Wing UUM
Airtime Aircraft/Sea & Sky
Phoenix Air
1--
I
I
I
34
34
28
28
Zlin Aviation I 28
Rainbow SkyReach I 28
The Airplane Factory I 27
Six Chuter I~ 26
FoxAir p 23
0 50 100 150 200 250 300 350 400 450

Manufacturers with less than 20 registered aircraft and had at least one aircraft involved in
an accident/incident. Based on FAA Aircraft Registry, AFB-710 data from October 2021 for
1 I I I I I I I I I
Apollo Aircraft 19
I I I I I I I I
Aero AT 19
I I I I I I I
Air Creation USA 17
I I I I I I I
IndUS Aviation 17
I I I I I I
Urban Air 16
Jihlavan
I
I
I
I
I
I
I
I
I
I
I
I
14
- 16
Iniziative Industriali Italian (3I)
I I I I I I
AirMax/SeaMax 14
I I I I I I
P&M Aviation ■ 13
I I I I I I
Arion Aircraft .I 13
I I I I I
M-Squared 12
I I I I I
Paradise USA/Brazil 12
FPNA
I I I I I
. 11
Skykits USA
I I I I I
. 11
Aeropilot
I
I
I
I
I
I
I
I
I
. 11
I.C.P SRL 10
I I I I
World Aircraft 9
I I I
CGS Aviation/Terry Short 8
B&F Technik/FK Lightplanes 6
Dova 6
Higher Class Aviation 6
I I I
SC Aerostar 6
X-Air
I
I
I
I
I
I
.5
Breezer I 5
I I I
Direct Fly ■ 5
I I
PPHU Ekolot 4
I I
Aerosport LTD 4
I I
Aerospool 4
I I
Magnaghi 4
Magnus
I I
.3
LSA America
I I
.3
Storm Aircraft
I I
.3
Luscombe Silvaire
I I
.3
Flyitalia/Gryf
I
I
I
.3
Aveko 2
I
Eagle Aircraft 2
I
Zaklady 2
I
Canadian Light AC/BushCaddy USA 2
I
Czech Sportplanes 2
TeST spol
Just Aircraft
New Kolb Aircraft :~
0
1
1
1
2 4 6 8 10 12 14 16 18 20

Total Fatal and Non-Fatal Accident/Incident Events by Manufacturer
The following manufacturers have 5 or more fatal accident and/or non-fatal accident/incident
events.
Flight Design 121 7

Czech Sport Aircraft (CSA) 77 2
Cessna 74 1
Tecnam 68 4
Remos 62 5
Evektor 54 4
Jabiru 45 1
Czech Aircraft Works (CZAW) 36 5
American Legend 36 1
CubCrafters 19 1
Progressive Aerodyne 19 0
Aeropro CZ 16 2
Evolution Aircraft/Trikes 11 6
TL Ultralight 13 3
Aero AT 14 1
Pipistrel 13 2
The Airplane Factory 14 0
□ Non-Fatal Accidents/Incidents
ICON 12 2
Airborne Windsports 7 6 □ Fatal Accidents
Fantasy Air 9 2
AMD 6 4
Skykits USA 7 2
Arion Aircraft 8 1
Rans 9 0
North Wing UUM 5 3
Jihlavan 7 0
Van's Aircraft 5 2
Urban Air 5 1
Dova 6 0
P&M Aviation 4 2
Iniziative Industriali Italian (3I) 5 1
IndUS Aviation 6 0
BRM Aero 5 1
SCODA/EDRA 6 0
B&F Technik/FK Lightplanes 5 0
Phoenix Air 5 0
Airtime Aircraft/Sea & Sky 4 1
Powrachute 5 0
0 20 40 60 80 100 120 140

The following manufacturers have less than 5 fatal accident and/or non-fatal accident/incident
events.
1 I I I I I I I
4 0
FPNA 4 0
I I
4I I I I
0
Rainbow SkyReach 4 0
3 1
I I I I I I
AirMax/SeaMax 4 0
3 0
Breezer 3 0
3 0
Aerosport LTD 3 0
I I I I
3 0
Aeroprakt America/Mfg 3 0
I I
2 0
Zaklady 2 0
2 0
I I
Magnaghi 2 0
2 0
I I
PPHU Ekolot 2 0
2 0
Six Chuter 2 0
I I
2 0
New Kolb Aircraft 1 0
I I
0 1
Vashon 1 0
1I 0
I
TeST spol 1 0
1 0 □ Non-Fatal Accidents/Incidents
I I
Flyitalia/Gryf 1 0 □ Fatal Accidents
1 0
Direct Fly 1 0
I I
1 0
LSA America 1 0
I I
0 1
X-Air 0 1
1 0
I I
M-Squared 1 0
1 0
Air Creation USA 1
✓
0

Total Fatal Accidents by Manufacturer
Chart Note: WSC shown in blue; all others are airplane.
1
Aero AT .I I 1
Aeropro CZ 2
Airborne Windsports 6
Airtime Aircraft 1
AMD 4
Arion Aircraft 1
American Legend 1
BRM Aero 1
CGS Aviation/Terry Short 1
Cessna 1
CubCrafters 1
Czech Aircraft Works (CZAW) 5
Czech Sport Aircraft (CSA) 2
Evektor 4
Evolution Aircraft/Trikes 6
Fantasy Air 2
Flight Design 7
ICON 2
Iniziative Industriali Italian (3I) 1
Jabiru 1
North Wing UUM 3
Magnus 1
P&M Aviation _, 2
Pipistrel 2
Remos 5
Skykits USA 2
Tecnam 4
TL Ultralight 3
Urban Air 1
Van's Aircraft 2
X-Air 1
Zlin Aviation 1
0 1 2 3 4 5 6 7

