Those rates had dropped all the way to 0.732 accidents and 0.119 fatalities per 100 million aircraft miles in 1997. In 1960, at the dawn of the jet age, U.S.-certificated air carriers had 7.9 accidents per 100 million aircraft miles flown, and a fatality rate of 44.159 per 100 million aircraft miles in. That’s particularly impressive because by 2004 the commercial aviation industry had already done an outstanding job of eliminating the primary technical and human factor causes of fatal crashes. That’s down by half from the 20-year peak in 2004, when there were 0.302 accidents per 100,000 flight hours. But even their accident rate was remarkably low: 0.155 per 100,000 aircraft flight hours.
Their fatality rate, of course, was zero. airlines flew 7.6 billion miles on planes with 10 or more seats. Some of those have involved fatalities.īut combined, the exposure rate of all those operations, measured in passenger miles flown, is a tiny, statistically meaningless fraction of the exposure rate experience of scheduled airlines (which operate under the more stringent rules of FAR Part 121) and their passengers. There also have been significant on-ground and in-flight accidents of U.S.-certified cargo airlines in recent years, and a number of fatal crashed during the seven-year streak that involved FAA-certificated commercial air transportation companies operating under PART 135 or other sections of the Federal Aviation Regulations that cover charter carriers, on-demand charter operators, Alaskan bush pilots, air tour operators, air ambulance companies, certain helicopter operations and even for-hire balloon operators. There were 20 injuries, some of them serious. But the plane’s crew and ground fire and rescue responders managed get all 170 souls aboard off the plane.
The resulting fire damaged the plane beyond repair. The pilots were able to abort the takeoff and bring the plane to a safe stop. Shards of hot, heavy metal broke through the engine cowling as the engine exploded into flames.
As the Boeing 767-300ER headed for Miami accelerated down the runway at Chicago’s O’Hare International Airport something broke inside the plane’s right under-wing engine. They sometimes have bumped into each other in terminal apron areas (the place frequently – and incorrectly – referred to as the “tarmac”).Īnd there are serious accidents on landing and take-off, like American Airlines Flight 383 on Oct. Planes have run off the end of runways, or slid off the side of icy or wet runways. To be sure, there have been accidents and safety-related incidents involving U.S.-certificated scheduled airlines this year, and every other year during the current streak of fatality-free operations.
#Recent plane crashes 2016 plus#
It fell to the ground in Clarence Center, N.Y., All 49 people onboard, plus one person on the ground, died in the crash. and Buffal0, N.Y, went into an aerodynamic stall short of the runway at Buffalo. 12, 2009, when Colgan Air Flight 3407, operating as a Continental Connection flight between Continental’s hub at Newark, N.J. The last time anyone died on a U.S.-certificated scheduled airline was Feb. But even such a horrible event would prove the point: commercial air travel is so safe that we've gone almost seven years without a fatality. commercial aviation tragedy could occur between now and the time people in Hawaii begin singing Auld Lang Syne at the stroke of midnight on Jan. Three-plus days remain in 2016, and there remains a statistically infinitesimal chance that a U.S. Okay, the primary claim - that we've now gone seven years without a death from a scheduled U.S.
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