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ICAO Safety Report 2025
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SAFETY
State of Global Aviation Safety
ICAO Safety Report 2025 Edition
© 2025, International Civil Aviation Organization
Published in Montréal, Canada
International Civil Aviation Organization
999 Robert-Bourassa Boulevard
Montréal, Quebec, Canada
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Disclaimer
This report makes use of information, including air transport and safety-related data and statistics,
which is furnished to the International Civil Aviation Organization (ICAO) by third parties. All third party
content was obtained from sources believed to be reliable and was accurately reproduced in the report
at the time of printing. However, ICAO specifically does not make any warranties or representations as to
the accuracy, completeness, or timeliness of such information and accepts no liability or responsibility
arising from reliance upon or use of the same. The views expressed in this report do not necessarily
reflect individual or collective opinions or official positions of ICAO Member States.
Note: The ICAO Regions based on the Member States accredited to each ICAO Regional Office are used
in the report and are listed in Appendix 1 . This document focuses primarily on scheduled commercial
flights. The scheduled commercial flights data was based on the Official Airline Guide (OAG) combined
with internal ICAO big data preliminary estimates.
ICAO Safety Report | 2025 EditionEnsuring the Safety and Security
of Every Flight
A specialized agency of the United Nations established in 1944, the International Civil Aviation Organization
(ICAO), together with its 193 Member States and several industry groups, has achieved 80 years of
success in delivering an outstanding performance of safe and secure international civil aviation system
that connects the world for the benefit of all nations and people.
ICAO promulgates Standards and Recommended Practices (SARPs) to facilitate harmonized regulations in
aviation safety, security, efficiency and environmental protection on a global level. Today, ICAO manages
over 12 000 SARPs across 19 Annexes and seven Procedures for Air Navigation Services (PANS) to the
Convention on International Civil Aviation (Chicago Convention), many of which are constantly evolving
in tandem with the latest developments and innovations. ICAO also serves as the primary forum for
cooperation in all fields of civil aviation among its Member States and aviation industry.
7 December 2024 marked the 80th anniversary of the signing of the Convention in Chicago, United States.
International civil aviation is entering a new era marked by unprecedented challenges and new
opportunities. In this context, ICAO has launched its comprehensive 2026−2050 Strategic Plan with
Strategic Goals and High Priority Enablers to ensure a safe, secure and sustainable global aviation system.
The 42nd Session of the ICAO Assembly will be held from 23 September to 3 October 2025. To celebrate
the most widely attended event of the aviation community and commemorate its 80th anniversary, ICAO
has published a special edition of its safety report – State of Global Aviation Safety. The 2025 edition of
this special safety report recognizes the achievements of aviation safety as well as the need to embrace
the aviation’s future development.
This edition of the report provides safety trends for the past six years as well as accident statistics and
analysis for 2024. In addition, the report presents some global and regional safety initiatives or success
stories on enhancing aviation safety. Foreword
ICAO Safety Report | 2025 EditionContents
Foreword .......................................................................................................................................... 3
Executive Summary .......................................................................................................................... 6
Eighty Years of Milestones on Improving Aviation Safety .................................................................... 12
Safety Trends and Accident Statistics and Analysis – Scheduled Commercial Air Transport .................. 20
Overall Safety Performance Indicator – Global Accident Rate ....................................................... 20
Accident and Fatality Trend ........................................................................................................ 21
Accidents Overview by Occurrence Category .............................................................................. 22
Global High-risk Categories of Occurrence .................................................................................. 27
Regional Accident Statistics ....................................................................................................... 28
Accidents by ICAO Region .......................................................................................................... 30
Global Initiative or Success Stories on Enhancing Aviation Safety ....................................................... 31
Global Navigation Satellite System Radio Frequency Interference (GNSS RFI) ................................. 32
The Crucial Role of Civil-Military Cooperation in Aviation: Enhancing safety
and improving Air Traffic Management and Airspace Optimization ................................................ 34
The Evolution of Aeronautical Meteorological Service to Enhance Aviation Safety
Against Turbulence Encounters .................................................................................................. 37
Safe Integration of Unmanned Aircraft Systems/Advanced Air Mobility
into the Legacy Aviation System ................................................................................................. 39
Continued Efforts in Enhancing Runway Safety ............................................................................ 42
The Role of Health Promotion and Mental Wellbeing in Enhancing Aviation Safety .......................... 43
Importance of Timely Publication of Accident Investigation Final Reports ...................................... 45
ICAO Accident/Incident Data Reporting System........................................................................... 46
Strengthening Wildlife Strike Reporting ....................................................................................... 47
Implementation of the Global Aeronautical Distress and Safety System ........................................ 48
Safety Management Implementation Support Activities ................................................................ 49
Regional Cooperation in Aviation Safety ...................................................................................... 52
Status of Global Effective Implementation of State Safety Oversight System ................................. 54Contents
ICAO Safety Report | 2025 Edition
Regional Initiatives or Success Stories on Enhancing Aviation Safety .................................................. 57
Asia and Pacific Region .............................................................................................................. 58
Eastern and Southern African Region .......................................................................................... 60
European and North Atlantic Region ........................................................................................... 62
Middle East Region .................................................................................................................... 64
North American, Central American and Caribbean Region ............................................................ 65
South American Region ............................................................................................................. 67
Western and Central African Region ............................................................................................ 69
Appendix 1 ..................................................................................................................................... 71
ICAO Regions ............................................................................................................................ 71
Appendix 2 ..................................................................................................................................... 74
List of accidents involving scheduled commercial operations of aircraft with a certified
maximum take-off weight (MTOW) over 5 700 kg in 2024 ............................................................ 74
Appendix 3 ..................................................................................................................................... 78
CICTT Aviation Occurrence Categories (May 2021) ...................................................................... 78Contents
ICAO Safety Report | 2025 EditionExecutive Summary
A 2024 safety overview is provided in Figure 1 through safety indicators such as the global accident rate,
number of fatal accidents, total fatalities, total serious injuries and fatality rate for scheduled commercial
air transport involving aircraft with a certified maximum take-off weight (MTOW) over 5 700 kg.Executive Summary
Figure 1. | Safety Overview 2024
Fatality rate: 65 fatalities
per billion passengers
Global accident rate: 2.56 accidents
per million /f_light departures
Serious injuries: 134
Fatalities: 296
Fatal accidents: 10
Accidents: 95
Passenger (billion): 4.528
Flights (million): 37.09
According to ICAO Big Data, as indicated in Chart 1, the global passenger traffic continued to grow in 2024
with around 4.528 billion passengers transported worldwide, up from 4.17 billion passengers in 2023 and
surpassed the pre-pandemic (2019) level of 4.5 billion passengers. The passenger traffic in 2024
increased 8.6 per cent from 2023. As indicated in Chart 2 , the number of flight departures for scheduled
commercial operations also increased by 5.2 per cent with over 37 million departures in 2024, compared
to over 35 million in 2023, though slightly lower than the pre-pandemic (2019) level.
It is worth noting that the pre-pandemic year of 2019 is included for the statistics of trend in this report
as a reference.
ICAO Safety Report | 2025 Edition4.50
1.802.303.204.174.53
2019 2020 2021 2022 2023 2024Passengers (billion)
22.4724.9231.2135.2537.09
2019 2020 2021 2022 2023 2024Flights (million)Chart 1. | Global traffic of passengers (billion)
Chart 2. | Global traffic of flight departures (million)Executive Summary
ICAO Safety Report | 2025 Edition020406080100120No. of accidents
Accidents Accident rate2019 2020 2021 2022 2023 20240.000.501.001.502.002.503.003.50
No. of accidents per million /f_lights114
48 486466952.94
1.872.56Executive Summary
Chart 3. | Accident records: 2019–2024 scheduled commercial operationsYearly accident statistics shown in Chart 3 indicate an increase in both the total number of accidents and
the global accident rate in 2024. From 2023 to 2024, there was a 43.9 per cent increase in the total number
of accidents, as reported by States. The global accident rate of 2.56 accidents per million departures in
2024 increased by 36.8 per cent from the 2023 rate of 1.87 accidents per million departures. As defined
in ICAO Annex 13 — Aircraft Accident and Incident Investigation , the accidents used for these statistics
were reviewed and validated by the ICAO Occurrence Validation Study Group (OVSG) using the ICAO
Accident/Incident Data Reporting (ADREP) taxonomy and involved scheduled commercial operations of
aircraft with a certified MTOW over 5 700 kg.
Nevertheless, if compared with the pre-pandemic year of 2019, both the total number of accidents
and the global accident rate in 2024 were lower than the levels in 2019 noting that the total number of
passengers transported in 2024 surpassed the 2019 level and the number of flight departures recovered
close to the level in 2019.
ICAO Safety Report | 2025 EditionExecutive Summary
In 2024, scheduled commercial air transport accidents resulted in 296 fatalities representing a significant
increase from 72 in 2023, as well as an increase in the fatality rate of 65 fatalities per billion passengers
from 17 per billion in 2023. The number of fatal accidents notably increased from one in 2023, to 10
in 2024. Table 1 and Figure 2 show the number of fatal accidents and associated fatalities by area of
accreditation of ICAO Regional Office.
Table 1. | Number of fatal accidents by ICAO Region in 2024
ICAO Region Number of fatal accidents Number of fatalities
Asia and Pacific (APAC) 3 185
Eastern and Southern Africa (ESAF) 1 2
Europe and North Atlantic (EUR/NAT) 3 40
Middle East (MID) 1 1
North America, Central America and Caribbean (NACC) 1 6
South America (SAM) 1 62
Western and Central Africa (WACAF) Nil Nil
Figure 2. | Number of fatal accidents by ICAO Region in 2024NACC: 1
SAM: 1ESAF: 1WACAF: 0 APAC: 3EUR/NAT: 3
MID: 1
ICAO Safety Report | 2025 Edition2019 2020 2021 2022 2023 2024024681012
050100150200250300350
No. of fatal accidents Total fatalities
Fatalities Fatal Accidents239298
2019 2020 2021 2022 2023 2024050100150200250300350Total fatalities239298
020406080100120140160180
No. of fatalities per billion passengers
Fatalities Fatality rateExecutive Summary
Chart 4. | Fatal accident records: 2019–2024 scheduled commercial operations
Chart 5. | Fatality records: 2019–2024 scheduled commercial operationsCharts 4 and 5 present data related to fatal accidents for scheduled commercial operations. Chart 6
provides a 10-year historical trend for scheduled commercial operations.
ICAO Safety Report | 2025 Edition1101001000
Fatalities
Accidents
Departures (million)
Fatal Accidents
Accident Rate
2015 2016 2017 2018 2019 2020 2021 2022 2023 2024Executive Summary
Chart 6. | Historical trends for scheduled commercial operations
In response to existing and emerging trends, ICAO is working in partnership with the international aviation
community to achieve future safety improvements, with an emphasis on improving safety performance
and reducing operational safety risk through standardization, implementation support and monitoring.
The 2025 edition of the Safety Report – State of Global Aviation Safety , provides accident statistics and
analyses with reference to the 2019 – 2024 period, as well as an update to some safety indicators in the
ICAO Global Aviation Safety Plan (GASP). Results of analyses from the 2019 – 2024 safety reports are
used as benchmarks for comparison. However, due to updates made during the intervening period, some
minor differences might exist compared to the earlier editions.
In addition, the report presents some safety initiatives or success stories on enhancing aviation safety
at the global and regional levels.
Safety Milestones
ICAO Safety Report | 2025 EditionEighty Years of Milestones
on Improving Aviation Safety
In 1944, delegates from 54 nations invited by the United States Government attended an international
civil aviation conference, held from 1 November to 7 December in Chicago, Illinois, to plan air routes and
services and to discuss a new aviation convention. On 7 December 1944, the Convention on International
Civil Aviation (Chicago Convention) was signed by 52 States. This landmark agreement laid the foundation
for the Provisional International Civil Aviation Organization (PICAO) and on 4 April 1947 the permanent
International Civil Aviation Organization (ICAO) was established.
This section records some milestones that mark the progress made in improving safety, in the past
80 years, including technological and regulatory breakthroughs impacting the aviation industry.
1944 Convention on International Civil Aviation, signed at Chicago on 7 December 1944.
1945 Pending ratification of the Convention by 26 States, the Provisional International Civil Aviation
Organization (PICAO) was established. It functioned from 6 June 1945 until 4 April 1947.
1945 Commercial aviation took off using ex-military aircraft from World War II with unreliable piston engines
and unpressurized cabins. There was no radio for communication and navigation was astral. At this
time, it took 19 hours for a transatlantic flight.
1947 ICAO came into being on 4 April 1947, after the 26th ratification was received earlier that year. Later
that year, ICAO became a specialized agency of the United Nations linked to the Economic and Social
Council (ECOSOC).
1948 The first set of Standards and Recommended Practices relating to Personnel Licensing (Annex 1
to the Convention), Rules of the Air (Annex 2), Meteorological Codes (Annex 3), Aeronautical Charts
(Annex 4), Dimensional Units for Air-Ground Communications (Annex 5), Operation of Aircraft (Annex 6)
and Airworthiness of Aircraft (Annex 8) were adopted by the ICAO Council.
1949 The Standards and Recommended Practices relating to Aircraft Nationality and Registration Marks
(Annex 7), Aeronautical Telecommunications (Annex 10) and the Facilitation of International Air
Transport (Annex 9) were adopted by the ICAO Council.
1949 The instrument landing system (ILS) was included in the first edition of Annex 10. It was first used
commercially in 1939, and in civil use of the equivalent of Category I landings since 1947.
1949 The need to limit pilots’ flight and duty hours for the purpose of flight safety was recognized in the first
edition of Annex 6. The Standards and Recommended Practices (SARPs) required the operator to be
responsible for establishing flight time limits that ensured that “fatigue, either occurring in a flight or
successive flights or accumulating over a period of time, did not endanger the safety of a flight”.
1950 The Standards and Recommended Practices relating to Air Traffic Services (Annex 11) and Search and
Rescue (Annex 12) were adopted by the ICAO Council.
Safety Milestones
ICAO Safety Report | 2025 Edition1951 The Standards and Recommended Practices relating to Aircraft Accident and Incident Investigation
(Annex 13) and Aerodromes (Annex 14) were adopted by the ICAO Council.
1951 ICAO adopted its phonetic alphabet for the letters and the numbers as a universal standard for
communicating English letters over a phone or radio. The Organization completed its final version on
1 March 1956.
1953 The Standards and Recommended Practices relating to Aeronautical Information Services (Annex 15)
for the promulgation of information essential to the safety, regularity and efficiency of air navigation
were adopted by the ICAO Council.
1955 The first jet engine was built allowing aircraft to fly higher in bad weather. Voice transmission, air traffic
control centers and more advanced navigation aids started.
1956 The final version of the ICAO alphabet (printed in Annex 10, Volume II, Chapter 5) was published and
implemented by ICAO. It was adopted by many other international and national organizations, including
the North Atlantic Treaty Organization (NATO), International Telecommunications Union (ITU) and the
International Maritime Organization (IMO).
1958 The first commercial flight by a Boeing 707 jet airliner took place on Pan American World Airways
flying from New York City to Paris. The flight time reduced to 9 hours.
1964 The first fully automatic landing using instrument landing system (ILS) occurred in March 1964 at
Bedford Airport in the United Kingdom.
1965 The aircraft type designator database was developed.
1969 The turbo fan engine equipped jumbo jet Boeing 747 was introduced.
1969 Annex 14 recommended that the competent authorities take action to decrease the number of birds
representing a hazard to aeroplanes, on or in the vicinity of aerodromes. Guidance material was
also made available to provide effective measures for establishing whether birds, on or near an
aerodrome, constitute a hazard to aircraft operations, with methods for discouraging their presence.
1972 The Standards and Recommended Practices relating to Environmental Protection (Annex 16)
became applicable.
1974 The precision approach path indicator (PAPI) system was first devised. It is a visual aid which provides
guidance information to help a pilot acquire and maintain the appropriate approach to a runway. The
Standards and Recommended Practices for PAPI were adopted in Annex 14, Volume I in 1983 for
world application. The PAPI system is now installed at many airports around the world, contributing to
the safe operations of aircraft.
1975 The Standards and Recommended Practices relating to Security (Annex 17) became applicable.
1976 A feasibility study proves that it was possible and safe to reduce vertical separation between FL290
and 410 from 2 000 ft to 1 000 ft.
ICAO Safety Report | 2025 Edition1976 The ICAO Council approved the Accident/Incident Data Reporting (ADREP) System that comprises
the reporting requirements in Annex 13, a detailed standard taxonomy of hundreds of possible data
elements for reporting on the circumstances of an accident or incident (the ADREP taxonomy), the
reporting mechanism and the associated database to store the records collected.