Total Fatal Accidents by Manufacturer to Total Aircraft by Manufacturer
Total aircraft based on search of FAA Aircraft Registry, AFB-710 database from October-2021 for
Chart Note: WSC shown in light blue; all others are airplane.
... I
Aero AT 5.3%
Aeropro CZ
Airborne Windsports
~ 1.6%
15.4%
I
Airtime Aircraft ■ 3.6%
AMD ■ 7.1%
Arion Aircraft 7.7%
American Legend I 0.4%

BRM Aero ■ 1.3%
CGS Aviation/Terry Short 12.5%
Cessna I 0.6%
CubCrafters 0.3%
Czech Aircraft Works (CZAW) 6.7%
Czech Sport Aircraft (CSA)

Evektor
~ 1.0%
4.4%
I
Evolution Aircraft/Trikes 9.0%
I I
Fantasy Air ■ 5.9%
Flight Design 1.7%
ICON 1.5%
Iniziative Industriali Italian (3I) 7.1%
Jabiru 0.8%
North Wing UUM 8.8%
Magnus ■ 33.3%
P&M Aviation I 15.4%
Pipistrel
Remos
~ 2.2%
4.8%
I
Skykits USA 18.2%
Tecnam
TL Ultralight
~ 1.9%
3.8%
I
Urban Air 6.3%
Van's Aircraft
X-Air
• 1.2%
20.0%
Zlin Aviation .,, 3.6%

/ / /
0.0% 5.0% 10.0% 15.0% 20.0% 25.0% 30.0% 35.0%

Total Fatal Accidents by Manufacturer to Total Fatal Accident Events
Chart Note: WSC shown in blue; all others are airplane.
... I
Aero AT 1.30%
I I
I
I 2.60%
Aeropro CZ ■
I I
Airborne Windsports u 7.79%
I I
Airtime Aircraft ■ 1.30%
I I
AMD ■ 5.19%
I I
Arion Aircraft ■ 1.30%
I I
American Legend ■ 1.30%
I I
BRM Aero ■ 1.30%
I I
CGS Aviation/Terry Short ■ 1.30%
I I
Cessna I 1.30%
I I
CubCrafters ■ 1.30%
I I
Czech Aircraft Works (CZAW) ■ 6.49%
I I
Czech Sport Aircraft (CSA) ■ 2.60%
I I
Evektor ■ 5.19%
I I
Evolution Aircraft/Trikes u 7.79%
I I
Fantasy Air ■ 2.60%
I I I
Flight Design 9.09%
I I
ICON ■ 2.60%
I I
Iniziative Industriali Italian (3I) I 1.30%
I I
Jabiru ■ 1.30%
I I
North Wing UUM u 3.90%
I I
Magnus ■ 1.30%
I I
P&M Aviation ■ 2.60%
I I
Pipistrel ■ 2.60%
I I
Remos ■ 6.49%
I I I
Skykits USA ■ 2.60%
I I
Tecnam ■ 5.19%
I I
TL Ultralight u 3.90%
I I
Urban Air ■ 1.30%
I I
Van's Aircraft ■ 2.60%
I I
X-Air ■ 1.30%
I I
Zlin Aviation .., ■ 1.30%
/ .,.
0.00% 1.00% 2.00% 3.00% 4.00% 5.00% 6.00% 7.00% 8.00% 9.00% 10.00%

Weight-Shift-Control (WSC) Specific Accident Data
Fatal Accidents by Fiscal Year (FY)
3
3
I
2 2 2 2 2 2
:\.
I
l
I
~
1 1
I
~
'
I
0 0 0
:'Ill
•
I
0
2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021
Fatal Accidents by Manufacturer
6
6 6
5
3
3
2
2
1
1
0
Airborne Evolution North Wing P&M Aviation Airtime
Windsports Aircraft Aircraft
Reference the next section of this report for NTSB probable cause statements on all fatal
accidents, including these WSC fatal accidents.

Fatal Accidents – Probable Cause(s)
The National Transportation Safety Board determines the probable cause(s) of the fatal accidents
as follows:
Reg. Make & Date of

Number Model S/N Accident NTSB No NTSB Cause
The instructor pilot's failure to maintain airspeed for unknown

Fantasy Air reasons, resulting in an aerodynamic stall and subsequent collision
N9164M Allegro 2000 05-208 8/7/2005 ATL05LA140 with the ground.
The failure of both pilots to assure that the fuel cap was securely in
place prior to takeoff which resulted in fuel siphoning and
American ultimately fuel exhaustion. An additional cause was the decision to
Legend fly over the lake outside of gliding distance to shore along with the
N848LC AL11 AL-1047 7/30/2006 CHI06FA224 delay in diverting to refuel the airplane.
AMD 601- In-flight structural failure of the horizontal stabilizer and wings for
N158MD CH601XL 016S 11/4/2006 LAX07FA026 undetermined reasons.
Czech
Aircraft
Works
(CZAW) The pilot's inadequate preflight inspection, which resulted in a
N601VA CH601XL 6-9734 11/11/2006 NYC07FA025 total loss of engine power due to fuel exhaustion.
Cub Crafters CC11-

