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As with many other aircraft lines, some were good, beloved even, and others were terrible! The worst aircraft among them was by far the turboprop EMB The Antonov 32 is a classic Russian aircraft. As a result, they were sold to buy modern, western-built transport aircraft. This led many small regional airlines to buy these decommissioned Soviet transports, and convert them for airline use. However, the conversions were generally done to a poor quality, both in design and craftsmanship.
To date, the An has been involved in 11 accidents, with at least fatalities many disappeared never to be seen again. I have to say that I love the Boeing in general. The is perhaps one of the most iconic Boeing aircraft to ever be made after the ! Just as with the Tu, the suffers from not being able to unload quickly. Many passengers note just how long queues getting on and off the aircraft can be! For a narrow body aircraft, the stands incredibly tall.
The Il is known as the Soviet Jumbo Jet. For starters, the Il is far more sluggish than even the A as mentioned earlier! The Il takes far longer than even the A to take off and reach cruising altitude.
The Il is also far slower than the A, cruising at Mach 0. The Il also suffers from what many other Soviet-era airliners suffer from: a lack of proper maintenance. At that time, there was a major crash of a domestic U. Nevertheless, flying was far safer than driving. Since flying was so much safer than driving, we in the aviation industry regarded an occasional crash as inevitable.
And, based on the design of these first jet airliners, the training that was possible, and the safety system available, crashes were inevitable at the time. A major part of the problem was the pilots. During World War II pilots were desperately needed for the war effort. Standards were adjusted to meet the need.
Some of these pilots later became airline pilots. They were able to get by flying the slow propeller-driven airliners, but flying the jets was another story. The airlines were stuck with pilots who - by today's standards - were not skillful enough to fly jets.
Those of us who joined the airlines in the s were trained by the military during peacetime. All of our training was in jets. Standards were extremely high. Those of us who left the military and joined the airlines were often frightened by how the WW II vintage pilots flew the planes. To reduce accidents, the airlines instituted a program to make the captains answerable to the copilots.
The captains were required to brief the copilots in detail on how they intended to conduct the flight. As we can see in the figure above, the models with highest service time are the well-known Airbus and the Boeing family , mainly the The Embraers are also quite high, given their massive use in regional airlines for short-range flights.
Newer models such as the Airbus have also been produced at a large scale, but given the low age of their fleet, the total service time becomes quite small. Large plane models might also show larger number of fatalities than smaller ones.
For example, a single crash of a Boeing can kill up to people. On the other hand, five crashes of a ATR would lead to fatalities. Do the lower number of fatalities make the ATR safer? Clearly not. The safety of a model should therefore consider the its seating capacity.
In the figure above we can see the maximum number of passengers that each plane model can fit. That is, assuming that all the seating space is allocated to the economy class.
The Airbus is the clear winner here, allowing up to seats. Embraer, Bombardier and ATR all fall below , since these companies are mostly oriented to regional flights. In reality, most planes split the seating area into first, business and economy classes, leading to a lower seat number as the one shown here.
But for the purpose of comparison, the important thing is to use the same assumption on seat spacing for all the models.
The metric used here to compare the safety of different models is as follows: fatalities divided by number of seats and by the service time.
This can be regarded as the rate of fatal accidents for each model. That is, how often a fatal accident is expected to occur. The first thing we can see is the spike on the Boeing MAX is much higher than in the first figure showing fatalities alone.
This is a direct result of being a model with very small service time and high fatality record. On the other hand, the Boeing becomes a much safer model than initially expected. We also saw that the fatalities of the ATR models are relatively small, but given their small seating space, those numbers represent a very large fatal accident rate. The ATR is actually one of the least safe models of the analyzed here.
The massively produced Airbus and Boeing have a very low fatal accident record. Given the large service time of these models, its safe to say that they have encountered many challenging situations, and it looks that they managed to overcome almost all.
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