1978 ICAO required the fitting of ground proximity warning systems to certain aeroplanes (provisions
continued to be enhanced in subsequent amendments to Annex 6). The ground proximity warning
system (GPWS) was introduced as a major mitigation for controlled flight into terrain (CFIT) occurrences.
1982 Aircraft equipped with “glass cockpit” were introduced. Combined with electronic cockpit displays, improved
navigation performance and terrain avoidance systems (TAWS), CFIT accidents reduced significantly.
1983 ICAO established the Special Committee on Future Air Navigation Systems (FANS) with the task of
studying, identifying and assessing new concepts and new technology, and making recommendations
for the coordinated evolutionary development of air navigation for the next 25 years. The FANS
concept, now called CNS/ATM systems, is a mix of satellite technology and the best of the line-of-sight
systems designed to achieve overall optimum performance.
1984 Introduction in Annex 3 of new provisions related to the establishment of the new world area forecast
system (WAFS), a worldwide ICAO system for the provision of aeronautical meteorological en-route
forecasts in uniform standardized formats.
1984 The Standards and Recommended Practices relating to the Safe Transport of Dangerous Goods by Air
(Annex 18) became applicable.
1984 The Accident Prevention Manual (Doc 9422) was published.
1985 ICAO first published Circular 195 regarding Airborne Collision Avoidance Systems (ACAS) and initiated
a worldwide operational evaluation in the late 1980s. The relevant provisions were introduced in
Annex 10, Volume IV, accordingly.
1987 Introduction in Annex 3 provisions for the preparation and dissemination of volcanic ash warnings, the
foundation of the international airways volcano watch (IAVW).
1987 Aircraft using fly-by-wire (FBW) technology with flight envelope protection functions were introduced.
This helps to protect against loss of control in-flight (LOC-I) accidents.
1993 Global Positioning System (GPS) was declared fully operational.
1994 The United States offered GPS to support the needs of international civil aviation; the ICAO Council
accepted the offer. GPS use in aviation as the cornerstone of the ICAO Global Navigation Satellite
System (GNSS) lead to several safety and efficiency related enhancements to air navigation.
1994 Introduction of carriage requirements for emergency locator transmitters (ELTs) to replace provisions
regarding survival radio equipment and emergency location beacon in Annex 6.
1995 First operational use of controller-pilot data link communications (CPDLC) automatic dependent
surveillance — contract (ADS-C) by Airways New Zealand and Qantas airlines.Safety Milestones
ICAO Safety Report | 2025 Edition1996 The Russian Federation offered the global navigation satellite system (GLONASS) to support the needs
of international civil aviation; the ICAO Council accepted the offer.
1996 Requirements concerning pressure-altitude reporting transponders and carriage of airborne collision
avoidance systems (ACAS) introduced to Annex 6. Subsequent widespread use of cooperative
surveillance resulted in increased range for surveilled airspace, robust correlation of target and label,
surveillance data processing systems (SDPS) and flight data processing systems (FDPS) “talking to
each other” with consequent enabling of safety nets such as STCA, RAM, CLAM, MSAW.
1997 ICAO introduced the first version of the Global Aviation Safety Plan (GASP) that sets out the strategic planning
and implementation policy to support prioritization and continuous improvement of aviation safety.
1997 First operational use of reduced vertical separation minimum between FL290 and 410 in the North
Atlantic (NAT) Region.
1998 In recognition of special coordinated procedures required for safe winter operations, new provisions
related to the de-icing/anti-icing of aircraft on the ground were introduced to Annex 6 with the
supporting guidance material published in the first edition of the Manual of Aircraft Ground De-Icing/
Anti-Icing Operations (Doc 9640).
1999 ICAO officially established the Universal Safety Oversight Audit Programme (USOAP). The USOAP
included a systematic reporting and monitoring system on the implementation of safety-related
Standards and Recommended Practices (SARPs) and continues performing audits to this day, serving
as an essential component in the global aviation safety framework.
2001 International Standards and Recommended Practices (SARPs) on certification of aerodromes were
introduced into ICAO Annex 14, Volume I. Over the years, aerodrome certification has proven to be
an effective mechanism to ensure that aerodrome facilities and operations are in compliance with the
relevant SARPs for safety, regularity and efficiency of aircraft operations at aerodromes.
2001 The initial Standards and Recommended Practices on safety management were introduced in Annexes 6,
11 and 14.
2001 ICAO adopted SARPs supporting Global Navigation Satellite System (GNSS) operations based on
augmenting core satellite constellation signals to meet safety and reliability requirements. The GNSS
SARPs and avionics standards were developed to meet recognized safety targets. Availability of
GNSS-based vertical guidance, in addition to enabling efficiency gains via approaches with the lowest
possible minima, contributes significantly to the reduction of controlled flight into terrain (CFIT). GNSS
supports positioning, navigation and timing (PNT) applications and is the foundation of performance-
based navigation (PBN), automatic dependent surveillance — broadcast (ADS-B) and automatic
dependent surveillance — contract (ADS-C).
2001 ICAO introduced Standards and Recommended Practices and procedures for a wide range of subjects
in relation to the implementation of ATS data link services (CPDLC, ADS-C, etc.)
2002 Amendments to Annex 14, Volume I were developed to include specifications on airport design to
accommodate future aeroplanes larger than the Boeing 747-400, such as the Airbus A380.Safety Milestones
ICAO Safety Report | 2025 Edition2003 The progress report presented at the Eleventh Air Navigation Conference (AN-Conf/11) on the ICAO
programme for the prevention of controlled flight into/towards terrain (CFIT). A major element of the
programme was the approach and landing accident reduction (ALAR) effort based on the ALAR tool
kit produced by the Flight Safety Foundation.
2003 Human Factors Guidelines for Aircraft Maintenance Manual (Doc 9824) was published. In November the
same year, the ICAO provisions on the operation of the airborne collision avoidance system (ACAS II)
became applicable.
2004 The framework for a comprehensive systems approach to safety, safety certification and regulation,
and the concept of required total system performance (RTSP) was approved to ensure that future air
traffic management (ATM) systems meet the expectations of the aviation community.
2004 The ADREP 2000 taxonomy was adopted by European Co-ordination Centre for Aviation Incident
Reporting System (ECCAIRS) and ICAO started to use the ECCAIRS to operate its ADREP system,
which facilitated the reporting and sharing of accident/incident information.
2006 In order to support the implementation of the harmonized safety management requirements in
Annexes 6, 11 and 14, the first edition of the Safety Management Manual (Doc 9859) was published.
2007 The establishment of the Unmanned Aircraft Systems Study Group (UASSG) was approved as the
subject of unmanned aircraft systems (UAS) was increasingly on the minds of the global aviation
community. The UASSG would assist the Secretariat in coordinating the development of ICAO SARPs,
procedures and guidance material for civil unmanned aircraft systems in order to support a safe,
secure and efficient integration of UAS into non-segregated airspace and aerodromes.
2008 To reduce the number and complexity of transition areas between adjacent airspace using different
units of measurement, new tables of cruising levels were developed, standardizing the metric flight
level systems in use. These were incorporated in Annex 2. In addition to increased operational safety,
the harmonization of level systems will greatly benefit global implementation of revised vertical
separation minimum (RVSM).
2008 The Technical Instructions for the Safe Transport of Dangerous Goods by Air (Doc 9284) began to
prohibit the use of aluminium cylinders for ethyl chloride and for certain mixtures of dangerous goods
and provide guidance on assigning proper shipping names for mixtures or solutions.
2010 ICAO provisions were amended for underwater locator devices (ULDs) to have a 90-day operational
duration instead of 30 days. ULDs, commonly known as “pingers”, are fitted to the flight recorders to
locate the wreckage and recover the flight recorders when an aircraft crashes into water and submerges.
2010 The ICAO Council approved the establishment of a new fund dedicated to improving aviation safety.
The Safety Fund (SAFE) allots resources to assistance projects using a performance-based approach,
while limiting administrative costs and ensuring that voluntary contributions are used in a responsible,
consistent, transparent and timely manner.
2011 The ICAO global Runway Safety Programme was launched. Since 2011 to 2018 the number of runway
safety related accidents has declined by 43 per cent. Safety Milestones
ICAO Safety Report | 2025 Edition2012 ICAO introduced the Aviation System Block Upgrades (ASBU) framework to outline the strategy
for modernizing the global air navigation system. The framework includes a set of operational
improvements that harmonize avionic capabilities and the required air traffic management (ATM)
ground infrastructure, as well as automation. These efforts would improve the efficiencies of the
global system, ensuring global interoperability.
2013 The Standards and Recommended Practices relating to Safety Management (Annex 19) were adopted
by the ICAO Council, marking the addition of a new Annex to the Chicago Convention in more than
30 years. The new Annex consolidated provisions from existing Annexes regarding safety management
to support their harmonized evolution.
2014 Introduction in Annex 3, as a recommended practice, of the use of digital format for volcanic ash and
tropical cyclone advisories, AIRMET information and the provision of METAR, SECI, TAF and SIGMET
information paving the way for the future digital exchange of MET information.
2014 ICAO began to develop a comprehensive flight tracking system called Global Aeronautical Distress
and Safety System (GADSS). The first stage was the adoption of Standards in Annex 6, Part I, which
established the responsibility of the operator to track their flights throughout their area of operations,
and the requirement for 15 minute reporting to be established in oceanic areas.
2014 ICAO launched the Online interactive application Airworthiness Information Network, a repository for
States to directly update their information online to provide users with faster access to up-to-date
information. This helps States establish contact with other States responsible for the continuing
airworthiness of aircraft and equipment and facilitate the cross border transferability of aircraft.
2015 Introduction of the first edition of the Procedures for Air Navigation Services — Aerodromes (PANS-
Aerodromes) (Doc 9981).
2015 ICAO published the Manual on the Approval and Use of Child Restraint Systems (Doc 10049) to
encourage and harmonize the use of child restraint systems (CRS) and to ensure the safety of infants
and young children who travel by air.
2016 Arresting system and Autonomous runway incursion warning system (ARIWS) were introduced to airports
for the purpose of further improving safety and preventing runway incursions and runway excursions.
2017 ICAO launched the cross-border transferability (XBT) initiative with the aim of improving, standardizing
and enhancing the efficiency of the cross-border transfers of aircraft and at the same time, ensuring
that aviation keeps and improves its remarkable safety record.
2017 The first edition of the Risk Assessment Manual for Civil Aircraft Operations Over or Near Conflict
Zones (Doc 10084) was published to address issues related to the safety and security of civil aircraft
in airspace flying over or near conflict zones.
2018 The first edition of the Procedures for Air Navigation Services – Aeronautical Information Management
(PANS-AIM, Doc 10066) was published to complement the SARPs contained in Annex 4 and 15.Safety Milestones
ICAO Safety Report | 2025 Edition2018 The Global Runway Safety Action Plan (GRSAP) was developed in collaboration with the ICAO Runway
Safety Programme Partners and provides recommended actions for all runway safety stakeholders,
with the aim of reducing the global rate of runway excursions and runway incursions.
2019 To support States and users in addressing aviation safety risks arising from solar events, ICAO issued
its new Manual on Space Weather Information in Support of International Air Navigation (Doc 10100).
At the same time, the new space weather information service to support international air navigation
commenced operations on 7 November 2019 to provide space weather advisories directly to aircraft
operators and flight crew members.
2019 ICAO outlined its vision in its 2020-2022 edition of the GASP to achieve and maintain the aspirational
safety goal of zero fatalities in commercial aviation operations by 2030 and beyond.
2019 The trial service of the space-based automatic dependent surveillance-broadcast (SB ADS-B) began.
This service enhances air traffic controllers’ abilities to provide operators with more planning and
tactical options in oceanic airspace. This will include greater flexibility for severe weather avoidance,
requests and approval of new oceanic routes, optimized speed, and requests for, and approval of,
flight level changes.
2020 ICAO introduced implementation packages (iPacks). iPacks were designed to address States’ capacity
challenges by providing the tools and expert support that is needed for the effective implementation
of ICAO Standards and Recommended Practices (SARPs) to ensure aviation safety, efficiency, security
and sustainability.
2021 The SARPs driving important progress on the international safety and interoperability of remotely
piloted aircraft systems (RPAS) became effective in July. The new provisions in Annex 8 cover
certification requirements for remotely piloted aeroplanes and helicopters, in addition to the remote
pilot stations (RPS) they are operated from.
2021 After more than a decade of development, review and preparation, the ICAO Global Reporting Format
(GRF) went into effect for assessing and reporting runway surface conditions in order to mitigate
the risk of runway excursions, the most common form of runway safety-related incident, through the
harmonized observation and reporting of runway surface conditions.
2021 The first edition of ICAO’s Human Performance Manual for Regulators (Doc 10151) was published with
one primary goal in mind: to make it easier for people in the aviation system to do the right thing and
to, therefore, avoid negative safety consequences.
2021 ICAO convened its first-ever international Symposium on Assistance to Aircraft Accident Victims and
their Families, providing an important platform to enhance global cooperation towards their care and
treatment. It also provided an overview of the regulatory framework related to Assistance to Aircraft
Accident Victims and their Families, consistent with provisions in Annexes 9 and 13.
2022 ICAO started developing principles, practices and technical recommendations for developing and
deploying interoperable trust frameworks that enable resilient, trusted and secure ground-ground,
air-ground, and air-air exchange of digital information, and among both traditional and newly emerging
aviation system stakeholders.Safety Milestones
ICAO Safety Report | 2025 Edition2023 ICAO’s Universal Safety Oversight Audit Programme (USOAP) celebrated USOAP-1000, a milestone
that marks the significant aviation safety improvements Member States had achieved in cooperation
and assistance with and through ICAO.
2023 The introduction of a dual-frequency, multi-constellation (DFMC) global navigation satellite system
(GNSS) reflecting the ongoing evolution of the global GNSS infrastructure and facilitate its fruition by
international civil aviation. DFMC GNSS offers an opportunity to further enhance GNSS robustness,
navigation performance and operational benefits.
2023 ICAO launched a new tool that enables States to verify electronic personnel licences (EPL), which
recently became a recognized alternative to hard copies. Among the requirements, however, is that
the EPLs, with changes to the technical standards that came into force on 3 November 2022, must
be verifiable online and offline, without imposing an undue burden on another State.
2024 The Standards and Recommended Practices relating to the International Operations of Remotely
Piloted Aircraft Systems (Annex 6, Part IV) were adopted by the ICAO Council. The new Part introduces
provisions to enhance safety and accelerate the transformation of the global air navigation system,
including the integration of Remotely Piloted Aircraft Systems (RPAS).Safety Milestones
ICAO Safety Report | 2025 EditionSafety Trends and Accident Statistics and Analysis
– Scheduled Commercial Air TransportSafety Trends and Accident Statistics and Analysis
The safety performance of the GASP is measured by a series of metrics as defined by the GASP indicators
set in its 2023-2025 edition. Goal 1 of the GASP is to achieve a continuous reduction of operational
safety risks. This reduction is achieved by a series of actions targeting the global high-risk categories of
occurrences (G-HRCs). The target associated with this goal (Target 1.1) calls for the decrease of the global
accident rate for commercial scheduled operations. Several indicators are linked to this target including
number of accidents, fatal accidents and fatalities by State, region or globally, as well as accident rates
(i.e. number of occurrences per million departures). GASP indicators also include the percentage of
occurrences related to the G-HRCs.
Overall Safety Performance Indicator – Global Accident Rate
The global accident rate provides an overall indicator of safety performance for air transport operation.
The accident rate is based on scheduled commercial operations involving fixed-wing aircraft with a
certified maximum take-off weight (MTOW) over 5 700 kg. Aircraft accidents are reviewed and validated
by the ICAO Occurrence Validation Study Group (OVSG) using definitions provided in Annex 13 – Aircraft
Accident and Incident Investigation .
Data on departures is collated by ICAO’s Air Transport Bureau and comprises scheduled commercial
operations that involve the transportation of passengers, cargo and mail for remuneration. Estimates
are made where data has not been provided by States, and as new data is provided to ICAO, it will be
incorporated into the database. It is worth noting that this may cause slight changes to the calculated
rates from year to year.
Chart 7 shows the global accident rate trend (per million departures) over the previous six years, with
2024 having an accident rate of 2.56 accidents per million departures, an increase of 36.8 per cent
from the previous year, the highest in the past five years, but a decrease of 12.8 per cent from the pre-
pandemic year of 2019.
Accidents involving scheduled commercial operations of aircraft with a certified MTOW over 5 700 kg in
2024 are listed in Appendix 2 .