N222TB CC11-100 00030 7/7/2007 LAX07FAMS1 The airplane is missing.
The pilot's failure to maintain airspeed while maneuvering,

resulting in an aerodynamic stall. Contributing to the accident was
the conflicting airspeed information provided by the manufacturer,
Zlin Aviation the incorrect airspeed indicator markings, and the high density
N808GS Savage 0073 8/15/2007 DEN07FA136 altitude.
The flight instructor's failure to maintain sufficient airspeed during

takeoff-initial climb to avoid a stall/spin. Contributing to the
accident was the flight instructor's inadequate preflight planning,
his failure to calculate the airplane's weight and balance, the high
density altitude, inadequate information for preflight planning
provided by the manufacturer, and the insufficient standards for
Evektor 2006 Pilot Operating Handbook information required by the ASTM
N616EV SportStar 0709 9/15/2007 DEN07FA158 consensus standards.
Czech
Aircraft
Works
(CZAW)
N357DT CH601XL 6-9733 4/8/2008 NYC08FA158 The in-flight failure of the left wing for undetermined reasons.
Colyaer
Freedom S-
100 130- The pilot's loss of aircraft control for undetermined reasons while
N4450E (Amphibian) 001-028 7/9/2008 MIA08LA138 making a water landing.
Czech
Aircraft
Works The pilot's failure to maintain control of the airplane in the landing
(CZAW) pattern. Contributing to the severity of injuries was the failure of
N602CF SportCruiser 08SC129 7/21/2008 CHI08FA196 the pilot's shoulder harness.

Reg. Make & Date of
The pilot's failure to maintain aircraft control during a low-altitude

Iniziative maneuver. Contributing to the accident was the pilot's decision to
Industriali perform a maneuver at a low altitude that was insufficient to allow
Italian (3I) him to recover from the loss of control. Contributing to the
Sky Arrow occupants’ injuries was the inadequacy of the restraint system
N454SA 600 Sport LSA012 10/7/2008 WPR09FA005 design by the manufacturer.
The pilot's inadequate preflight assembly and inspection which

resulted in the pushrod connection to the left aileron not being
Remos connected, which led to a subsequent inflight loss of control and
N9GX GX 299 1/25/2009 ERA09FA141 impact with terrain.
P&M Aviation
N433PM QuikR 8433 6/25/2009 ERA09LA369 A loss of aircraft control for an undetermined reason.
Tecnam A loss of aircraft control while maneuvering for undetermined

N145AG P2002 316 1/23/2010 CEN10FA107 reasons.
Evektor The pilot's improper decision to initiate and continue a flight into
SportStar 2007 instrument meteorological conditions that led to spatial
N930LA Plus 0930 3/5/2010 CEN10FA141 disorientation and a loss of control during cruise flight.
Czech
Aircraft
Works
(CZAW)
Mermaid 06MM The pilot’s loss of control resulting from an aerodynamic stall/spin
N853CZ (Amphibian) 008 4/1/2010 CEN10FA182 while maneuvering at low altitude.
Airborne The pilot's intentional in-flight maneuvers that exceeded the
Windsports XT-912- structural limits of the aircraft, which resulted in structural failure
N34TH XT-912-L 0335 4/21/2010 WPR10FA211 of the wings.
Evektor
SportStar 2008101 The opening of the cockpit canopy in-flight due to improper
N121EV Plus 1 5/29/2010 CEN10FA278 latching, which resulted in a LOC and impact with terrain.
The pilot's failure to maintain adequate airspeed which resulted in

N8549S Aero ATAT-4 AT4-004 7/28/2010 CEN10LA470 a stall and subsequent loss of control of the airplane.
North Wing
UUM
N417JN Scout XC LS9007 8/21/2010 ERA10FA435 The pilot's loss of aircraft control for an undetermined reason.
Remos The pilot's failure to maintain airplane control while maneuvering
N268RA G-3/600 231 8/28/2010 WPR10FA435 at a low altitude.
The flight instructor did not maintain aircraft control while

Airborne maneuvering at low altitude. Contributing to the accident was the
Windsports XT-912- inadvertent application of the choke, which resulted in a
N29EP XT-912-L 0131 2/15/2011 WPR11FA138 momentary interruption of engine power.
The pilot's inadvertent application of control inputs that resulted in
rapid, right-rolling, negative g-forces during night cruise flight and
his subsequent ejection from the airplane. Contributing to the
accident was the pilot's decision to fly at night in an airplane not
Czech Sport approved for night flight, his unbuckling of the seat belt portion of
Aircraft (CSA) P10010 the restraint harness, and the inadvertent opening of the
N420PS SportCruiser 09 5/6/2011 ERA11FA287 airplane’s canopy.
Czech
Aircraft The pilot’s failure to maintain control during the takeoff climb,
Works which resulted in a stall at low altitude and collision with terrain.
(CZAW) Contributing to the accident was the pilot’s impaired performance
N282SC SportCruiser 06SC006 5/14/2011 WPR11LA223 from over-the-counter medications.

