This situation overview provides information on CFIT or near-CFIT events in absolute terms and by aviation categories and on related events. The information is produced by the Finnish Transport and Communications Agency Traficom and updated in English annually. In Finnish the information is updated twice a year.
N.B: For most up-to-date information on CFIT/near-CFIT events, change language selection to Finnish.
Controlled flight into terrain or similar near misses (CFIT/near-CFIT) 2024
Seven CFIT (Controlled Flight Into Terrain) or "near-CFIT" incidents were reported in 2024, in which an aircraft under pilot control collided with terrain or an obstacle or had a near miss. The number was largely at the level of the 2014–2023 average (8.9). Three of the incidents occurred in manned aviation and four in drone operations.
In manned aviation, the number of incidents was about half the long-term average. One incident was classified as a serious incident when the blades of a medical helicopter hit a tree branch during takeoff, causing minor damage. However, more serious consequences were avoided. In previous years, CFIT incidents have resulted in an average of one accident and one serious incident per year, so last year was statistically slightly better than average.
The previous year, there was one fatal CFIT-type accident when a general aviation aircraft performing aerobatic flight in Selänpää aerodrome crashed into the ground, killing the pilot. OTKES published an investigation report into the incident (External link)in June 2024. According to the investigation, the pilot initiated a flat spin too low and corrective action was taken too late to prevent the accident.
In drone operations, CFIT incidents were reported at the same level as in previous years. Typically, they involved collisions with trees, masts or terrain, which is in line with reports from previous years.
Types of incidents that contribute to CFIT situations
Factors contributing to CFIT situations are closely monitored, and these include incorrect altimeter pressure settings, incomplete obstacle information, and errors and ambiguities in aeronautical charts. Additionally, warnings from aircraft ground warning systems (GPWS) are an indicator to monitor.
Last year, there were more than average reports of deficiencies in aeronautical chart data. The errors detected concerned a wide range of issues, such as lateral or vertical boundaries of certain areas, incorrect location of airspace areas, inaccuracies in radio frequencies marked on maps, and problems with map readability. The reports were not limited to Finnish maps, but were also made about aeronautical charts from other countries. Although the incidents did not cause serious consequences, they provide valuable information for improving the quality of maps.
Reports on obstacle information deficiencies was also above average, although the number of reports decreased slightly from the previous year. Typical cases were flight obstacles without the required obstacle lights and cranes raised without permission in the vicinity of airports. On 1 October 2023, the maintenance of the flight obstacle register and the processing of statements related to flight obstacles were transferred to Traficom. At the end of 2023 and further during the last year, several reports were received related to this process, which kept the total number above average. You can find a lot of additional information on flight obstacles on Traficom's website (External link).
The number of reports of incorrect altimeter pressure settings remained at the average level. In Finland, such incidents have been reported on average about ten times a year. The European Aviation Safety Agency (EASA) has identified the topic as a growing risk, and in a press release published on 9 March 2023 (External link), it highlighted the risks caused by incorrect pressure settings and gave recommendations for reducing them. Incorrect pressure settings can lead to clearance altitudes being exceeded or undershot, which can increase the risk of near misses in the air. Incorrect pressure settings during the approach phase can lead to the approach being performed either too high or too low, which can cause a CFIT situation.
Last year, there were more than average reports of warnings from the aircraft's terrain warning system, GPWS , but almost all of them were false alarms. The most common cause of false alarms was GPS interference experienced during the flight, which affected the aircraft's systems' position information. If there was interference in the vertical information, it could have caused an unnecessary GPWS warning.