ICAO Safety Report | 2025 EditionSafety Trends and Accident Statistics and Analysis
Chart 7. | Global accident rates (accidents per million departures)
Chart 8. | Accident trend (2019–2024)Accident and Fatality Trend
The number of worldwide accidents and fatal accidents on scheduled commercial flights during the
2019–2024 period is shown in Chart 8. The year 2024 recorded the highest number of fatal accidents in
the past six years. 2019 2020 2021 2022 2023 20242.94
2019 2020 2021 2022 2023 2024024681012
No. of fatal accidentsNo. of accidents
020406080100120
Accidents Fatal Accidents114
ICAO Safety Report | 2025 Edition2019 2020 2021 2022 2023 2024239298
Chart 9. | Fatalities trend (2019–2024)Between the years 2019 to 2024, in terms of the number of accidents, the highest count recorded
was in 2019, with 114 accidents. The number of accidents significantly decreased in both 2020 and
2021; however, it is worth noting that during this period there was a significant decrease in both traffic
of passengers and flights due to measures placed by governments aimed at minimizing the spread of
COVID-19. Starting in 2022, as the last remaining pandemic restrictions were lifted, air transport began
its way to recovery and the number of accidents began increasing. In 2024, the traffic of passengers and
flights continued to increase with the total number of passengers surpassing the level in 2019, while the
total flights were only 4.4 per cent lower than the level in 2019.
Meanwhile, compared to 2023, both the number of accidents and the number of fatal accidents increased.
Chart 9 shows that the number of fatalities associated with the afore-mentioned fatal accidents
significantly increased from 72 in 2023 to 296 in 2024.
Accidents Overview by Occurrence Category
ICAO Member States are required to report accidents and serious incidents in accordance with Annex 13
through the ICAO Accident/Incident Data Reporting (ADREP) system. The OVSG validates and categorizes
the accidents for commercial operations, including scheduled and nonscheduled, involving aircraft with a
certified maximum take-off weight (MTOW) over 5 700 kg using the ADREP taxonomy and the Commercial
Aviation Safety Team (CAST)/ICAO Common Taxonomy Team (CICTT) taxonomy for occurrence categories.
Detailed information about the CICTT occurrence categories can be found in Appendix 3 .Safety Trends and Accident Statistics and Analysis
ICAO Safety Report | 2025 EditionNo. of accidents
Cumulative %
0%10%20%30%40%50%60%70%80%90%100%
TURB ARC RAMP SCF-NP REGCOL BIRD AMAN WSTRW CFIT CTOL OTHR RI UNK USOS F-NI MACSCF-PP SEC LOC-G LOC-I32
22222111111111Safety Trends and Accident Statistics and Analysis
Chart 10. | Total accidents by occurrence category in 2024
Chart 10 provides an overview of the accidents in 2024 for scheduled commercial operations by CICTT
occurrence categories. Chart 10 indicates that the turbulence encounter (TURB) occurrence category
accounted for the most accidents followed by abnormal runway contact (ARC) and ground handling (RAMP)
related accidents. The cumulative line indicates the total percentage of accidents as the occurrence
categories are added from left to right, i.e. the total number of accidents related to TURB and ARC
represented more than half of the total accidents in 2024.
ICAO Safety Report | 2025 EditionAccident Statistics and Analysis
CFIT
10%BIRD
10%
RAMP
10%RI
10%SCF-PP
20%SEC
10%TURB
10%
LOC-I
10%
MAC
10%
CFIT
2.0%BIRD
60.5%RAMP
0.3%RI
1.7%SCF-PP
0.3%SEC
13.2%TURB
0.3%
LOC-I
20.9%MAC
0.7%
Charts 11 and 12 present the total fatal accidents distribution by occurrence category and the associated
fatalities distribution by occurrence category in 2024, respectively. Over 80 per cent fatalities resulted
from accidents related to loss of control-inflight (LOC-I) and bird strikes (BIRD) in 2024. The other
occurrence categories involving fatal accident included security related (SEC), controlled flight into or
towards terrain (CFIT), runway incursion (RI), airprox/TCAS alert/loss of separation/near midair collisions/
midair collisions (MAC), ground handling (RAMP), system/component failure or malfunction (powerplant)
(SCF-PP) and turbulence encounter (TURB).Chart 11. | Total fatal accidents by occurrence category in 2024
Chart 12. | Total fatalities by occurrence category in 2024Safety Trends and Accident Statistics and Analysis
ICAO Safety Report | 2025 EditionTURB
72.4%UNK
1.5%AMAN
1.5%
SEC
11.9%SCF-PP
1.5%MAC
1.5%RAMP
3.7%BIRD
1.5%RE
3.0%RI
1.5%
Chart 13 presents the total serious injuries distribution by occurrence category in 2024. Around 75 per cent
of total serious injuries resulted from turbulence related accidents. The other occurrence categories
involved that caused serious injuries to passengers or crew members included SEC, RAMP , runway
excursion (RE), RI, MAC, BIRD, abrupt maneuver (AMAN) and unknown or undetermined (UNK).Chart 13. | Total serious injuries by occurrence category in 2024Safety Trends and Accident Statistics and Analysis
ICAO Safety Report | 2025 EditionDestroyed SubstantialCFIT CTOL RAMP SCF-NP SCF-PP SEC USOS GCOL BIRD WSTRW ARC F-NI LOC-G LOC-I MAC OTHR RE RI1 1 112
11 12Safety Trends and Accident Statistics and Analysis
Chart 14. | Aircraft damage by occurrence category in 2024
Chart 14 shows aircraft damage by occurrence category in 2024. Nine airplanes were destroyed, resulting
from accidents involving BIRD, CFIT, fire/smoke (non-impact) (F-NI), LOC-I, MAC, RE, RI and SEC. Seventeen
airplanes sustained substantial damage from accidents related to ARC, accounting for the highest number
and almost 3 times the next highest category SCF-NP . Other accidents causing substantial damage to
aircraft involved the following occurrence categories: BIRD; collision with obstacle(s) during takeoff and
landing (CTOL); ground collision (GCOL); loss of control on ground (LOC-G); other (OTHR); ground handling
(RAMP); runway excursion (RE); system/component failure or malfunction (non powerplant) (SCF-NP);
SCF-PP; undershoot/overshoot (USOS) and wind shear or thunderstorm (WSTRW).
Note 1.— The statistics for this section are based on the primary occurrence category of the accident if
a series of categories were identified for this accident by the OVSG.
Note 2.— For the fatal accident that caused 132 fatalities in 2022 and was categorized as UNK in the
2023 edition safety report, ICAO has not received updated investigation information to support the
recategorization by the OVSG.
Note 3.— For the fatal accident that caused 20 fatalities in 2018 and was categorized as UNK in the
2019 edition safety report, the occurrence category was updated to CFIT by the OVSG based on the
investigation information available in the Final Report.
ICAO Safety Report | 2025 EditionSafety Trends and Accident Statistics and Analysis
Global High-risk Categories of Occurrence
In the GASP , ICAO identifies a series of global high-risk categories of occurrence (G-HRCs) that should be
addressed to mitigate the risk of fatalities.
Based on actual fatalities, high fatality risk per accident or the number of accidents and incidents, as well
as results from the analysis of safety data collected from proactive and reactive sources of information
from ICAO and other non-governmental organizations, ICAO has identified five G-HRCs as global safety
priorities in the 2023-2025 edition of the GASP:
• controlled flight into terrain (CFIT);
• loss of control in-flight (LOC-I);
• mid-air collision (MAC);
• runway excursion (RE); and
• runway incursion (RI).
Chart 15 below shows that in 2024, the five G-HRCs for scheduled commercial air transport operations
represented 25 per cent of fatalities, 40 per cent of fatal accidents, and 11 per cent of the total number
of accidents.
Chart 15. | G-HRCs accident distribution in 2024HRCs OthersFatalitiesFatal accidentsAccidents
25%40%11%
75%60%89%
ICAO Safety Report | 2025 EditionChart 16. | G-HRC accident overview for 2024Fatal accidents Fatalities AccidentsCFITLOC-IMACRERI
2%21%1%0%2%
10%10%10%0%10%
1%1%2%5%1%A breakdown of the five G-HRCs and the respective distribution of accidents, fatal accidents and fatalities
which occurred in 2024 are listed below and illustrated in Chart 16.
• 1 accident related to CFIT caused fatal injuries, accounting for 1 per cent of total accidents, 10 per
cent of total fatal accidents and 2 per cent of total fatalities.
• 1 accident related to LOC-I resulted in fatal injuries, accounting for 1 per cent of total accidents,
10 per cent of total fatal accidents and 21 per cent of total fatalities.
• 2 accidents were related to MAC, one of which resulted in fatal injuries, accounting for 2 per cent of
total accidents, 10 per cent of total fatal accidents and 1 per cent of total fatalities.
• 1 accident related to RI resulted in fatal injuries, accounting for 1 per cent of total accidents, 10 per cent
of total fatal accidents and 2 per cent of total fatalities.
• There were 5 accidents related to RE resulting in substantial damage to aircraft or aircraft destroyed,
accounting for 5 per cent of total accidents. No fatal injuries resulted from RE related accidents
for scheduled commercial operations involving aircraft with a certified maximum take-off weight
(MTOW) over 5 700 kg in 2024 noting that the statistics in this report are based on the primary
occurrence category if there are multiple categories assigned to one accident.
Regional Accident Statistics
To further analyze the state of aviation safety, the accident data for scheduled commercial air transport
operations is categorized according to ICAO Region based on the contracting States accredited to each
ICAO Regional Office, by State of Occurrence. Table 2 and Chart 17 provide details on the state of aviation
safety in different regions for 2024 in the context of global outcomes. The States included in each ICAO
Region used in this report can be found in Appendix 1 .Safety Trends and Accident Statistics and Analysis
ICAO Safety Report | 2025 EditionTable 2. | Departures, accidents and fatalities by ICAO Region based on State of Occurrence in 2024
ICAO
RegionEstimated
departures
(million)Number of
accidentsAccident rate
(per million
departures)Fatal
accidentsFatalitiesSerious
injuries
APAC 12.37 23 1.86 3 185 78
ESAF 0.78 3 3.85 1 2 1
EUR/NAT 9.23 22 2.38 3 40 23
MID 1.40 2 1.43 1 1 1
NACC 11.10 37 3.33 1 6 24
SAM 1.95 6 3.08 1 62 6
WACAF 0.26 2 7.62 0 0 1
World 37.09 95 2.56 10 296 134
It is worth noting that these statistics are based on ADREP data reported by the State of Occurrence
in 2024. Partly due to the small number of departures, some regions experience a large fluctuation in
the accident rate from year to year. For this reason, these numbers should be considered in relation to
the total number of accidents to gain an overall perspective. More information about the regional safety
trends can be found in the regional safety reports of each ICAO Region.
Chart 17. | Share of traffic, accidents and fatalities by ICAO Region based on State of Occurrence in 2024APACESAFEUR/NATMIDNACCSAMWACAF
APAC ESAF EUR/NAT MID NACC SAM WACAF
Traf/f_ic (%) 33.4 2.1 24.9 3.8 29.9 5.3 0.7
Accidents (%) 24.2 3.2 23.2 2.1 38.9 6.3 2.1
Fatalities (%) 62.5 0.7 13.5 0.3 2.0 20.9 0.0
Serious injuries (%) 58.2 0.7 17.2 0.7 17.9 4.5 0.70.0 50.0 100.0 150.0 200.0Safety Trends and Accident Statistics and Analysis
ICAO Safety Report | 2025 EditionFatal accidents Fatalities Serious injuries Accidents0.0%10.0%20.0%30.0%40.0%50.0%60.0%70.0%
WACAF SAM NACC MID EUR/NAT ESAF APACAccidents by ICAO Region
Chart 18 shows the percentage of accidents and related fatalities for each ICAO Region based on the State
of Occurrence for scheduled commercial operations in 2024.
Chart 18. | Accident overview by ICAO Region in 2024
In 2024, the APAC, ESAF, EUR/NAT, MID, NACC and SAM Regions experienced a total of 10 fatal accidents
of scheduled commercial operations involving aircraft with a certified maximum take-off weight (MTOW)
over 5 700 kg that resulted in 296 fatalities. All ICAO Regions experienced accidents that caused serious
injuries to passenger or crew members. Safety Trends and Accident Statistics and Analysis
ICAO Safety Report | 2025 EditionGlobal Safety Initiatives
Global Initiatives or Success Stories
on Enhancing Aviation Safety
In addition to the development of SARPs and guidance materials, ICAO develops various programmes,
initiatives or implementation tools to address the specific safety issues or implementation challenges
in collaboration and coordination with its regional offices as well as other aviation stakeholders for the
continuous improvement of aviation safety.
ICAO Safety Report | 2025 EditionGlobal Navigation Satellite System
Radio Frequency Interference (GNSS RFI)
The global navigation satellite system (GNSS) provides positioning, navigation and timing information, and
is the backbone of modern aviation. Until recently, most pilots and industry professionals may have been
unfamiliar with GNSS spoofing, but due to a rise in incidents, spoofing has become a major concern in
aviation. GNSS is not only crucial in aviation but to other industries as well, including maritime, transport
and agriculture.
GNSS vulnerability lies in its low transmission power. The GNSS signal from satellites is weak at the
receiver antenna, making it susceptible to interference. Services provided by conventional aids can
also be disrupted by interference, however, GNSS typically serves more aircraft simultaneously and the
interference may affect wider geographic areas. Furthermore, GNSS civil signals and data messages are
unencrypted, unauthenticated and lack security protocols leaving GNSS data vulnerable.
There are two forms of GNSS radio frequency interference (RFI): jamming and spoofing. Jamming refers
to intentional radio frequency interference that blocks GNSS receivers from locking onto satellite signals,
effectively rendering the system unusable or degraded for users in the affected area. Spoofing, on
the other hand, involves broadcasting GNSS-like signals that deceive avionics into calculating incorrect
positions and providing false guidance.
GNSS RFI continues to persist in several regions around the world, posing a significant and ongoing
risk to civil aviation. While some instances of interference may be associated with conflict zones, many
occurrences are unrelated to such areas, further complicating the challenge of addressing and mitigating
their impacts.
Recognizing GNSS vulnerabilities
ICAO has been working to develop recommendations and guidance on GNSS RFI since 2003. At its
41st Session, the ICAO Assembly adopted Resolution 41-8/C, Ensuring the resilience of ICAO CNS/ATM
systems and services , outlining a comprehensive policy to strengthen the resiliency of ICAO CNS/ATM
systems and services, with a particular focus on GNSS. Furthermore, Recommendation 2.2/2, Addressing
global navigation satellite system interference and contingency planning was approved by the Fourteenth
Air Navigation Conference (AN-Conf/14), held in Montréal from 26 August to 6 September 2024.
• The Convention on International Civil Aviation (Chicago Convention, Doc 7300) and International
Telecommunication Union (ITU) Regulations protect GNSS frequencies for aviation use. Furthermore,
ICAO and ITU have established a memorandum of cooperation that sets a framework for enhanced
cooperation between ICAO and ITU in matters related to harmful interference to GNSS with a
potential impact on international civil aviation safety. In March 2025, ITU, ICAO and the International
Maritime Organization (IMO) issued a joint statement to United Nations Member States, urging them
to protect GNSS from harmful interference and outlined five key actions that Member States are
expected to take. The joint statement “Protection of the radio navigation satellite service from
harmful interference” is available at https://www.icao.int/Newsroom/Pages/Protect-satellite-
navigation-from-interference-UN-agencies-urge.aspx .Global Safety Initiatives
ICAO Safety Report | 2025 EditionFor the short term, it is not foreseen that the issue of the GNSS RFI can be fully resolved. Hence,
efforts are being focused on mitigation. ICAO, other international organizations and aviation industry have
identified several actions and measures to mitigate the impact and likelihood of GNSS RFI.
ICAO is working on developing further guidance on spoofing as well as updating the Performance-based
Navigation (PBN) Manual (Doc 9613) to better address GNSS disruption and implement PBN when GNSS
is not available. The mid- to long-term solutions include the use of GNSS data authentication to enhance
resilience toward GNSS spoofing, and redefining alternative position navigation and timing (A-PNT)
technology and complementary position navigation and timing (C-PNT) to build resilient navigation.
Conclusion
Member States should anticipate, regulate and mitigate GNSS RFI.
• Anticipate by planning for potential disruptions, fostering coordination with all relevant stakeholders
and raising awareness on its impact.
• Regulate by establishing clear guidelines and enforcing policies to safeguard GNSS systems from
interference.