Reg. Make & Date of
The pilot's continued operation of the aircraft with deteriorated
wing fabric and his aggressive maneuvering at low altitude, which
resulted in the right wing fabric’s failure during flight. Contributing
P&M Aviation to the accident was the pilot's loading of the aircraft in excess of
N705PM Quik 8245 5/17/2011 WPR11FA225 the MTOW limit.
The inability of the PIC to recover from an inadvertent spin

following a stall demonstration for reasons that could not be
determined because aircraft and engine examinations did not
reveal any anomalies that would have precluded recovery from the
spin. Contributing to the severity of the accident were the PIC’s
failure to remove the airframe parachute system safety pin before
takeoff, the exceedance of the left-seat weight limitation, and the
location of the parachute system activation handle behind the
TL Ultralight TLUSA PIC’s seat, which prevented easy access during the uncontrolled
N2442 Sting S3 174 7/29/2011 ERA11LA427 descent.
The pilot’s failure to maintain adequate airspeed while
maneuvering at a low altitude. Contributing was the pilot's
decision to maneuver at an altitude below that required for
Remos congested areas, which did not afford an adequate margin for stall
N107GX GX 293 9/15/2011 CEN11FA645 recovery.
The non-certificated pilot’s decision to fly the airplane without

Skykits USA receiving any flight instruction in the airplane, which resulted in his
Savannah 10-03- failure to maintain sufficient airspeed during takeoff and the
N61XT VGW 51-905 11/20/2011 CEN12FA073 subsequent aerodynamic stall.
The pilot's inadequate preflight inspection, which failed to ensure

that the elevator quick-fastener was properly secured, resulting in
an inflight elevator control disconnect and subsequent loss of
control during the ensuing emergency landing. Contributing to the
Remos accident was the pilot's failure to remove the padlock from the
N206GX GX 335 6/15/2012 ERA12FA395 airplane's ballistic recovery system parachute activation handle.
The pilot’s failure to recover from a stall, which resulted in a spin.

TL Ultralight TLUSA Contributing to the accident was the instructor’s inadequate
N177N StingSport 153 7/5/2012 WPR12FA295 remedial action.
The pilot's failure to maintain adequate airspeed while

maneuvering at or above the airplane's maximum ceiling, which
resulted in a stall and a subsequent loss of airplane control.
Skykits USA Contributing to the accident was the pilot's decision to operate the
Savannah 07-07- airplane in the high density altitude conditions, which placed the
N9764J ADV 51-621 9/3/2012 WPR12FA395 airplane near or above its maximum ceiling.
Jabiru USA The pilot's failure to maintain adequate airspeed during initial
Sport Aircraft climb following an aborted landing, which resulted in an
N635J J250-SP 500 11/18/2012 CEN13LA062 aerodynamic stall and spin at a low altitude.
The loss of engine power due to fuel exhaustion as a result of the

manufacturer providing the incorrect Pilot’s Operating Handbook
to the owner, which prevented the pilot from accurately
calculating the fuel requirements before the flight. Contributing to
PipistrelAlpha 453AT9 the accident were the pilot’s inadequate preflight planning and
N477PA Trainer 12LSA 6/11/2013 CEN13FA338 poor decision-making.
The student pilot’s abrupt maneuver to avoid transmission wires,

which resulted in his loss of airplane control. Contributing to the
North Wing accident was the pilot’s decision to perform a low-altitude flight,
UUM his distracted attention, and his failure to monitor the
N467YN Sport X2 LS7022 7/7/2013 WPR13LA313 environment for objects.

Reg. Make & Date of
Flight Design 05-06- The airplane's unexpected encounter with a dust devil, which
N424CT CTSW 02 7/10/2013 CEN13LA409 resulted in the loss of airplane control.
Airborne The pilot's failure to properly secure himself in the cockpit with the
Windsports XT-912- seat belt, which resulted in his inability to control the airplane
N123FJ XT-912-L 0294 7/29/2013 WPR13LA347 after takeoff.
maneuvering, which led to the airplane exceeding its critical angle
of attack and experiencing an aerodynamic stall/spin. Contributing
to the accident was the improper location of the parachute
Urban Air activation handle and the pilot's failure to remove the handle's
N19UA Samba XXL SA XL 79 8/16/2013 WPR13FA376 locking pin before flight.
Evolution The pilot's reconfiguration of the fuel venting system, which
Aircraft resulted in a loss of engine power and subsequent loss of aircraft
N98EV Revo 000551 3/11/2014 WPR14FA135 control.
The pilot's failure to maintain adequate airspeed following a left

Flight Design 06-10- turn during takeoff, which led to the airplane exceeding its critical
N508CT CTSW 06 7/5/2014 ERA14LA329 angle-of-attack and experiencing an aerodynamic stall.
The non-instrument-rated pilot’s decision to continue visual flight

Evolution into instrument meteorological conditions, which resulted in his
N214EV Aircraft loss of aircraft control and the resultant overstress and in-flight
(N779ST) Revo 000604 8/11/2014 CEN14LA419 breakup of the weight-shift-control aircraft.
The pilot’s failure to recover from a stall, which resulted in a

Cessna 162 subsequent spin from which he did not recover because he did not
N3037H 162 00115 9/19/2014 WPR14FA381 immediately apply the proper stall and spin recovery techniques.
The pilot's loss of airplane control while turning onto the base leg
HAII- of the traffic pattern due to his failure to maintain sufficient speed
CGS Aviation 316- and/or overbanking, which resulted in the airplane impacting
Hawk Arrow 700E- trees. Contributing to the pilot's fatal injuries was his fall from a
N916H II TRI 10/20/2014 CEN15LA022 tree after exiting the airplane.
The pilot's excessively high angle-of-attack on rotation that