• Mitigate by implementing necessary strategies and measures such as maintaining a network of
conventional navigation aids to ensure the uninterrupted provision of safe, efficient and secure air
navigation services.Global Safety Initiatives
COLLABORATION
Systemic Capacity & Ef/f_iciency
COOPERATION
Safety, & Capacity & Ef/f_iciency
COORDINATION
Safety & Ef/f_iciency
Tactical – D0Interoperability
from the outset
Strategic &
pre-tactical
Before operation
Few years D-1Planning
oriented
Working with
each another
5 to 15
years aheadModernize the
system together
Longer term
considerations
ICAO Safety Report | 2025 EditionIn today’s interconnected world, the skies are busier than ever. As air
traffic grows, the demand for more efficient and secure use of airspace
becomes increasingly critical. Civil-military cooperation in aviation has
emerged as a vital component in ensuring the seamless operation of
air traffic management (ATM), optimizing airspace use, and supporting
peacetime and conflict-related operations. This collaboration not only
enhances aviation safety and efficiency but also reinforces national
and international security frameworks. The Manual on Civil-Military
Cooperation in Air Traffic Management (Doc 10088), published in
April 2021, provides comprehensive guidance for establishing and
advancing the implementation of civil-military cooperation.
Air Traffic Management and the Flexible Use of Airspace (FUA)
Traditionally, airspace was divided rigidly between civil and military use, often leading to underutilized
capacity and inefficient routing. ICAO is promoting a more dynamic model where airspace is allocated
based on real-time operational requirements rather than permanent segregation. One of the most
significant contributions of civil-military cooperation lies in the implementation of the flexible use of
airspace (FUA) concept, which could be implemented as basic or enhanced FUA based on the need and
complexity of the airspace.
Through close coordination, civil and military authorities share information and collaborate on the planning
and execution of airspace usage. This allows previously restricted military zones to be temporarily opened
for civilian traffic during periods of low military activity, thus improving route efficiency, reducing fuel
consumption and minimizing delays.The Crucial Role of Civil-Military Cooperation in Aviation:
Enhancing safety and improving Air Traffic Management
and Airspace OptimizationGlobal Safety Initiatives
ICAO Safety Report | 2025 EditionSupporting Conflict Zones and Humanitarian Operations
Civil-military cooperation plays a vital role in conflict and crisis. In such environments, information is
essential to determine if certain portion of the airspace should be avoided or mitigation measures should
be implemented. Moreover, civilian air navigation services may be disrupted or non-operational, and
military support becomes essential to ensure the safety and continuity of humanitarian operations,
medical evacuations and disaster relief efforts.
Also, some services of the search and rescue (SAR) are provided by military authorities. Accordingly, it
is crucial that the State ensure a high level of collaboration with the military authorities to arrange for the
SAR missions to be conducted in accordance with the ICAO requirements.
For instance, during armed conflicts in regions, civil-military coordination has been essential for the
exchange of information for the issuance of NOTAMs, closing or rerouting air traffic flows and managing
complex airspace dynamics involving military operations, surveillance and civilian overflights.
Enhancing Safety and Situational Awareness
Another key benefit of civil-military cooperation is enhanced situational awareness and safety .
Surveillance systems, including radar and satellite capabilities, can support civil and military operations
by providing real-time data on airspace use and potential threats. This is particularly useful in addressing
non-cooperative or unidentified aircraft, which may pose safety or security risks.
Joint training, exercises and information-sharing mechanisms help both sectors understand each
other's protocols, leading to faster, coordinated responses to airspace incidents. Moreover, harmonized
contingency planning ensures the continuity of air services in the event of armed conflict, cyberattacks,
system failures or natural disasters.
Driving Innovation and Future Airspace Optimization
Looking ahead, civil-military cooperation will be critical in realizing next-generation airspace initiatives,
such as free route airspace (FRA), unmanned aircraft systems (UAS) and advanced air mobility (AAM).
These innovations demand high integration and trust between civil and military actors to ensure that
emerging technologies and users can safely share the skies.
The increasing complexity of global airspace – with the rise of drones, space vehicles and more flexible
flight operations – requires agile and resilient management structures. Civil-military synergy will be
indispensable for balancing efficiency, safety and sovereignty in this evolving environment.Global Safety Initiatives
ICAO Safety Report | 2025 EditionConclusion
Civil-military cooperation is no longer a secondary aspect of aviation – it is a strategic imperative. Whether
in optimizing day-to-day airspace usage, enhancing air traffic management or supporting operations in
conflict zones, the collaboration between civil and military stakeholders underpins the resilience and
adaptability of the global aviation system.
With continued dialogue, shared investment in technology and mutual trust, civil-military cooperation will
remain a cornerstone of safe, secure and efficient skies for decades to come.
Over the past six years, ICAO has participated and organized a series of webinars and workshops aimed
at raising awareness of the Manual on Civil-Military Cooperation in Air Traffic Management (Doc 10088)
and enhancing civil-military cooperation across all ICAO Regions. Dedicated civil-military workshops to
States were also conducted to agree on measures that improve sharing of information between all parties
and ensure the safety of flight operations within their airspace. Additionally, a global implementation
support project was established to foster civil-military cooperation in aviation and provide the necessary
support to States and ICAO Regions.Global Safety Initiatives
Image provided by the NOAA Aviation Weather Center, Kansas City, Missouri, USA,
from their website at https://aviationweather.gov/wafs/ .
ICAO Safety Report | 2025 EditionThe Evolution of Aeronautical Meteorological
Service to Enhance Aviation Safety
Against Turbulence Encounters
Growing Demands for Advanced Meteorological Service for International Air Navigation
Having recovered and returned to pre-pandemic levels, global air traffic is expected to increase further.
To address recent economic and environmental pressures, enhancement of safety and efficiency of air
transportation is becoming increasingly important. At all phases of flight, from around an aerodrome to
cruising level, hazardous weather phenomena may often disrupt aircrafts’ safe and efficient operations.
Closely in line with technological advancements in the air navigation field, requirements for the provision
of advanced aeronautical meteorological service have been evolving to achieve improved safety and
efficiency of air transportation with rapid growth.
Technological innovations in the field of meteorology over the course of recent decades, has seen launches
of a new generation of meteorological satellites (e.g. GOES-R, Himawari-8 &9, FY-4, METEOSAT, etc.) and
the introduction of higher-performance numerical weather prediction systems. This rapid and dramatic
evolution provides opportunities to enhance aeronautical meteorological information, to realize seamless
support for stakeholders’ decision-making in broader operational scenarios, including departure and
landing, flight planning and selection of optimal air routes, and air traffic flow management (ATFM) and air
traffic management (ATM). Global Safety Initiatives
ICAO Safety Report | 2025 EditionTurbulence encounters
The Fourteenth Air Navigation Conference (AN-Conf/14) acknowledged that turbulence encounters were a
major contributing factor to many accident or incident cases, and that renowned scientific research results
indicated the likelihood of future increase of clear air turbulence, both in intensity and frequency along
with strengthened jet streams due to climate change. Reaffirming such vulnerability of aircraft operations
against turbulence, the Conference agreed on the proposed inclusion of turbulence encounters as part
of the global operational safety risks addressed in the 2026-2028 edition of the Global Aviation Safety
Plan (GASP)1.
Furthermore, the Conference also agreed on the need to implement mitigation strategies, including
the enhancement of availability of updated special air-reports, further improvement of meteorological
forecast for clear air turbulence, and a means for collecting and sharing turbulence-related data among
States and industry2.
Future enhancement of meteorological information for turbulence safety
ICAO has promoted further development of meteorological information and services through a dedicated
expert group and in coordination with the World Meteorological Organization (WMO).
Global implementation of air-ground communication infrastructure, such as Automatic Dependent
Surveillance – Broadcast (ADS-B) version 3.0, will increase real-time information exchange on turbulence
and its intensity, which enables aircraft to avoid potentially high-risk area of turbulence, especially for
clear air turbulence. Establishment of coordinated data sharing framework will be sought as a solution to
enhance global monitoring of turbulence encounters, as demonstrated by the International Air Transport
Association (IATA) Turbulence Aware Platform3.
The World Area Forecast System (WAFS), operated by the world area forecast centres (WAFCs) in London
and Washington, plans to introduce advanced numerical weather forecasting technology enabled by the
rapid computing infrastructure. The next-generation WAFS forecast information will contain forecast for
en-route adverse weather conditions in finer horizontal, vertical and temporal resolutions, from November
2025. In addition, the two WAFCs plan to introduce new forecast information, which will indicate likelihood
of clear air turbulence and mountain-induced turbulence individually, to further support precise flight
planning with comprehensive risk assessment.
According to strong user requests for the provision of harmonized information on en-route hazardous
meteorological conditions, ICAO is also developing a new concept of meteorological information service,
the Hazardous Weather Information Services (HWIS), which can provide timely and harmonized short-term
forecast information for en-route hazardous weather phenomena, like cumulonimbus cloud, turbulence
and aircraft icing, using System Wide Information Management (SWIM) technology.
Successful implementation of these enhanced monitoring frameworks and advanced meteorological
information and services will contribute to enhanced safety of aircraft operations against the increasing
risk of turbulence encounters, as well as to efficiency and aviation environmental protection.
1 Recommendation 2.3/1, AN-Conf/14, https://portal.icao.int/icao-net/ICAO%20Documents/10209_cons_en.pdf
2 Recommendation 2.3/2, AN-Conf/14, https://portal.icao.int/icao-net/ICAO%20Documents/10209_cons_en.pdf
3 https://www.iata.org/en/services/data/safety/turbulence-platform/
Global Safety Initiatives
ICAO Safety Report | 2025 Edition4 https://www.faa.gov/node/54496
5 https://www.casa.gov.au/sites/default/files/2022-06/the-rpas-and-aam-roadmap.pdf
6 https://www.google.com/url?sa=t&source=web&rct=j&opi=89978449&url=https://www.bazl.admin.ch/dam/bazl/en/
dokumente/Themen/Luftfahrtpolitik/studien_berichte_projekte/bericht_drohnen_2024.pdf.download.pdf/bericht_drohnen_2024.
pdf&ved=2ahUKEwiTg73Su9iNAxWGAtsEHXz_CBMQFnoECCEQAQ&usg=AOvVaw1dxVI7K8f6hiS7gUPlLg_7
Safe Integration of
Unmanned Aircraft Systems/Advanced Air Mobility
into the Legacy Aviation System
The rapid growth of unmanned aviation is apparent from unmanned aircraft systems (UAS) registration
statistics. For example, as of 2025, the United States reported over a million registered unmanned
aircraft, 412 505 commercial UAS registrations, and 438 673 certificated remote pilots4. In Australia,
the number of RPAS operators' certificates (ROC) has seen significant growth, rising from 2 253 in 2021
to 2 849 by the end of June 2024. Still in Australia, there are currently 37 441 remote pilot license
(RPL) holders, a 57 per cent increase from 2021 to 30 June 2024, and there has been a 105 per cent
rise in beyond visual line-of-sight (BVLOS) operations from 2022 to 20235. In Europe, as of April 2025,
1 669 510 UAS operators were registered, and 1 323 394 remote pilot certificates issued. It was reported
that the number of applications for operational authorization of complex UAS operations in Switzerland
“more than quadrupled between 2021 and 2022 and then doubled again in the following year” . It was also
noted that, “since the entry into force of EU drone regulations in Switzerland, the proportion of UAS services
exported by Swiss drone companies has almost tripled (from around 24% in 2021 to 63% in 2023)6.
ICAO continues to make significant strides to support the safe and globally harmonized development of
unmanned aircraft and advanced air mobility (AAM) operations.
Remotely Piloted Aircraft Systems
The Remotely Piloted Aircraft Systems Panel (RPASP) is developing provisions to enable the certified
category of unmanned aircraft operations, namely internationally operated Remotely Piloted Aircraft
Systems (RPAS), primarily under instrument flight rules (IFR), in controlled airspace and at controlled
aerodromes, with no persons on board.
With the Council’s adoption in 2024 of the new Part IV — International Operations — Remotely Piloted
Aircraft Systems to Annex 6 — Operation of Aircraft , the first building blocks for a regulatory framework
are now available to enable the international operation of RPAS. Like conventional aviation, operators will
be required to hold an RPAS operator certificate (ROC), akin to an air operator certificate (AOC). This is a
considerable step towards integration of RPAS into the conventional aviation system. It should be recalled
that the ICAO Council had previously agreed to the regulatory structure for the issuance of remote pilot
licences (2018), RPAS-specific airworthiness requirements (2021), and provisions for C2 Links frequency
bands, procedures and systems (2021).
By March 2025, the RPASP had convened its 26th meeting, underscoring ICAO’s commitment to developing
Standards and Recommended Practices (SARPs), Procedures for Air Navigation Services (PANS) and
guidance material, for the safe integration of remotely piloted aircraft into the conventional aviation system.
Notably, the panel’s ongoing efforts address the complexities inherent to C2 Link, along with finalizing
packages such as air traffic management (ATM), detect and avoid (DAA) and aerodrome integration.Global Safety Initiatives
ICAO Safety Report | 2025 EditionAdvanced Air Mobility
At a foundational level, AAM can be described as a set of aviation activities involving the transport of
people, goods, as well as other use cases such as data collection, agriculture, infrastructure inspections,
in urban, regional, rural, remote areas, using advanced or innovative aviation capabilities.
The establishment of ICAO’s Advanced Air Mobility Study Group (AAM SG) in 2022 marked a pivotal
transition to addressing the complex, multi-layered and interconnected ecosystem of AAM. Building
upon the work of the UAS Advisory Group (UAS-AG), the AAM SG is tasked, inter alia, with serving as a
focal point for ICAO AAM-related work, in order to ensure global interoperability and harmonization. Its
deliverables include developing a holistic framework and vision related to AAM, conducting a gap analysis
of existing ICAO provisions and proposing recommendations for future work.
Unmanned Aircraft Systems Traffic Management
With the growth of UAS use cases, aviation is faced with the introduction of a new generation of highly
automated aircraft that vary in size and weight. Most of those new aircraft do not have a pilot on board
and, in many instances, may not even be piloted by a remote pilot. They instead rely on high levels of
automation to perform their missions. The characteristics and number of those aircraft are such that
the fitness-for-purpose of conventional aviation constructs, designed around human interactions, need
to be carefully assessed. The equipment, size, range and missions are such that new tools are required,
including services, rules and procedures to ensure cost-efficient, safe and fair access to the airspace. As
a result, a new form of traffic management is required to ensure efficiency and ensure that safe separation
from other aircraft and obstacles is maintained. UAS Traffic Management (UTM) is the response to this
emerging need. Building upon ICAO’s UTM Framewor k, the AAM SG is developing guidance material to
assist States in deploying UTM systems, if and when they wish to do so.
To support broad engagement in this growing field, ICAO hosted its inaugural Advanced Air Mobility
Symposium (AAM 2024 ), from 9 to 12 September 2024, at its headquarters in Montréal, Canada.
Themed “Advanced Air Mobility Global Harmonization and Interoperability: Challenges and Opportunities,”
the symposium attracted over 1 400 participants, including officials from 76 States, as well as industry
leaders and innovators. The collaborative work conducted during this meeting addressed, inter alia,
societal benefits of AAM, regulatory harmonization, infrastructure development and the integration of
new technologies such as electric vertical take-off and landing (eVTOL) aircraft and unmanned aircraft
systems (UAS). A significant outcome of AAM 202 4 was the issuance of a global Call to Actio n, urging
continued and further collaboration to achieve the following goals:
Understanding AAM: Engage in comprehensive data collection, research and solution development
to fully grasp and balance AAM’s potential and challenges, and identify the role of each type of
stakeholder involved.
Building AAM infrastructure: Collaboratively work on developing affordable and scalable
physical and digital infrastructure to support AAM systems worldwide, and explore utilization and
enhancement of the current infrastructure.Global Safety Initiatives
ICAO Safety Report | 2025 Edition Supporting, governing and regulating AAM: Cooperate in the establishment of adaptive, flexible
and harmonized regulatory frameworks embracing innovation and compatible with current aviation
frameworks, including through collaboration among international bodies, national governments and
other relevant entities.
Capacity-building and implementation
To support Member States in implementing these advancements, ICAO has developed six structured
training modules relevant to RPAS, UAS and UTM. These include four online courses covering UAS
fundamentals, safety management, operations and regulations, as well as two instructor-led courses
focusing on unmanned aviation fundamentals and RPAS operations implementation package (iPack).
Additionally, ICAO has organized six drone enable symposi a between 2017 and 2023, providing platforms
for stakeholders to exchange information and build global consensus on unmanned aviation integration.Global Safety Initiatives
ICAO Safety Report | 2025 EditionRunway safety continues to be a challenge in aviation safety. Runway incursion (RI) and runway excursion
(RI) are identified as two of the five global high-risk categories of occurrences (G-HRCs) within the ICAO
Global Aviation Safety Plan (GASP) framework. Since landings and take-offs are the most critical phases
of flight, effective runway safety protocols are vital for guiding pilots, ground personnel and air traffic
controllers through the complex layout of aerodromes.
In 2024, ICAO published the Second Edition of the Global Runway Safety Action Plan (GRSAP). The GRSAP
outlines recommended actions for all runway safety stakeholders, including State civil aviation authorities
(CAAs), regional safety oversight organizations (RSOOs), regional aviation safety groups (RASGs), aircraft
operators, aerodrome operators, air navigation service providers (ANSPs) and the aerospace industry. It
is complemented by two specific plans – the Global Action Plan for the Prevention of Runway Excursions
(GAPPRE) and the Global Action Plan for the Prevention of Runway Incursions (GAPPRI) – developed
through industry-led efforts under the framework of the ICAO Runway Safety Programme, in collaboration
with the Runway Safety Programme Partners.
The ICAO Council has recently adopted amendments to Annex 14 –
Aerodromes, Volume I – Aerodrome Design and Operations , including
specifications for runway distance remaining signs (RDRS). These signs
are a crucial part of effective runway excursion prevention, providing
pilots with information on the remaining runway distance, which
enhances situational awareness. This enables pilots to decide whether
to initiate a go-around, adjust braking action, and optimize rollout and
exit speeds. It is essential that pilots operating at aerodromes with
RDRS are familiar with their purpose and use.
Continued Efforts in
Enhancing Runway SafetyGlobal Safety Initiatives
ICAO Safety Report | 2025 EditionThe prescribed upper age limit for commercial pilots has been a hotly debated topic in aviation for
several years. One recommendation of the ICAO Medical Provisions Study Group (MPSG) was to consider
migrating from a prescribed pilot upper age limit to an individualized, risk-based and performance-based
standard, irrespective of chronological age.
ICAO subsequently conducted a survey: Review of the Upper Age Limit for Pilots Engaged in Commercial
Air Transport Operations (via State letter 24/77), to obtain States’ best practices pertaining to pilot
upper age limits and to assess the feasibility of implementing a new and updated aviation medical risk
management model. The advantages of implementing the new risk model, which is a combination of
the application of bowtie and risk matrices, include: applicable to various types of aviation medical
risk factors; use of measurable and non-measurable data; and flexibility for future adjustment based on
evolving developments in science and technology.
The survey was distributed to Member States, international organizations and accident investigation
authorities requesting information and data concerning: State regulatory requirements; capacities to
implement various types of risk mitigation measures; medical certification procedures and resources;
and the availability of operational and safety data to support implementation of mitigation measures.
Key outcomes of the survey highlighted the need to: improve the development of guidance material;
standardize and strengthen the aviation medical system; enhance relevant data collection and data
analysis; and support State implementation, notably the application of basic safety management principles
through health promotion (ICAO Standards 1.2.4.2 and 1.2.4.3), to reduce future risks to flight safety
during the transition period from a prescriptive upper age limit to performance-based individualized risk
assessments.
The health promotion Standards are also relevant to mental wellbeing in aviation. March 2025 marked
the 10-year anniversary of the Germanwings accident that focused world attention on mental health in
aviation. The ICAO Mental Health Working Group (MHWG), which was implemented in response to the
Germanwings accident continues to meet monthly to share best practices and discuss mental health
matters of importance to aviation safety.
Notable publications to date from this group include: subject matter contained in the ICAO book Fitness to
Fly (a joint publication by ICAO, the International Air Transport Association and the International Federation
of Air Line Pilots’ Associations); and contribution to the ICAO Electronic Bulletin (EB 2020/55) on mental
health issued during the COVID-19 pandemic, recognizing the importance of the types of mental health
support that need to be provided by different stakeholders at various levels within aviation.The Role of Health Promotion and Mental Wellbeing
in Enhancing Aviation SafetyGlobal Safety Initiatives
ICAO Safety Report | 2025 EditionBuilding on the above, the MHWG reviewed the ICAO mental health
framework, which is applicable to all aviation personnel and not
restricted to flight crew only. This review resulted in the development
of a new ICAO manual: the Manual of Health Promotion and Mental
Wellbeing in Aviation Personnel , scheduled for publication in 2025. This
manual will include a newly developed Aviation Medicine and Mental
Health Lexicon and guidance material on peer support.
In addition, the MPSG reviewed the Manual on Prevention of
Problematic Use of Substances in the Aviation Workplace (Doc 9654)
and updated chapters of the Manual of Civil Aviation Medicine (Doc
8984) concerning health promotion, both scheduled for publication
in 2025. Furthermore, they provided comments for consideration
relating to the Manual on Critical Incident Response Programmes
for Cabin Crew (Doc 10185) and the Manual of Human Performance
(Doc 10151), aligning the new manual to these documents as well.
The value of health promotion, mental wellbeing advocacy and the
ultimate effective application of individualized risk management should
not be underestimated in terms of building trust within the aviation
medical system and the resultant effect of enhanced aviation safety.
Global Safety Initiatives
ICAO Safety Report | 2025 EditionICAO Annex 13 – Aircraft Accident and Incident Investigation contains
the requirements that the State conducting the investigation of
an accident or incident shall make the Final (investigation) Report
publicly available within 12 months, if possible, in the interest of
accident prevention.
In addition, the State conducting the investigation of an accident or
incident involving aircraft with a certified maximum take-off weight
(MTOW) over 5 700 kg is required to send the Final Report to ICAO.
Final Reports are recorded in an ICAO central database, the e-Library
of Final Reports, which is publicly available on the ICAO website.
The Final Report of an aircraft accident or incident investigation is
the foundation for initiating the safety actions which are necessary to
prevent further accidents from similar causes. The Final Report on an
accident establishes in detail what happened, how it happened and why
it happened. The findings, causes and/or contributing factors of the Final
Report led to safety recommendations so that appropriate preventive
measures can be taken. The Manual of Aircraft Accident and Incident
Investigation , Part IV — Reporting (Doc 9756) provides the associated
guidance on implementing the aforementioned requirements.
The timeliness of publication of Final Reports ensures the effective
dissemination of safety information including safety recommendations
and lessons learned arising from accident or incident investigations.
ICAO has been working on improving the timeliness and the release
rate of accident investigation Final Reports since 2016 through a
review of more than thousands of fatal accidents worldwide.
In 2017, it was found that only 41 per cent of fatal accidents involving civil-operated aircraft with a
certified MTOW over 5 700 kg between 1990 and 2016 had made a Final Report publicly available. The
average period for the publication of those Final Reports published by States was more than four years
during the same period. For the period 2017-2022, the ratio of Final Reports made publicly available
increased to 60 per cent, and the average period for the publication of Final Reports reduced to about
20 months. By 2024, 76 per cent of Final Reports were published from the investigations completed for
the period 2017-2022.
At the same time, during the review, it was found that some States decided not to conduct an Annex 13
investigation for accidents considered to be outside the scope of Annex 13 (for example, State flight). The
percentage of Final Reports published compared to investigations completed would be further increased
if taking this into account. Importance of Timely Publication
of Accident Investigation Final Reports
Global Safety Initiatives
Global Safety Initiatives
ICAO Safety Report | 2025 EditionThe ICAO Accident/Incident Data Reporting (ADREP) System comprises
the reporting requirements in Annex 13, the ADREP taxonomy, the
reporting mechanism and the database that stores the accident/incident
records collected.
ICAO first began the development of its ADREP system in the 1970s to
monitor safety trends and accident rates while facilitating the compliance
of the requirements in Annex 13. The ICAO Council approved the system
in 1976.
Annex 13 requires States to send notifications and accident/incident data
reports of investigations to ICAO (Chapter 4 and Chapter 7, respectively).
The Manual of Aircraft Accident and Incident Investigation , Part IV —
Reporting (Doc 9756) provides the associated guidance.
The ICAO ADREP taxonomy defines hundreds of possible data elements
for reporting an accident or incident, including the people, aircraft and
operations involved in the event. The details of the ADREP taxonomy were
previously provided in Accident/Incident Reporting Manual (Doc 9156, now
obsolete) and were later incorporated into the Safety Management Manual
(Doc 9859) and referenced in Doc 9756 though the current edition of
Doc 9859 no longer includes the ADREP guidance. The ADREP taxonomy
had been revised and updated many times in response to technological
and administrative advances in aviation. The ADREP2000 version of the
taxonomy was finalized in 2001 and subsequently incorporated into the old
European Co-ordination Centre for Accident and Incident Reporting Systems
(ECCAIRS 1). ICAO published the ADREP taxonomy that was documented in the format of the ECCAIRS 1
on the ICAO website in 2013. Recently, ICAO has commenced the work to update the ADREP taxonomy.
In 2004, ICAO adopted ECCAIRS 1 for its ADREP database. States submit the notification and the accident/
incident data reports mainly via emails. Recently, the ADREP database has been transitioned to the cloud-
based ECCAIRS 2 which provides direct online reporting and automated data transfer. Currently, the
ADREP database contains approximately 45 000 records of accidents and incidents.
The accident and incident data for commercial air transport involving aircraft with a certified maximum
take-off weight (MTOW) over 5 700 kg are reviewed, validated and verified by the ICAO Occurrence
Validation Study Group (OVSG) using the ADREP taxonomy to generate a dataset with reliability, validity
and quality. This data enables ICAO to measure the progress made towards the achievement of the
goals and targets presented in the Global Aviation Safety Plan. It provides the basis for the statistics and
analysis in the ICAO annual safety report to monitor safety trends and global safety indicators. Moreover,
it supports data-driven decision-making for other ICAO activities and the development of SARPs.
At the same time, the ICAO ADREP information is available for Member States with the understanding that
the ADREP information will be used for accident investigation and prevention only. ICAO Accident/Incident Data Reporting System
Global Safety Initiatives
ICAO Safety Report | 2025 EditionThe presence of wildlife (birds and other animals) on, or in the vicinity of an aerodrome poses a serious
threat to aircraft operational safety.
Wildlife strikes continue to represent a significant safety concern for international civil aviation, with
many of these occurrences, approximately 74 per cent, taking place on or in the vicinity of aerodromes.
Analysis of data compiled under the ICAO Bird Strike Information System (IBIS) for the period 2016 to 2021
(Electronic Bulletin 2023/30 ) indicates that 24 per cent of reported wildlife strikes occurred during take-
off phase, and 46 per cent during descent, approach or landing roll – critical moments when aircraft are
most vulnerable.
To address this persistent risk, ICAO has significantly enhanced its data management and global
coordination through the IBIS. Over the last two years, ICAO has achieved substantial milestones,
including reaching 66 per cent of States with nominated national IBIS focal points. Additionally, ICAO has
made great efforts to improve the consistency, quality, accuracy and completeness of wildlife strike data
submissions from States.
These improvements have resulted in a more balanced global distribution of wildlife strike reports
compared to earlier data sets, which were predominantly concentrated in the North American, Central
American and Caribbean (NACC) and European and North Atlantic (EUR/NAT) Regions. More importantly,
they have led to a substantial increase in the overall volume of data submitted. Between 2016 and 2021,
ICAO received over 273 000 wildlife strike reports, an increase of approximately 280 per cent compared
to the previous 8-year period. This marked growth in reporting reflects stronger engagement from States
and has provided ICAO with a significantly more robust dataset. The improved data supports more
comprehensive global and regional safety analyses, enabling more precise risk assessments and informing
the prioritization of wildlife strike hazard mitigation strategies grounded in evidence-based trends.
Looking ahead, ICAO is advancing work on the integration of emerging technologies and the development
of updated guidance material aimed at reducing the risk of wildlife strikes. Concurrently, ICAO is finalizing
a new edition of the ICAO Bird Strike Information System (IBIS) (Doc 9332), which will provide enhanced
guidance on data collection, validation and analysis methodologies.
Through these combined efforts – modernized data practices, technological integration and global
harmonization – ICAO and its Member States are making strong progress toward reducing the frequency
and severity of wildlife strikes, ultimately enhancing both safety and operational resilience in international
civil aviation.Strengthening Wildlife Strike Reporting
Global Safety Initiatives
ICAO Safety Report | 2025 EditionICAO has been working on the development of Standards and Recommended Practices and associated
guidance for the implementation of the Global Aeronautical Distress and Safety System (GADSS) since 2014.
This work was prompted by a review of existing Standards following two high profile accidents (AF447
and MH370) that indicated further improvements in aircraft tracking were both possible and warranted.
In 2024 the last piece of the GADSS was put into place with the operational declaration of the Location
of an Aircraft in Distress Repository (LADR) and associated Operational Control Directory (OPS CTRL).
These systems, developed and hosted by the European Organisation for the Safety of Air Navigation
(EUROCONTROL) on behalf of ICAO, serve as the main central location to access information on the
last known position of an aircraft in distress, and to coordinate with all relevant stakeholders in order to
quickly establish the need for a response from air traffic services, the operator, and search and rescue
(SAR) personnel.
As of 1 January 2025, all new aircraft7 (first issued with a Certificate of Airworthiness dated 1 January 2024
onwards) are required to carry a new piece of equipment, intended to detect a distress situation in flight
and automatically begin transmission, at one-minute intervals or less, of the aircraft position. This is
intended to identify the location of an aircraft to within 6 NM following a serious event such as a loss of
thrust on all engines, a highly unusual air speed or attitude, and other specific conditions.
Triggering in-flight ensures that signals will be received from the aircraft that will enable SAR personnel to
quickly establish the aircraft location, and the LADR will ensure that everyone associated with the incident
will have access to the same information to work from.
GADSS has been developed to facilitate the tracking of aircraft, identify aircraft in distress to ensure a
prompt response, and to ensure that vital flight data recording information related to serious incidents
and accidents are retrievable to assist with analysis and prevention of future accidents. Its completion
marks a significant milestone in aviation safety.Implementation of the
Global Aeronautical Distress and Safety System
7 Additional criteria apply, see Annex 6, Part I, 6.18 for details.
Global Safety Initiatives
ICAO Safety Report | 2025 EditionState Safety Programme Implementation Package
An implementation package (iPack) for State Safety Programmes (SSP) was launched in the first quarter
(Q1) of 2024. The goal of this iPack is to assist and guide States, civil aviation authorities (CAAs) and
organizations responsible for the implementation of an SSP using a project-oriented approach with
specific emphasis on Component 1, “State safety policy, objectives and resources” and Component 4,
“State safety promotion”. The iPack also addresses strategies for small States to achieve an effective SSP
implementation. Following the completion of the SSP training course, the services of a dedicated subject
matter expert (SME) on SSP development/implementation is provided for a duration of 20 workdays
to assist the State in making progress. The SSP iPack is intended for remote (virtual) deployment, but
in-person options are also available. Course material and SME services are provided in English, French
and Spanish.
Safety Intelligence and Safety Performance Management Workshops
To address challenges shared by States through the ICAO Annex 19 – Safety Management Implementation
Challenges Survey conducted in 2022, ICAO delivered five regional workshops between March 2023 and
March 2024 to support States in developing safety intelligence and in implementing safety performance
management as shown in Table 3 below:
The objectives of the workshop included providing participants with knowledge and practical skills related to:
• understanding the importance and use of data for managing safety and making decisions;
• developing a safety intelligence strategy;
• developing safety objectives and safety performance indicators; and
• monitoring and managing safety performance.Safety Management Implementation
Support Activities
Table 3. | Delivery of Safety Intelligence and Safety Performance Management Workshops
ICAO Region Location Workshop dates No. of participants
APAC ICAO RO Office, Bangkok 20 - 24 March 2023 23
WACAF ICAO RO Office, Dakar 11 - 15 September 2023 20
ESAF Addis Ababa, Ethiopia 18 - 22 September 2023 44
EUR/NAT Baku, Azerbaijan 16 - 20 October 2023 27
NACC and SAM San Jose, Costa Rica 18 - 22 March 2024 37
Global Safety Initiatives
ICAO Safety Report | 2025 EditionThe workshops consisted of presentations, sharing of experiences, discussions, hands-on exercises and
case studies on the following topics:
• Overview of proposed amendments to Annex 19 (related to safety intelligence
and safety performance management).
• Data governance and management.
• Sharing and exchange of safety data and safety information.
• Development of indicators.
• Safety performance monitoring and management.
• Safety data collection and processing system (SDCPS).
• Data visualization, reporting and communication of analysis results.
• Developing safety intelligence strategy.
• Implementation strategies and ideas.