AMD 601- prevented the airplane from climbing sufficiently to avoid the
N623HS CH601XLi 026S 3/31/2015 CEN15FA187 approaching trees.
Czech Sport The pilot's failure to maintain airplane control after the cockpit
Aircraft (CSA) P10010 canopy opened during initial climb. Contributing to the accident
N35EP SportCruiser 59 6/21/2015 ERA15FA245 was the pilot's failure to securely lock the canopy before takeoff.
The sport pilot’s improper decision to operate the weight-shift-
Evolution control aircraft at low altitude and his subsequent failure to
Aircraft maintain control of the aircraft, which resulted in a subsequent
N2264X Revo 000594 9/5/2015 ERA15LA339 collision with terrain.
The non-instrument-rated pilot's spatial disorientation and
subsequent loss of airplane control while maneuvering at low
Flight Design 11-11- altitude, over water with no visible horizon, in dark night
N622BT CTLS 05 11/4/15 ERA16FA031 conditions, which resulted in a collision with the water.
The student pilot's loss of control after exceeding the airplane's
Tecnam critical angle-of-attack, which lead to a power-on, aerodynamic
P92 Echo departure stall. Contributing to the accident was the flight
N323BR Super 986 2/1/16 CEN16FA094 instructor's inadequate oversight of the student pilot.

Reg. Make & Date of
maneuvering at low altitude in hilly terrain, which resulted in the
airplane's wing exceeding its critical angle-of-attack and a
subsequent aerodynamic stall. Contributing to the accident were
the pilot's inability to recognize the rising terrain due to the sun
Flight Design F-11-02- glare and the pilot's operation of the airplane in excess of its gross
N911TS CTLS (CTLE) 05 2/10/16 WPR16FA067 weight.
The pilot's improper decision to operate the high-performance
aircraft despite warnings from a flight instructor that he did not
have the experience to operate the aircraft that had different and
more sensitive handling characteristics than the low-performance
Evolution weight-shift-control aircraft that he was used to flying, which led
Aircraft to his improper control inputs and resulted in his loss of aircraft
N107SB Revo 000608 2/16/16 WPR16LA071 control and ground impact immediately after takeoff.
The pilot's failure to maintain adequate airspeed while operating in
the airport traffic pattern, which resulted in the airplane exceeding
Remos its critical angle of attack and experiencing an aerodynamic stall at
N28GX GX 356 3/11/16 CEN16FA122 a low altitude.
The weight shift control aircraft encounter with a wake vortex
from a preceding airplane, which resulted in a roll upset at an
Airborne altitude too low for recovery. Contributing to the accident was the
Windsports XT-912- accident pilot's failure to recognize the potential for a wake vortex
N670EM XT-912-L 0214 3/21/16 WPR16FA086 encounter.
The pilot's failure to maintain airplane control during approach for
landing in gusting crosswind conditions, which resulted in an
Van’s Aircraft exceedance of the airplane's critical angle of attack and a
N276VA RV-12 12056 4/19/16 ERA16FA165 subsequent aerodynamic stall.
Evolution The student pilot's failure to maintain directional control on

Trikes landing. Contributing to the accident was the pilot's lack of flight
N9912S Revo 1002 7/9/16 CEN16LA263 experience.
Carburetor contamination following exposure to water in the fuel,
which resulted in a carburetor malfunction and a partial loss of
Flight Design 08-02- engine power. Contributing to the accident was the pilot's loss of
N527TS CTLS 04 7/28/16 CEN16FA290 airplane control that resulted in a stall.
The pilot's loss of airplane control due to an exceedance of the
airplane's critical angle of attack, which resulted in an accelerated
stall and subsequent impact with a building. Contributing to the
Arion Aircraft accident was the pilot's reported physiological impairment from
Lightning traumatic brain injury, which impaired his ability to safety operate
N341AL LS-1 166 8/2/16 WPR16FA157 the airplane.
Airborne
Windsports XT-912- The pilot's failure to maintain aircraft control while maneuvering in
N188M XT-912-L 0502 12/6/16 WPR17FA033 the traffic pattern.
A loss of control in flight for reasons that could not be determined
AMD 601- because no anomalies consistent with a pre-impact failure or
N4218 CH601XL 068S 12/9/16 CEN17FA053 malfunction were identified during the investigation.
The pilot's failure to maintain clearance from terrain while

maneuvering at a low altitude. Contributing to the accident was
the pilot's mistaken entry into a canyon surrounded by steep rising
ICON Aircraft terrain while at a low altitude for reasons that could not be
N184BA A5 00007 5/8/17 WPR17FA101 determined.

Reg. Make & Date of
The pilot's decision to fly with his large dog in the two-seat, light
sport airplane, and the dog's likely contact with the flight controls
during landing, which resulted in the pilot's loss of airplane
Flight Design 06-01- control and a subsequent aerodynamic stall when the airplane
N62JN CTSW 09 7/1/17 CEN17FA249 exceeded its critical angle of attack.
The flight instructor's failure to maintain control of the aircraft
while demonstrating a spiral dive, which resulted in a loss of
North Wing control. Contributing to the accident was the instructor's decision
UUM to demonstrate a spiral dive maneuver at an altitude that was too
N492XB Scout X-C LS9014 7/1/17 WPR17FA139 low for recovery.
A partial loss of engine power for reasons that could not be
determined based on the available information, and the pilot's
exceedance of the airplane's critical angle of attack during an
attempted return to the airport, which resulted in an
aerodynamic stall and loss of control. Contributing to the accident
AMD 601- was the pilot's decision to return to the airport following a partial
N601PH CH601XLi 040S 7/19/17 ERA17FA248 loss of engine power.
The flight instructor and commercial pilot's inadequate preflight

Tecnam inspection, which resulted in water contamination of the fuel
N319TA P2004 125 8/18/17 ERA17LA280 supply, and a total loss of engine power.
The pilot's improper decision to perform aggressive, low-altitude

ICON Aircraft maneuvers due to his impairment from the use of multiple
N922BA A5 00022 11/7/17 ANC18FA007 psychoactive substances, which resulted in a loss of control.
The pilot's low altitude flight into a power line due to his
impairment from an acute physiologic event during the flight.
XA8500 Contributing to the pilot's impairment was his use of two sedating
N20XA X-AIR LLC 06 12/23/17 CEN18FA060 medications.
The pilot's exceedance of the weight-shift-control aircraft's critical
angle of attack while maneuvering for landing, which resulted in
Airborne an aerodynamic stall and collision with terrain. Contributing to
Windsports XT-912- the accident was the pilot's lack of experience in the accident
N98YW XT-912-L 0339 2/25/18 ERA18LA089 aircraft.
Airtime
Aircraft, Inc. The student pilot's loss of aircraft control for undetermined
N186AT Cygnet 111 8/27/18 ERA18FA235 reasons.
A partial loss of engine power during initial climb for
undetermined reasons, and pilot's failure to maintain airspeed
during a turn back to the runway, which resulted in an
Van's Aircraft exceedance of the airplane's critical angle of attack, and
N232VA RV-12 12006 11/17/18 ERA19FA048 subsequent aerodynamic stall.
The student pilot's exceedance of the airplane's critical angle of

BRM Aero 087 / attack during the initial climb, resulting in an aerodynamic stall
N587BL Bristell S-LSA 2014 12/22/18 ERA19LA078 from which the pilot did not recover.
The flight instructor’s failure to maintain adequate airspeed

during the initial climb after takeoff, which resulted in an
Tecnam exceedance of the airplane's critical angle of attack, an
N118LS P2002 174 4/8/19 WPR19FA106 aerodynamic stall, and loss of control.
The pilot's exceedance of the airplane's critical angle of attack

during the simulated engine failure on initial climb after takeoff,
TL Ultralight TLUSA which resulted in an aerodynamic stall and subsequent loss of
N797N Sting Sport 118 4/25/19 WPR19FA121 control at too low of an altitude to recover.

Reg. Make & Date of
Fantasy Air
N5020X Allegro 2000 05-216 8/14/19 ERA19LA247 Still under investigation at the time of this report.
Aeropro CZ
N214K A220 57819 1/27/20 ERA20FA088 Still under investigation at the time of this report.
998
Pipistrel SNM
N6263R Sinus Flex 912 LSA 4/9/20 ERA20LA149 Still under investigation at the time of this report.
Evektor
SportStar 2007
N820NG Plus 0818 7/1/20 ERA20LA234 Still under investigation at the time of this report.
Evolution
Aircraft
N449WB Revo 00614 10/4/21 WPR21LA0003 Still under investigation at the time of this report.
Magnus
Aircraft MF-212-
N434MA Fusion 212 16-001 4/4/21 CEN21FA177 Still under investigation at the time of this report.
N417R Aeropro CZ 29309 4/25/21 CEN21LA200 Still under investigation at the time of this report.
Flight Design 06-08-

N708JM CTSW 09 5/23/21 ERA21FA225 Still under investigation at the time of this report.

Appendix 1
Phase of Flight Definitions (from CICTT)
Abbreviated definitions are provided; further explanation is available from the CICTT definition
and usage notes document.
STANDING (STD)
Prior to pushback or taxi, or after arrival, at the gate, ramp, or parking area, while the aircraft is
stationary.
PUSHBACK/TOWING (PBT)
Aircraft is moving in the gate, ramp, or parking area, assisted by a tow vehicle (tug).
TAXI (TXI)
The aircraft is moving on the aerodrome surface under its own power prior to takeoff or after
landing.
TAKEOFF (TOF)
From the application of takeoff power, through rotation, and to an altitude of 35 feet above
runway elevation. Includes rejected takeoff.
INITIAL CLIMB (ICL)

From the end of the Takeoff sub-phase to the first prescribed power reduction, or until
reaching 1,000 feet above runway elevation or the VFR pattern, whichever comes first.
EN ROUTE (ENR)
Visual Flight Rules (VFR): From completion of Initial Climb through cruise and controlled
descent to the VFR pattern altitude or 1,000 feet above runway elevation, whichever comes
first.
MANEUVERING (MNV)
Low altitude/aerobatic flight operations.
APPROACH (APR)
Visual Flight Rules (VFR): From the point of VFR pattern entry, or 1,000 feet above the
runway elevation, to the beginning of the landing flare. Includes missed approach/go-around.
LANDING (LDG)
From the beginning of the landing flare until aircraft exits the landing runway, comes to a stop
on the runway, or when power is applied for takeoff in the case of a touch-and-go landing.
Includes aborted landing after touchdown.

EMERGENCY DESCENT (EMG)
A controlled descent during any airborne phase in response to a perceived emergency
situation.
UNCONTROLLED DESCENT (UND)

A descent during any airborne phase in which the aircraft does not sustain controlled flight.
POST-IMPACT (PIM)
Any of that portion of the flight which occurs after impact with a person, object, obstacle or
terrain. While not a Phase of Flight per se, this phase is added to permit accurate sequence of
event reconstruction for occurrences. For example, to capture post-impact fire.
UNKNOWN (UNK)
Phase of flight is not discernible from the information available.