Annex 19, Amendment 2 and the new Safety Intelligence Manual (Doc 10159)
Amendment 2 to Annex 19, adopted by the ICAO Council in June 2025, includes significant enhancements
to Chapter 5 which boasts a new title, Development of Safety Intelligence . Safety intelligence is considered
a fundamental element that supports all safety management processes and activities towards effective
data-driven decision making. This helps organizations manage safety risks while achieving meaningful
safety outcomes. The development of safety intelligence and its related aspects are essential elements
in implementing SSPs and safety management systems (SMSs). The enhanced Chapter 5 clarifies the
provisions related to the establishment of a safety data collection and processing system (SDCPS),
which consists of a series of integrated processes and schemes to capture, store, aggregate, process
and support the analysis of safety data and safety information. The amendment also strengthens the
provisions related to analysis, and the sharing and exchange of safety information and safety intelligence
within the aviation community.
To support the enhanced provisions in Annex 19, Amendment 2 and based on the interactions with and
feedback from participants of the Safety Intelligence and Safety Performance Management Regional
Workshops, ICAO has developed and published the new Safety Intelligence Manual (Doc 10159). The
Safety Intelligence Manual includes content related to safety data collection, processing and analysis that
was previously part of the fourth edition of the Safety Management Manual (Doc 9859), published in 2018,
and will complement the fifth edition of Doc 9859. Most of the guidance related to the protection of safety
data, safety information and related sources when used for safety management purposes will be moved
to and consolidated in the Manual on Protection of Safety Information , Part II — Protection of safety data,
safety information and related sources (Doc 10053). Doc 9859 and Doc 10053, Part II are expected to
be published by end of 2025.
Safety Management Implementation website
The Safety Management Implementation (SMI) website ( www.icao.int/smi ) complements the safety
management guidance material and serves as a repository for sharing practical examples and tools
among the aviation community in support of effective safety management implementation. Since its initial
launch in 2018, 179 practical examples, tools, promotional videos and practical guidelines to support
ICAO provisions have been collected, validated and posted for sharing as shown in Table 4. The website
will be expanded to reflect the updated structure of the safety management guidance material and
practical examples, tools, etc., will continue to be collected for validation and posting.
Global Safety Initiatives
ICAO Safety Report | 2025 EditionTable 4. | Number of supporting examples on the SMI website by chapter of
Doc 9859, Safety Management Manual , 4th edition
Chapter and Title No. of examples
1. Introduction 7
2. Safety management fundamentals 16
3. Safety culture 4
4. Safety performance management 2
5. Safety data collection and processing systems 24
6. Safety Analysis 10
7. Protection of safety data, safety information and related sources 5
8. State safety management 72
9. Safety management systems 39
Global Safety Initiatives
ICAO Safety Report | 2025 EditionRegional cooperation plays a key role in improving global aviation safety through regional safety oversight
organizations (RSOOs), regional accident and incident investigation organizations (RAIOs) and other
regional cooperation mechanisms. These different types of mechanisms support States in a range of
safety oversight and investigative activities. However, despite continuous development, many of these
organizations still face some specific challenges.
To help strengthen these regional cooperation mechanisms to support their Member States, ICAO
provides support to these mechanisms through various programmes and activities.
RSOO Cooperative Platform and RAIO Cooperative Platform
Both RSOO and RAIO cooperative platforms are excellent enablers for peer support amongst regional
organizations. These cooperative platforms bring together 14 RSOOs (including other regional cooperation
mechanisms) and six RAIOs and investigation cooperation mechanisms (comprising of approximately
150 Member States in total) to strengthen, build partnerships, facilitate the sharing of experiences and
best practices between these organizations as well as facilitate interfacing with ICAO. ICAO also provides
workshops on identified areas of need amongst the cooperative platform members.
RSOO and RAIO Assessment Programme
The RSOO and RAIO Assessment Programme assesses qualifications and capabilities of RSOOs and
RAIOs using tools like those of the Universal Safety Oversight Audit Programme (USOAP). Since its
adoption during the 40th Session of the ICAO Assembly, ICAO has made significant strides in advancing
this assessment programme. In October 2024, ICAO conducted its first post-COVID RSOO and RAIO
Assessment Programme of the Civil Aviation Safety and Security Oversight Agency of the East African
Community (CASSOA).
Updating of guidance material
Updating of guidance material such as the Safety Oversight Manual , Part B – The Establishment and
Management of a Regional Safety Oversight Organization (Doc 9734) is being undertaken to provide these
organizations with the tools needed to enhance efficiency, optimize resources, and help States meet
regulatory and oversight responsibilities.
Global Events
ICAO has held global events, bringing together these regional organizations, their Member States,
industry and other stakeholders to increase awareness of their roles, activities and challenges with an
aim to foster collaboration and further strengthen them. These events also enhance communication and
dialogue between ICAO and the different regional cooperation mechanisms that support States’ safety
and accident investigation activities. In 2023, ICAO and the European Union Aviation Safety Agency
(EASA) hosted the Second RSOO Forum on Global Aviation Safety (from 10 to 12 October 2023 in Nairobi,
Kenya) and in 2024, ICAO and the General Civil Aviation Authority (GCAA) of the United Arab Emirates held
the Aviation Safety and Aircraft Accident and Incident Investigation Symposium (from 19 to 21 November
2024 in Abu Dhabi, United Arab Emirates). Regional Cooperation in Aviation Safety
Global Safety Initiatives
ICAO Safety Report | 2025 EditionICAO is dedicated to enhancing aviation safety and fostering cooperation with and among regional bodies
and organizations, such as RSOOs and RAIOs so they can more efficiently support their States. These efforts
focus on promoting capacity building, increasing awareness of their roles, integrating them into ICAO’s
framework and providing implementation support to address current and emerging safety challenges.
Global Safety Initiatives
ICAO Safety Report | 2025 EditionThe ICAO Universal Safety Oversight Audit Programme (USOAP) Continuous Monitoring Approach (CMA)
focuses on States’ capabilities to provide safety oversight and investigate aircraft accidents and incidents.
The programme monitors States to plan activities that will determine the States’ effective implementation
(EI) of their safety oversight system, supported by ICAO’s safety-related Standards and Recommended
Practices (SARPs), Procedures for Air Navigation Services (PANS) and guidance material.
Over the past year, the States global average EI score increased slightly from 68.31 per cent in 2023
to 68.67 per cent in 2024. In addition, the number of States achieving the 2023-2025 GASP target of
75 per cent EI increased from 44 per cent in 2023 to 45 per cent in 2024.
Effective Implementation of a State Safety Oversight System
ICAO recognizes the efforts being made by all Member States to establish and maintain an effective
safety oversight system capable of addressing all safety-related issues in all areas of aviation activities
towards the achievement of the GASP targets.
To standardize the audits conducted under the USOAP CMA, ICAO established Protocol Questions (PQs),
which are supported by ICAO Standards established in the Annexes to the Chicago Convention and other
ICAO provisions. The PQs contribute to determine the EI of each of the eight critical elements (CEs):
• primary aviation legislation (CE-1);
• specific operation regulations (CE-2);
• State system and functions (CE-3);
• qualified technical personnel (CE-4);
• technical guidance, tools, and provisions of safety-critical information (CE-5);
• licensing, certification, authorization and/or approval obligations (CE-6);
• surveillance obligations (CE-7); and
• resolution of safety issues (CE-8).Status of Global Effective Implementation
of State Safety Oversight System
ESTABLISH
IMPLEMENTCE-1
Primary
aviation
legislation
CE-8
Resolution
of safety
issuesCE-7
Surveillance
obligationsCE-3
State system
& functionsCE-2
Specific
operating
regulations
CE-4
Qualified
technical
personnelCE-5
Technical
guidance,
tools & provisions
of safety
critical info
CE-6
Licensing,
certification,
authorization
&/or approval
obligations
Global Safety Initiatives
ICAO Safety Report | 2025 EditionThe use of standardized PQs contributes to the transparency, quality, consistency, reliability and fairness
of the USOAP CMA audits and the subsequent validation activities.
The PQs cover the following eight audit areas:
1) primary aviation legislation and civil aviation regulation (LEG);
2) civil aviation organization (ORG);
3) personnel licensing and training (PEL);
4) aircraft operations (OPS);
5) airworthiness of aircraft (AIR);
6) aircraft accident and incident investigation (AIG);
7) air navigation services (ANS); and
8) aerodromes and ground aids (AGA).
From 1 January 2022 to 31 December 2024, the USOAP CMA conducted a total of 97 USOAP CMA activities,
which included audits, ICAO Coordinated Validation Missions (ICVMs), off-site validation activities,
mandatory information requests (MIRs), State Safety Programme Implementation Assessments (SSPIAs)
and workshops. Ten activities were postponed upon the State’s request.
The audit areas with the lowest levels of EI are aircraft accident and incident investigation (AIG) (56.05 per cent)
and aerodromes and ground aids (AGA) (66.38 per cent), while the Critical Element (CE) with the lowest level
of EI are resolution of safety issues (CE-8) (57.14 per cent), surveillance obligations (CE-7) (63.07 per cent)
and qualified technical personnel (CE-4) (63.21 per cent). ICAO identified 11 significant safety concerns
(SSCs) and five SSCs identified by ICAO were resolved. As of 31 December 2024, nine SSCs remained
unresolved, affecting six States. In this period, ICAO deployed the MIR mechanism to request information
or documentation from four States for USOAP CMA review and validation, which have been closed
satisfactorily. The increase of the average EI score for audited States to 68.67 per cent reflects States’
efforts to build safety oversight capacity, particularly CEs 1 to 5. Six of ICAO’s 193 Member States have
not received a USOAP audit as of 2024.
In further review of the results by CE, Chart 19 shows that only CE-1 (primary aviation legislation) has
achieved the global target of 75 per cent. CE-2 (specific operation regulations) is close to achieving the
target (74.9).
ICAO Safety Report | 2025 EditionThe audit areas of LEG and AIR met the 75 per cent global target as evidenced in Chart 20. Additional
information on past USOAP CMA results can be found in the USOAP Report published every three years, on
the ICAO website at https://www.icao.int/safety/CMAForum/Documents/USOAP_REPORT_2022-2024.pdf . 78.3
0102030405060708090100
CE-1 CE-2 CE-3 CE-4 CE-5 CE-6 CE-7 CE-8% Effective Implementation
73.8 74.571.982.5
56.166.4 66.4
LEG ORG PEL OPS AIR AIG ANS AGA% Effective ImplementationGlobal Safety Initiatives
Chart 19. | USOAP Effective Implementation by Critical Element - 2024
Chart 20. | USOAP Effective Implementation by Audit Area - 2024
ICAO Safety Report | 2025 EditionRegional Safety Initiatives
Regional Initiatives or Success Stories
on Enhancing Aviation Safety
ICAO maintains seven Regional Offices to provide closer support and coordination for Member States,
including implementing ICAO Standards and Recommended Practices (SARPs), regional plans and
initiatives to maintain and continuously improve aviation safety at the regional level.
ICAO Safety Report | 2025 EditionAsia and Pacific Region
Flight Safety
The Global accident rate for the Asia and Pacific (APAC) Region showed a downtrend from 2022 to 2023.
The accident rate decreased from 2.05 accidents per million departures in 2022 to 1.87 per million
departures in 2023. Similarly, the Regional Aviation Safety Group Asia and Pacific Regions (RASG-APAC)
accident rate also decreased from 1.38 per million departures to 0.78 per million departures over the
same period. RASG-APAC’s accident rate has remained lower than the global accident rate over the past
decade. Overall, the five-year moving average accident rate, globally and for RASG-APAC, has shown a
consistent downward trend.
The APAC Regional Office conducted Combined Action Team (CAT) technical assistance missions to
Bangladesh, Maldives, Philippines and Thailand in 2024 and some follow up high-level support for Lao
People’s Democratic Republic. In the 2023-2024 period, CAT technical assistance was also provided
by Regional Office to Viet Nam, China and Pakistan prior to their USOAP audits, contributing to an
augmentation of almost 10 per cent to the USOAP effective implementation (EI) for these States.
The APAC Regional Office is focused on capacity building through provision of training. Seven Government
Safety Inspector (GSI) courses were conducted. With funding assistance from the Federal Aviation
Administration (FAA) and Boeing, GSI - AIR, OPS, PEL were organized in 2023-2024 for South Asia,
Southeast Asian States and one GSI course (in AIR) took place in Fiji for Pacific Small Island Developing
States (PSIDS). A total of 85 civil aviation authority (CAA) inspectors in the APAC Region were trained, and
some of these participants are now ready to become instructors in their respective GSI areas.
With the assistance of Bangladesh, the APAC Regional Office developed a monitoring tool, which was
updated in 2023/2024 to monitor States’ progress on safety enhancement initiative (SEI) implementation,
National Aviation Safety Plans (NASPs), APAC Regional Aviation Safety Plan (AP-RASP) and Global Aviation
Safety Plan (GASP) SEI mapping and implementation. The tool is on currently on LIVE mode.
Air Traffic Management
Under the APAC Regional Airspace Safety Monitoring Advisory Group (RASMAG) airspace safety
monitoring, the estimated vertical collision risk for Asia in 2023 remained within the Target Level of Safety
(TLS), continuing a downward trend since 2017 due to ongoing safety enhancements. Specific airspaces,
including the AKARA corridor, Southeast Asia, and the South Asia/Indian Ocean Region, also met the TLS.
The Revised Guidance Material for Asia-Pacific reduced vertical separation minimum (RVSM) Airspace
introduced an enhanced process for identifying large height deviation (LHD) hotspots, resulting in the
removal of nine hotspot areas in the APAC Region.
Additionally, ICAO APAC reviewed and updated the Guidance Material for ATS Data Link Systems to
eliminate redundancies and formalize Performance-based Communication and Surveillance (PBCS) non-
compliance reporting procedures.Regional Safety Initiatives
ICAO Safety Report | 2025 EditionThereafter, three Asia/Pacific Air Navigation Planning and Implementation Regional Group (APANPIRG)
airspace safety deficiencies related to safety data provision were also resolved in 2024 through ICAO-
facilitated coordination, addressing lapses caused by unfamiliarity with reporting processes.
Aerodrome and Ground Aids
Currently (as of 19 March 2025) the achievement in aerodrome certification for international operations
in the APAC Region is 91.35 per cent. This represents 338 out of 370 international airports in the
Region being certified, a resounding success. This achievement can be attributed to the ICAO APAC
Office concerted efforts and the Beijing Declaration (Asia Pacific Ministerial Conference on Civil Aviation
(APACMC), 31 January to 1 February 2018, Beijing, China). Regional Safety Initiatives
ICAO Safety Report | 2025 EditionEastern and Southern African Region
Introduction
Over the past years, the Eastern and Southern Africa (ESAF) Regional Office has been at the forefront
of enhancing safety standards and practices in its 24 Member States. These contributions have not
only strengthened the safety of aviation operations but have also set a trend for regional cooperation
and collaboration. In the following section, we will examine three key activities that have significantly
enhanced safety at the ESAF regional level.
Collaboration with Regional Safety Oversight Organizations
The ESAF Office has been instrumental in strengthening the two regional safety oversight organizations
(RSOOs) in the Region – the Civil Aviation Safety and Security Oversight Agency (CASSOA) and the
Southern Africa Development Community (SADC) Aviation Safety Organisation (SASO). While CASSOA’s
mandate includes both safety and security oversight, SASO is dedicated solely to safety oversight.
Recognizing the critical importance of these organizations, the Regional Office was instrumental
in advocating for their establishment within the frameworks of their respective Regional Economic
Communities (RECs). This approach ensured strong support and commitment from Member States,
facilitating their effective operationalization.
Peer Support initiative for Aerodrome Certification
The aerodrome certification process ensures that an aerodrome meets the minimum requirements
necessary to guarantee the safety and efficiency of aircraft operations, thereby protecting passengers,
equipment, crew and the surrounding environment.
The rate of aerodrome certification in the Region has steadily increased from 28 per cent to 52.5 per cent
over the past five years. This success is attributed to the strategic approach adopted by the ESAF Regional
Office. It includes capacity building through a peer support arrangement where an expert from a State
that has certified at least one international aerodrome is assigned to support another State that has not
certified any aerodrome. This peer support approach encompasses sharing of experiences and challenges
encountered by different States and providing mutual support to ensure that “No Country is Left Behind”
in the certification of international aerodromes.
Assistance to States through the Regional Office Safety Team Initiative
Over the years, significant progress has been made in enhancing aviation safety in the ESAF Region due to
the sustained efforts and initiatives of the Regional Office Safety Team (ROST). The technical assistance
provided by the ROST to States in the Region has been instrumental in improving the average effective
implementation (EI) levels of the critical elements of the State safety oversight system, increasing from
54.79 per cent in 2019 to 61.6 per cent in 2024.
Beyond advancing EI across the Region, the ROST’s support has been important in resolving all five
Significant Safety Concerns (SSCs), bringing them to zero in 2022, and preventing the emergence of
new SSCs. The ROST continues to provide ongoing technical assistance in addressing one SSC identified Regional Safety Initiatives
ICAO Safety Report | 2025 Editionin the Region in 2023. In addition to the technical assistance, the ESAF Regional Office Safety Team,
in collaboration with Capacity Development and Implementation Bureau (CDI), has played a key role in
successfully executing projects aimed at establishing and enhancing the State safety oversight systems
of ESAF States.Regional Safety Initiatives
ICAO Safety Report | 2025 EditionEuropean and North Atlantic Region
“Country Strategic Plan of Action” (COSPA): a collaborative “country strategy”
to enhance aviation safety in Uzbekistan
In 2024, as endorsed at the 2023 Meeting of Directors General of Civil Aviation (DGCA) for the European
and North Atlantic (EUR/NAT) Regions, the ICAO EUR/NAT Regional Office launched the implementation of
a new collaborative pilot programme. This Country Strategic Plan of Action (COSPA) programme follows a
country strategy to enhance aviation safety in Uzbekistan, ICAO’s only “doubly landlocked” Member State.
This initiative aligns with Uzbekistan’s National Development Plan. It leverages existing implementation
support mechanisms and programmes and introduces new initiatives to address priority needs. It brings
together key partners which are engaged in supporting the development and implementation of the
COSPA. The main goal is to enhance effectiveness, efficiency and collaboration in implementation support
activities related to aviation safety.
Following the 2023 EUR/NAT-DGCA Meeting, Uzbekistan committed to being the first beneficiary of the
COSPA pilot programme, with its Minister of Transport signing an agreement with ICAO in January 2024.
Uzbekistan's COSPA aims to strengthen aviation safety through a structured and prioritized strategic
approach in order to:
• Enhance the State’s strategic aviation planning capabilities, in particular to help ensure the availability
of sufficient and sustainable human and financial resources within the State aviation authorities, and
develop a robust National Aviation Safety Plan (NASP).
• Increase the State’s capabilities for safety oversight.
• Strengthen the State’s aircraft accident and incident investigation system.
• Strengthen the State’s safety management capabilities.
• Enhance operational safety.
The current COSPA partners include France (French Civil Aviation Authority (DGAC) and Bureau
d’Enquêtes et d’Analyses (BEA)), the United States (Federal Aviation Administration (FAA) and National
Transportation Safety Board (NTSB)), Airports Council International (ACI)/ACI-Europe, International Air
Transport Association (IATA), Airbus, Boeing and the World Bank.
A strategic review board guides the delivery of the programme through a 3-year prioritized activity
plan. The programme is regularly updated and progressed by a technical cooperation team to enhance
coordination for delivery of the COSPA objectives.
Accident and Serious Incident Investigation Project for Central Asian States
In January 2025, the ICAO EUR/NAT Regional Office, in close cooperation with the Capacity Development
and Implementation Bureau (CDI) and Air Navigation Bureau (ANB), launched a sub-regional project to
strengthen the capabilities of Central Asian States (Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan
and Uzbekistan) for the investigation of aircraft accidents and serious incidents. This initiative focuses
on the establishment and effective operation of a national independent investigation authority by each
State, making use of existing regional arrangements and bilateral agreements. It also addresses the Regional Safety Initiatives
ICAO Safety Report | 2025 Editiondevelopment and implementation of a system in each State to ensure the systematic, effective and
independent investigation of aircraft accidents and serious incidents, from the timely initiation of the
investigation up to the publication of the Final Report.
The project includes a root cause analysis of the current situation and challenges. The initial phase
includes the collection of information and insights, gathered through surveys and interviews with
representatives of the concerned States and the Interstate Aviation Committee (IAC), as the regional
accident investigation organization active in the Central Asian sub-region. The project will produce
recommendations to assist States in implementing an effective and independent accident and serious
incident investigation system, in line with the provisions of Annex 13 — Aircraft Accident and Incident
Investigation . These recommendations will be developed following a high-level consultation with the
concerned States and organizations. Regional Safety Initiatives
ICAO Safety Report | 2025 EditionMiddle East Region
The Fifth Safety Summit
Under the theme of Collaborative Approach to Managing and Enhancing Aviation Safety , the Fifth Middle
East (MID) Region Safety Summit was held in Kuwait from 25 to 27 November 2024, bringing together
over 100 participants from States, international organizations and industry stakeholders. The summit
served as a platform to foster collaboration in aviation safety by aligning strategies, sharing experiences
and addressing emerging challenges.
The Summit focused on the following key areas:
• Implementation of State safety programme (SSP) and safety management system (SMS).
• Establishing a robust safety risk management framework at the State level.
• Developing effective safety performance indicators (SPIs).
• Enhancing safety intelligence and data analysis capabilities.
• Assessment of SSP and SMS implementation.
• Addressing emerging threats such as global navigation satellite system (GNSS) interference and
spoofing, Advanced Air Mobility (AAM) integration and cybersecurity risks.
• Advancing aerodrome certification and establishing Runway Safety Teams.
The summit reinforced the importance of strengthened collaboration among stakeholders to address
aviation safety challenges; leveraging data-driven safety intelligence for informed decision-making; and
capacity-building initiatives to enhance regional safety capabilities. A strong commitment was made to
align regional safety strategies with ICAO Standards to ensure continuous improvement and resilience
in addressing emerging challenges. Additionally, the MID Office’s role in providing technical support and
facilitating cross-State coordination was highlighted as critical to advancing aviation safety in the Region.
6th MID Region Safety Summit
The United Arab Emirates has graciously volunteered to host the Sixth MID Region Safety Summit in
2026. This reflects the United Arab Emirates’s dedication to promoting aviation, safety and fostering
regional collaboration.Regional Safety Initiatives
ICAO Safety Report | 2025 EditionNorth American, Central American and Caribbean Region
Enhancing State Safety Oversight Capacity
The ICAO North American, Central American and Caribbean (NACC) safety oversight system improvement
project was launched as a response from the Regional Office to the need of Caribbean (CAR) States
for real diagnostics and multidisciplinary technical support, due to low levels of State safety oversight
performance. The main goals are to enable States to demonstrate compliance with ICAO Standards and
Recommended Practices (SARPs) regardless of the audit methodology (Universal Safety Oversight Audit
Programme (USOAP), International Air Safety Association (IASA), Safety Assessment of Foreign Aircraft
(SAFA)) and to strengthen the pool of qualified inspectors across the region.
Key achievements include:
• Development of the CRDET , a standardized evaluation tool aligning international audit criteria
across LEG, ORG, PEL, OPS, and AIR areas.
• Formation of a regional team of experts , with inspectors trained in international audit philosophies.
• Successful evaluations in Costa Rica, Honduras, and Guatemala, with clear diagnoses and tailored
technical guidance.
• Regional capacity building , fostering knowledge exchange and cooperation among States.
• Integration into the NACC Strategic Assistance Programme , ensuring ongoing monitoring,
virtual support and sustainability.
The project has had a strategic impact by giving States an updated perspective on their oversight
systems and enhancing their preparedness for international audits. In 2025, the project will continue with
follow-up missions and expand to Caribbean States such as Jamaica, Organization of Eastern Caribbean
States (OECS), and Trinidad and Tobago, in coordination with the CAR Region Regional Safety Oversight
Organization (RSOO), Agency on Aeronautical Safety for Central America (ACSA) and Caribbean Aviation
Safety and Security Oversight System (CASSOS).
Strengthening the implementation of Accident Investigation in the Region
The Accident Investigation (AIG) Turnkey Project, led by ICAO’s NACC Office, supports States in Central
America and the Caribbean in strengthening their accident and incident investigation systems. Through a
two-phase structure – initial theoretical workshops followed by in-situ technical assistance – the project
aims to build national capacity, support the creation of investigation frameworks and lay the groundwork
for future regional cooperation through Regional Accident and Incident Investigation Organizations (RAIOs).
All five theoretical sessions (Phase 1) have been completed, with participation from most States. This
phase was funded by the United States (Federal Aviation Administration (FAA)) and Project RLA09801
Multi-Regional Civil Aviation Assistance Programme (MCAAP). For the implementation missions under
Phase 2, funding was provided by the United States (FAA) for Central American States, and by Canada
(Transport Canada) for Cuba, the Dominican Republic, and Barbados. Missions have been completed
in Belize, Costa Rica, Cuba, the Dominican Republic (ongoing), and Honduras, which finalized all three
missions in January 2025. Barbados is the next State to receive assistance.Regional Safety Initiatives
ICAO Safety Report | 2025 EditionThe project has led to tangible outcomes such as updated legislation, procedures, databases and national
AIG structures. A dedicated page in the integrated Safety Trend Analysis and Reporting System (iSTARS)
under the NACC Region is under development to monitor implementation progress. The project looks to
support other States based on fund availability and its success reinforces ICAO’s leadership in regional
safety improvements and offers a scalable model for global application.Regional Safety Initiatives
ICAO Safety Report | 2025 EditionSouth American Region
Continuous Improvement Programme
To continue supporting South American (SAM) States in achieving 95 per cent effective implementation (EI)
by 2030, the SAM Office implemented the continuous improvement programme to strengthen the civil aviation
systems of SAM States. The programme combines on-site missions with remote monitoring and follow-up
activities, enabling the provision of support measures for States lagging in the USOAP CMA to improve their EI,
while also helping States with good EI levels to maintain and enhance their current performance.
The continuous improvement programme allows for the development of specific support projects for States,
based on improvement opportunities identified during on-site missions and other sources of information,
including the regional dashboards in integrated Safety Trend Analysis and Reporting System (iSTARS).
Through this programme, the Regional Office established a system that enables States to sustain their
civil aviation and safety oversight systems over time, mitigating the risk of EI drift and strengthening
channels of communication, collaboration and trust.
The support provided by the Regional Safety Oversight Cooperation System (SRVSOP) has been a key
element in the programme’s success, contributing 45 per cent of the specialists in charge of the on-site
missions and follow-up activities for the continuous improvement programme. Likewise, the high level
of regulatory harmonization at the regional level, thanks to the Latin American Regulations (LAR),
facilitates horizontal cooperation among States, generates efficiencies at multiple levels, and supports
the development and implementation of practical solutions to common challenges – while ensuring
compliance with ICAO Standards and Recommended Practices.
The SAM Region has improved its EI by nearly 10 points over the past 10 years, remaining above the global
average. The continuous improvement programme aims to drive this growth as a result of strengthening
civil aviation authorities through data and information-driven initiatives.
Regional Aviation Safety Group – Pan America
The Regional Aviation Safety Group – Pan America (RASG-PA), whose Secretariat was under the
responsibility of the SAM Office from 2018 to 2024, was the first of its kind globally and has managed to
maintain its leadership for 16 years. This group has succeeded in bringing together States, international
organizations, and industry, not only to promote the implementation of the GASP at the regional level, but
also to develop safety risk mitigation measures and fatality risk reduction through data analysis.
The region averages 0.8 fatalities per year over the past five years, making it one of the safest in the world.
Thanks to a project-based work programme and the active participation of all its members, over the past
three years RASG-PA has: developed and made available to the public 11 advisory circulars and guidance
material; led the creation of the Peruvian Collaborative Safety Team (PCAST); established the RASG-PA
Safety Partners Programme with the active participation of the Region’s top 10 airlines; organized two
RASG-PA Safety Days to disseminate mitigation mechanisms; published two Safety Reports; produced a Regional Safety Initiatives
ICAO Safety Report | 2025 Editionvideo for the prevention of turbulence-related injuries; created the RASG-PA Turbulence Toolkit; carried
out support missions for the establishment of new CSTs; and provided financial and technical support
for projects related to language proficiency, PBN implementation on visual runways, implementation of
Runway Safety Teams; and promoted a significant amendment to Annex 6 — Operation of Aircraft , Part I
— International Commercial Air Transport — Aeroplanes on flight data analysis.
The contribution of this group to the Region’s safety is undeniable and its drive remains intact, constantly
working on the development of new projects and the production of deliverables for the benefit of the Pan
American States and the world.Regional Safety Initiatives
ICAO Safety Report | 2025 EditionWestern and Central African Region
The Western and Central Africa (WACAF) Office provides support to States in all Universal Safety Oversight
Audit Programme (USOAP) Continuous Monitoring Approach (CMA) related areas which has led to significant
improvement in safety. The Safety Oversight level of effective implementation in the WACAF Region increased
from 55.22 per cent to 60.96 per cent in the past 5 years. Latest examples of States’ EI increase after USOAP
CMA activities are Côte d’Ivoire (from 79.84 per cent to 93.89 per cent); Senegal (from 63.26 per cent
to 84.89 per cent) and Sierra Leone (from 16.03 per cent to 72.66 per cent).
In the case of Sierra Leone for example, the Regional Office noticing that the civil aviation authority (CAA)
did not have sufficient capacity to oversee the entity handling dangerous goods, coordinated a cooperation
mechanism between Sierra Leone and Ghana CAAs for necessary support in this area. Same coordination
involving Sierra Leone, Ghana, Côte d’Ivoire and Nigeria CAAs, as well as BAGASOO (RSOO) contributed to
the successfully completion of the certification process of the Freetown international Airport.
Specific projects were developed and implemented by the WACAF Office under SAFE Fund in Gabon and
currently in Sao Tome and Principe. The Gabon’s Project implemented between 2016 and 2019 led to
an increase of the EI from 26.07 per cent to 72.91 per cent. This success helped in developing a similar
project for Sao Tome which is currently in its implementation phase. The Phase 1 of the SAFE-funded
capacity building project for Sao Tome and Principe has been completed, establishing the fundamentals
of the State safety oversight system. The Regional Office’s support included the assistance from subject
matter experts (SMEs) from the Region, seconded by their States, thus limiting costs and optimizing the
resources allocated to the project.
The Airport Excellence (APEX) in Safety Programme is based on ICAO Standards and Recommended
Practices (SARPs) and the Airport Council International (ACI) best practices, conducted by ACI in
coordination with ICAO Regional Offices. The Programme assists airports in identifying safety gaps and
vulnerabilities and setting roadmaps for aerodrome certification and safety enhancements. The first
APEX review in the world was conducted in 2011 in Lome, Togo. At the end of 2024, all international
airports in the WACAF region have been assessed through APEX reviews. The WACAF Office is supporting
States in the implementation of plans of action to resolve identified deficiencies.
Support is provided by the WACAF Office to States through a specific project on aerodrome certification,
enabling collaboration and cooperation between States and regional safety oversight organizations
(RSOOs), and sharing of lessons learned. Experts from States and RSOOs that have already certified
airports, assist counterparts in other countries under a peer review and support programme until the
aerodrome certification requirement is achieved. At the end of 2024, 15 States (62.5 per cent) of the
WACAF Region developed capacities for aerodrome certification through this mechanism, in certifying at
least one international airport.
The implementation of a specific project is ongoing with the aim of assisting WACAF States to implement
their State safety programme (SSP) through a phased approach that can ensure solid foundations for an
SSP and then progress towards achieving the Global Aviation Safety Plan (GASP) and Regional Aviation
Safety Plan (RASP) Goal 3, and related targets. Activities conducted so far include the development of
generic documentation supporting SSP implementation by States’ experts, under the coordination of the Regional Safety Initiatives
ICAO Safety Report | 2025 EditionWACAF Office, and the conduct of several technical remote and on-site assistance and capacity-building
activities to support States. By the end of 2024, the overall implementation of SSP foundation Protocol
Questions in the WACAF region was 67.7 per cent.
Support is also provided by the WACAF Office to States for the development and publication of the
National Aviation Safety Plans (NASPs). To date, seven States have published their NASPs.Regional Safety Initiatives
ICAO Safety Report | 2025 Edition
ICAO Regions
The ICAO Regions used for statistics in this report are based on the Member States accredited to each
ICAO regional office. ICAO maintains seven regional offices to provide closer support and coordination
for Member States: Asia and Pacific (APAC) Office; Eastern and Southern African (ESAF) Office; European
and North Atlantic (EUR/NAT) Office; Middle East (MID) Office; North American, Central American and
Caribbean (NACC) Office; South American (SAM) Office; and Western and Central African (WACAF) Office.