Appendix 2
Occurrence Categories Definitions (from CICTT)
Abbreviated definitions/notes are provided; further explanation is available from the CICTT
definition and usage notes document.
ABNORMAL RUNWAY CONTACT (ARC)

Any landing or takeoff involving abnormal runway or landing surface contact.
Hard/heavy landings, long/fast landings, off center landings, crabbed landings; nose
wheel first touchdown, tail strikes, and wingtip/nacelle strikes; gear-up landings. Includes
waterways.
ABRUPT MANEUVER (AMAN)

The intentional abrupt maneuvering of the aircraft by the flight crew.
Hard braking or rapid change in direction to avoid collision, etc.
AIRPROX/MIDAIR COLLISIONS (MAC)

Air proximity issues, TCAS/ACAS alerts, loss of separation as well as near collisions or
collisions between aircraft in flight.
BIRD (BIRD)
Occurrences involving collisions/near collisions with bird(s)/wildlife.
May occur in any phase of flight.
COLLISION WITH OBSTACLES(S) DURING TAKEOFF AND LANDING (CTOL)

Collision with obstacle(s) during takeoff or landing while airborne.
Contact with obstacles, such as vegetation, trees and walls, snowdrifts, power cables,
wires, land structures and buildings, and water obstacles.
CONTROLLED FLIGHT INTO OR TOWARD TERRAIN (CFIT)

In-flight collision or near collision with terrain, water, or obstacle without indication of loss of
control.
Only for airborne phases of flight. Includes objects extending above the surface (e.g.,
towers, trees, power lines, wires). Includes instances when the flight crew is affected by
visual illusions or degraded visual environment.
FIRE/SMOKE (NON-IMPACT) (F-NI)

Fire or smoke in or on the aircraft, in flight, or on the ground, which is not the result of impact.
FIRE/SMOKE (POST-IMPACT) (F-POST)

Fire/Smoke resulting from impact.
Only used for occurrences in which post impact fire was a factor in the outcome. This
category is only used in conjunction with another category.

FUEL RELATED (FUEL)
One or more powerplants experienced reduced or no power output due to fuel exhaustion, fuel
starvation/mismanagement, fuel contamination/wrong fuel, or carburetor and/or induction
icing.
For problems that are not the result of mechanical failures which are coded elsewhere.
GLIDER TOWING RELATED EVENTS (GTOW)

Premature release, inadvertent release or non-release during towing, entangling with towing,
cable, loss of control, or impact into towing aircraft/winch.
Applicable both to aircraft under tow by winch or by another aircraft, or to aircraft
executing towing.
GROUND COLLISION (GCOL)

Collision while taxiing to or from a runway in use.
Includes collisions with an aircraft, person, animal, ground vehicle, obstacle, building,
structure, etc., while on a surface other than the runway.
GROUND HANDLING (RAMP)

Occurrences during (or as a result of) ground handling operations.
Includes collisions that occur while servicing, boarding, loading, and deplaning; includes
injuries to people from prop strikes; includes towing events; includes jet blast and
prop/rotor downwash; includes aircraft external preflight configuration errors (e.g.,
improper loading and improperly secured doors and latches.
ICING (ICE)
Accumulation of snow, ice, freezing rain, or frost on aircraft surfaces that adversely affects
aircraft control or performance.
Includes accumulations that occur in flight or on the ground; includes windscreen icing
and ice on sensors, antennae, and other external surfaces; does not include carb or
induction icing events that are coded in the FUEL category.
LOSS OF CONTROL–GROUND (LOC-G)

Loss of aircraft control while the aircraft is on the ground.
Used only for non-airborne phases of flight; may result from a contaminated runway or
taxiway (e.g., rain, snow, ice, slush); may occur as the result of other occurrence
categories; do not use when a mechanical failure rendered the aircraft uncontrollable.
LOSS OF CONTROL-INFLIGHT (LOC-I)

Loss of aircraft control while, or deviation from intended flight path, in flight.
Used only for airborne phases of flight; may occur as a result of a deliberate maneuver
(e.g., stall/spin practice); includes stalls; includes pilot-induced or assisted oscillations;
includes occurrences involving configuring the aircraft (e.g., flaps, slats, onboard
systems, etc.)

LOSS OF LIFTING CONDITIONS EN ROUTE (LOLI)
Landing en route due to loss of lifting conditions. Applicable only to aircraft that rely on static
lift to maintain or increase flight altitude, namely sailplanes, gliders, hang gliders and
paragliders, balloons and airships.
Applicable to gliders, motorgliders, balloons, and airships.
LOW ALTITUDE OPERATIONS (LALT)

Collision or near collision with obstacles/objects/terrain while intentionally operating near the
surface (excludes takeoff or landing phases).
“Terrain” includes water, vegetation, rocks, and other natural elements lying on, or
growing out of, the earth; includes aerobatics, sightseeing, demo flights, aerial inspection,
ostentatious display, maneuvering in close proximity to cliffs, mountains, into box
canyons, and similar flights.
OTHER (OTHR)
Any occurrence not covered under another category.
RUNWAY EXCURSION (RE)

A veer off or overrun off the runway surface.
Only applicable during either the takeoff or landing phase; may be intentional or
unintentional (e.g., to avoid a collision).
RUNWAY INCURSION-ANIMAL (RI-A)

Collision with, risk of collision with, or evasive action taken by an aircraft to avoid an animal on
a runway or on a helipad/helideck in use.
RUNWAY INCURSION-VEHICLE, AIRCRAFT OR PERSON (RI-VAP)

Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle, or
person on the protected area of a surface designated for the landing and takeoff of aircraft.
SECURITY RELATED (SEC)

Criminal/Security acts which result in accidents or incidents (per Annex 13 to the Convention
on International Civil Aviation).
Examples include hijacking and/or aircraft theft, unruly passenger, flight control
interference, sabotage, suicide, and acts of war.
SYSTEM/COMPONENT FAILURE OR MALFUNCTION (NON-POWERPLANT) (SCF-NP)

Failure or malfunction of an aircraft system or component other than the powerplant.
Includes errors or failures in software and database systems; includes non-powerplant
parts or pieces separating from an aircraft; includes all failures/malfunctions, including
those related to or caused by maintenance issues.