More information about ICAO regional offices can be found at www.icao.int/secretariat/RegionalOffice/
Pages/default.aspx .Appendix 1Appendix 1
NACC
SAMESAFWACAF APACEUR/NAT
MID
Afghanistan
Australia
Bangladesh
Bhutan
Brunei Darussalam
Cambodia
China
Cook IslandsDemocratic People’s
Republic of Korea
Fiji
India
Indonesia
Japan
Kiribati
Lao People’s
Democratic RepublicMalaysia
Maldives
Marshall Islands
Micronesia
(Federated States of)
Mongolia
Myanmar
Nauru
NepalNew Zealand
Pakistan
Palau
Papua New Guinea
Philippines
Republic of Korea
Samoa
SingaporeSolomon Islands
Sri Lanka
Thailand
Timor-Leste
Tonga
Tuvalu
Vanuatu
Viet NamAPAC (39)
ICAO Safety Report | 2025 EditionAngola
Botswana
Burundi
Comoros
DjiboutiEritrea
Eswatini
Ethiopia
Kenya
Lesotho Madagascar
Malawi
Mauritius
Mozambique
NamibiaRwanda
Seychelles
Somalia
South Africa
South SudanUganda
United Republic
of Tanzania
Zambia
ZimbabweESAF (24)
Albania
Algeria
Andorra
Armenia
Austria
Azerbaijan
Belarus
Belgium
Bosnia and
Herzegovina
Bulgaria
CroatiaCyprus
Czechia
Denmark
Estonia
Finland
France
Georgia
Germany
Greece
Hungary
Iceland
IrelandIsrael
Italy
Kazakhstan
Kyrgyzstan
Latvia
Lithuania
Luxembourg
Malta
Monaco
Montenegro
Morocco
NetherlandsNorth Macedonia
Norway
Poland
Portugal
Republic of Moldova
Romania
Russian Federation
San Marino
Serbia
Slovakia
Slovenia
SpainSweden
Switzerland
Tajikistan
Tunisia
Türkiye
Turkmenistan
Ukraine
United Kingdom
UzbekistanEUR/NAT (56)
Antigua and Barbuda
Bahamas
Barbados
Belize
CanadaCosta Rica
Cuba
Dominica
Dominican Republic
El SalvadorGrenada
Guatemala
Haiti
Honduras
JamaicaMexico
Nicaragua
Saint Kitts and Nevis
Saint LuciaSaint Vincent and
the Grenadines
Trinidad
and Tobago
United States NACC (22) Bahrain
Egypt
Iran (Islamic
Republic of)
IraqJordan
Kuwait
Lebanon
Libya
OmanQatar
Saudi Arabia
Sudan
Syrian Arab
RepublicUnited Arab
Emirates
YemenMID (15) Appendix 1
ICAO Safety Report | 2025 EditionAppendix 1
Argentina
Bolivia
(Plurinational
State of)Brazil
Chile
ColombiaEcuador
Guyana
PanamaParaguay
Peru
SurinameUruguay
Venezuela
(Bolivarian
Republic of)
Benin
Burkina Faso
Cameroon
Cabo Verde
Central African
RepublicChad
Congo
Côte d’Ivoire
Democratic Republic
of the Congo
Equatorial GuineaGabon
Gambia
Ghana
Guinea
Guinea-Bissau
LiberiaMali
Mauritania
Niger
Nigeria
Sao Tome
and PrincipeSenegal
Sierra Leone
TogoSAM (13)
WACAF (24)
ICAO Safety Report | 2025 Edition
List of accidents involving scheduled commercial operations of aircraft with
a certified maximum take-off weight (MTOW) over 5 700 kg in 2024Appendix 2Appendix 2
Local dateAircraft
make/model
/master seriesState of
OccurrenceICAO
RegionOccurrence
category Highest
damageTotal
fatalitiesTotal
serious
injuries
2024-01-02AIRBUS A350-900;
DE HAVILLAND
DHC8-300Japan APAC RI; F-POST Destroyed 5 2
2024-01-05 BOEING 737-800 Argentina SAM ARC Substantial - -
2024-01-05 BOEING 737-9 United States NACC SCF-NP Substantial - -
2024-01-10 BOEING 737-900 United States NACC ARC Substantial - -
2024-01-17 AIRBUS A320-200 Germany EUR/NAT RAMP Substantial - -
2024-01-18DE HAVILLAND
DHC8-400Ethiopia ESAF SCF-NP; ARC Substantial - -
2024-01-21 AIRBUS A350-900 Canada NACC ARC Substantial - -
2024-01-23BAE JETSTREAM
3100-3200Canada NACC CFIT; F-POST Destroyed 6 -
2024-01-31 BOEING 787-9 Japan APAC TURB None - 1
2024-02-08AIRBUS A321-200;
AIRBUS A321-200United States NACC GCOL Substantial - -
2024-02-09 AIRBUS A300-600 Germany EUR/NAT ARC Substantial - -
2024-02-10 BOEING 777-200 United States NACC TURB None - 2
2024-02-18EMBRAER
ERJ 190-200Serbia EUR/NAT CTOL; RE Substantial - -
2024-02-18 BOEING 767-300 Colombia SAM TURB None - 1
2024-03-05DE HAVILLAND
DHC8-300Kenya ESAF MAC Destroyed 2 -
2024-03-08 BOEING 737-8 United States NACC LOC-G; RE Substantial - -
2024-03-09 AIRBUS A330-300 China APAC TURB None - 1
2024-03-09 BOEING 737-700 United States NACC TURB None - 1
2024-03-11 BOEING 787-9 New Zealand APAC UNK; AMAN None - 2
2024-03-14 BOEING 737-800 United States NACC TURB None - 1
2024-03-20 BOEING 787-9 Japan APAC WSTRW Substantial - -
ICAO Safety Report | 2025 EditionAppendix 2
Local dateAircraft
make/model
/master seriesState of
OccurrenceICAO
RegionOccurrence
category Highest
damageTotal
fatalitiesTotal
serious
injuries
2024-03-23 BOEING 767-300 Panama NACC ARC Substantial - -
2024-03-28 BOEING 757-232 United States NACC TURB None - 1
2024-04-01 BOEING 787-8 Japan APAC TURB None - 1
2024-04-03 BOEING 737-700 United States NACC TURB None - 2
2024-04-03 BOEING 717-200 United States NACC TURB None - 1
2024-04-07 BOEING 737-8 Canada NACC RAMP Minor - 1
2024-04-13DE HAVILLAND
DHC8-400Canada NACC ARC Substantial - -
2024-04-16 BOEING 787-9 New Zealand APAC TURB None - 1
2024-04-26 BOEING 757-200 United States NACC TURB None - 1
2024-05-04 BOEING 737-800 Australia APAC TURB None - 1
2024-05-05 FOKKER F27-050 Comoros ESAF RE; SCF-NP Substantial - 1
2024-05-09 BOEING 737-300 Senegal WACAF RE; UNK Destroyed - 1
2024-05-19 AIRBUS A330-300 China APAC TURB None - 2
2024-05-20 BOEING 757-300 Germany EUR/NAT AMAN None - 1
2024-05-21 BOEING 777-300 Myanmar APAC TURB Minor 1 56
2024-05-26 BOEING 787-9 Türkiye EUR/NAT TURB None - 1
2024-05-29EMBRAER
ERJ190-100Netherlands EUR/NAT SEC None 1 -
2024-05-31 AIRBUS A330-200 Chad WACAF WSTRW Substantial - -
2024-06-04DE HAVILLAND
DHC8-400Canada NACC ARC Substantial - -
2024-06-04 AIRBUS A319-100 Thailand APAC OTHR Substantial - -
2024-06-27 AIRBUS A320-200 Germany EUR/NAT ARC Substantial - -
2024-06-28DE HAVILLAND
DHC8-400Canada NACC ARC Substantial - -
2024-07-01 BOEING 787-9 Atlantic Ocean SAM TURB Minor - 4
2024-07-02 AIRBUS A330-300 Indonesia APACSCF-PP; F-NI;
EVACSubstantial - 1
2024-07-14 AIRBUS A320-200 Spain EUR/NAT RAMP None - 1
ICAO Safety Report | 2025 EditionAppendix 2
Local dateAircraft
make/model
/master seriesState of
OccurrenceICAO
RegionOccurrence
category Highest
damageTotal
fatalitiesTotal
serious
injuries
2024-07-16 AIRBUS A320-200 United States NACC AMAN None - 1
2024-07-20DE HAVILLAND
DHC8-400Japan APAC BIRD Substantial - -
2024-08-04 BOEING 777-200 United States NACC TURB None - 1
2024-08-07 BOEING 737-700 United States NACC TURB None - 1
2024-08-08 AIRBUS A321-200 United States NACC TURB None - 1
2024-08-09 ATR ATR72-200 Brazil SAMLOC-I; ICE;
SCF-NPDestroyed 62 -
2024-08-18 BOEING 737-800 Russian Federation EUR/NAT ARC Substantial - -
2024-08-19 BOEING 737-700 United States NACC TURB None - 1
2024-08-21 BOEING 737-800 United Kingdom EUR/NAT RAMP Substantial - -
2024-08-23 BOEING 737-400 Afghanistan APAC RE Substantial - -
2024-08-24 BOEING 737-500 Spain EUR/NAT RAMP; OTHR None - 1
2024-08-31AIRBUS A330-300;
AIRBUS A350-1000United States NACC GCOL Substantial - -
2024-09-04 BOEING 787-9 Korea Republic of APAC TURB None - 1
2024-09-06 BOEING 787-9 China APAC TURB None - 2
2024-09-09 ATR ATR42-500 Indonesia APAC RE; SCF-PP Destroyed - 2
2024-09-09 AIRBUS A321-200 India APAC ARC Substantial - -
2024-09-10AIRBUS A350-900;
BOMBARDIER CL600
2D24-900United States NACC GCOL Substantial - -
2024-09-11AIRBUS A330-200;
AIRBUS A330-900France EUR/NAT GCOL Substantial - -
2024-09-15 AIRBUS A321-200 Greece EUR/NAT ARC Substantial - -
2024-09-19 BOEING 757-200 United States NACC MAC; AMAN None - 2
2024-09-24 AIRBUS A320-200 Belgium EUR/NAT ARC Substantial -
2024-10-01 BOEING 737 Max 8 Italy EUR/NAT SCF-NP Substantial - -
2024-10-08 ATR ATR72-600 India APAC USOS Substantial - -
2024-10-18 AIRBUS A321-200 Ireland EUR/NAT ARC Substantial - -
2024-10-21 BOEING 787-9 China APAC ARC Substantial - -
ICAO Safety Report | 2025 EditionAppendix 2
Local dateAircraft
make/model
/master seriesState of
OccurrenceICAO
RegionOccurrence
category Highest
damageTotal
fatalitiesTotal
serious
injuries
2024-10-24DE HAVILLAND
DHC-8-400Canada NACC ARC Substantial - -
2024-10-24 BOEING 737-9 United States NACC SCF-NP Substantial - -
2024-10-24 BOEING 737 MAX 8 Canada NACC BIRD Substantial -
2024-10-28 AIRBUS A330-300 Saudi Arabia MID RAMP None 1 -
2024-11-03 BOEING 767-300 Jamaica NACC TURB None - 1
2024-11-09 BOEING 737-400 Brazil SAM F-NI Destroyed - -
2024-11-09 AIRBUS A310-300 United Arab Emirates MID TURB None - 1
2024-11-12 ATR ATR72-500 Finland EUR/NAT RAMP None - 1
2024-11-15 BOEING 787-9 Japan APAC TURB None - 2
2024-11-18 BOEING 757-200 United States NACC TURB None - 1
2024-11-19 BOEING 767-300 Canada NACC RE; SCF-NP Substantial - -
2024-11-20EMBRAER
ERJ170-200 United States NACC TURB None - 2
2024-11-21 AIRBUS A220-300 Switzerland EUR/NAT RAMP Substantial - -
2023-11-21 AIRBUS A330-300 Sweden EUR/NAT ARC Substantial - -
2024-11-23 BOEING 777-200 Brazil SAM TURB None - 1
2024-11-27 BOEING 737-400 Canada NACC SCF-NP Substantial - -
2024-12-03 BOEING 787-9 Pacific Ocean APAC TURB None - 1
2024-12-16 BOEING 737-800 United Kingdom EUR/NAT RAMP None - 1
2024-12-23 AIRBUS A220-300 Austria EUR/NAT SCF-PP; F-NI None 1 1
2024-12-25EMBRAER
ERJ190-100Kazakhstan EUR/NAT SEC Destroyed 38 16
2024-12-26 BOEING 737-9 United States NACC TURB None - 2
2024-12-28DE HAVILLAND
DHC8-400Canada NACC SCF-NP Substantial - -
2024-12-29 BOEING 737-800 Republic of Korea APACBIRD; ARC;
F-POST; RE;
ADRMDestroyed 179 2
2024-12-29 BOEING 767-300 United States NACC TURB None - 1
ICAO Safety Report | 2025 Edition
CICTT Aviation Occurrence Categories (May 2021)Appendix 3Appendix 3
Code Description
ADRMAerodrome:
Occurrences involving Aerodrome design, service, or functionality issues.
AMANAbrupt Maneuver:
The intentional abrupt maneuvering of the aircraft by the flight crew.
ARCAbnormal runway contact:
Any landing or takeoff involving abnormal runway or landing surface contact.
ATMATM/CNS:
Occurrences involving Air Traffic Management (ATM) or Communication, Navigation, Surveillance (CNS)
service issues.
BIRDBird:
Occurrences involving collisions/near collisions with bird(s).
CABINCabin safety events:
Miscellaneous occurrences in the passenger cabin of transport category aircraft.
CFITControlled flight into/towards terrain:
In-flight collision or near collision with terrain, water, or obstacle without indication of loss of control.
CTOLCollision with obstacles during takeoff and landing:
Collision with obstacle(s) during takeoff or landing while airborne.
EVACEvacuation:
Occurrence in which either, (a) a person(s) was/were injured during an evacuation, (b) an unnecessary
evacuation was performed, (c) evacuation equipment failed to perform as required, or (d) the evacuation
contributed to the severity of the occurrence.
EXTLExternal load related occurrence:
Occurrences during or as a result of external load or external cargo operations.
FUELFuel related:
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.
F-NIFire/smoke (non-impact):
Fire or smoke in or on the aircraft, in flight, or on the ground, which is not the result of impact.
F-POSTFire/smoke (post-impact):
Fire/Smoke resulting from impact.
ICAO Safety Report | 2025 EditionAppendix 3
Code Description
GCOLGround collision:
Collision while taxiing to or from a runway in use.
GTOWGlider towing related events:
Premature release, inadvertent release or non-release during towing, entangling with towing, cable,
loss of control, or impact into towing aircraft/winch.
ICEIcing:
Accumulation of snow, ice, freezing rain, or frost on aircraft surfaces that adversely affects aircraft
control or performance.
LALTLow altitude operations:
Collision or near collision with obstacles/objects/terrain while intentionally operating near the surface
(excludes takeoff or landing phases).
LOC-ILoss of control in-flight:
Loss of aircraft control while, or deviation from intended flightpath, in flight.
Loss of control inflight is an extreme manifestation of a deviation from intended flightpath. The phrase
“loss of control” may cover only some of the cases during which an unintended deviation occurred.
LOC-GLoss of control-ground:
Loss of aircraft control while the aircraft is on the ground.
LOLILoss of lifting conditions enroute:
Landing en route due to loss of lifting conditions.
MACAirprox/ ACAS alert/ loss of separation/ (near) mid-air collisions:
Air proximity issues, Traffic Collision Avoidance System (TCAS)/Airborne Collision Avoidance System
(ACAS) alerts, loss of separation as well as near collisions or collisions between aircraft in flight.
MEDMedical:
Occurrences involving illnesses of persons on board an aircraft
NAVNavigation errors:
Occurrences involving the incorrect navigation of aircraft on the ground or in the air.
OTHROther:
Any occurrence not covered under another category.
RAMPGround handling:
Occurrences during (or as a result of) ground handling operations.
RERunway excursion:
A veer off or overrun off the runway surface.
RIRunway incursion:
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.
SECSecurity related:
Criminal/Security acts which result in accidents or incidents (per Annex 13 to the Convention on
International Civil Aviation).
ICAO Safety Report | 2025 EditionAppendix 3
Code Description
SCF-NPSystem/component failure (non-powerplant):
Failure or malfunction of an aircraft system or component other than the powerplant.
SCF-PPSystem/component failure (powerplant):
Failure or malfunction of an aircraft system or component related to the powerplant.
TURBTurbulence encounter:
In-flight turbulence encounter.
UIMCUnintended flight in IMC:
Unintended flight in Instrument Meteorological Conditions (IMC).
UNKUnknown or undetermined:
Insufficient information exists to categorize the occurrence.
USOSUndershoot/overshoot:
A touchdown off the runway/helipad/helideck surface.
WILDWildlife:
Collision with, risk of collision, or evasive action taken by an aircraft to avoid wildlife on the movement
area of an aerodrome or on a helipad/helideck in use.
WSTRWWind shear or thunderstorm:
Flight into wind shear or thunderstorm.
Notes
ICAO Safety Report | 2025 EditionNotes
Notes
Notes
ICAO Safety Report | 2025 Edition
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