SYSTEM/COMPONENT FAILURE OR MALFUNCTION (POWERPLANT) (SCF-PP)
Failure or malfunction of an aircraft system or component related to the powerplant.
Includes props, prop system, and engine gearbox and powerplant controls; includes
powerplant parts or pieces separating from a powerplant; includes all
failures/malfunctions, including those related to or caused by maintenance issues.
TURBULENCE ENCOUNTER (TURB)

In-flight turbulence encounter.
Includes encounters with turbulence in clean air, mountain wave, mechanical, and/or
cloud-associated turbulence; includes wake vortex encounters; includes turbulence when
operating around or at buildings, structures, and objects.
UNDERSHOOT/OVERSHOOT (USOS)
A touchdown off the runway/helipad/helideck surface.
For occurrences during the landing phase; includes offside touchdowns.
UNINTENDED FLIGHT IN IMC (UIMC)

Unintended flight in Instrument Meteorological Conditions (IMC).
Only to be used when loss of visual reference is encountered and if pilot not qualified to
fly in IMC and/or aircraft not equipped to fly in IMC.
UNKNOWN OR UNDETERMINED (UNK)

Insufficient information exists to categorize the occurrence.
Includes cases in which the aircraft is missing or in which there is not enough information
at hand to classify the occurrence.
WINDSHEAR OR THUNDERSTORM (WSTRW)

Flight into wind shear or thunderstorm.
Includes in-flight events related to hail; includes events related to lightning strikes;
includes events related to heavy rain.


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FAA

Aircraft Certification Service (AIR)

Continued Operational Safety (COS) Report

JULY 2004 THROUGH SEPTEMBER 2021

Issued May 12, 2022

General Information .................................................................................................................................4

New for Fiscal Year (FY) 2021

COS Report Issued May 12, 2022 Page 3 of 56

SLSA Vision for the Future

COS Report Issued May 12, 2022 Page 4 of 56

Definitions (Ref. NTSB Form 6120.1)

COS Report Issued May 12, 2022 Page 5 of 56

ELSA Fatal Accidents by Class

COS Report Issued May 12, 2022 Page 6 of 56

SLSA Airworthiness Certifications

COS Report Issued May 12, 2022 Page 7 of 56

COS Report Issued May 12, 2022 Page 8 of 56

SLSA Cumulative Fleet Size Totals By FY

SLSA Cumulative Fleet Size Changes by Fiscal Year (FY)

SLSA Cumulative Fleet Size Changes by FY

COS Report Issued May 12, 2022 Page 9 of 56

GA Survey Data - Number of Active SLSA

3000 2551 2554 2675 2570

GA Survey Data - Total SLSA Hours Flown

250,000 209,294 202,000

GA Survey Data - Average SLSA Hours Flown

COS Report Issued May 12, 2022 Page 10 of 56

Fiscal Year 2021

Total Estimated Active SLSA Manufacturers

8-Year Historical Information

2014 2015 2016 2017 2018 2019 2020 2021

2014 2015 2016 2017 2018 2019 2020 2021

Note 2: Manufacturers NOT included in data 2016 and on –

Note 3: Data source: AFB-710 Registry Database.

COS Report Issued May 12, 2022 Page 11 of 56

COS Report Issued May 12, 2022 Page 12 of 56

0.30% 0.27% 0.25%

NOTE: Total Fleet represents registrations issued.

Fatal Accidents – Cumulative Average by FY

Cumulative Average FATAL Accidents by FY

4.50 4.11 4.10 4.09

COS Report Issued May 12, 2022 Page 13 of 56

NOTE: Total Fleet represents registrations issued.

COS Report Issued May 12, 2022 Page 14 of 56

Non-Fatal Accidents/Incidents by Class to

9.4% Airplane 18.8%

Airplane 2.2% WSC 30.9%

Glider 1.0% 18.2%

Non-Fatal Accidents/Incidents by Month of Year

COS Report Issued May 12, 2022 Page 15 of 56

SLSA/Pilot Fatal Accident Matrix

Recreation+ CL3+ (Rated Pilot) 31

Non-Fatal Accidents/Incidents by Type of Pilot Certificate and Medical Certificate

[Data not collected for this metric.]

Fatal Accidents by Pilot Age Fatal Accidents: Pilot vs Aircraft

COS Report Issued May 12, 2022 Page 16 of 56

Fatal Accidents By Class By FY

NOTE: No fatal accidents involving PPC or LTA aircraft.

Non-Fatal Accidents/Incidents Involving Bird Strikes

NOTE: All accidents/incidents involved airplanes

COS Report Issued May 12, 2022 Page 17 of 56

Comparison Chart Showing Fatal Accidents per 100K Hours of Operation

Personal Exp SLSA

COS Report Issued May 12, 2022 Page 18 of 56