OK, this is starting to get ridiculous... What in the heck is going on with lanes in 2025???
Delta plane 'crashes & flips onto its ROOF' at Toronto airport as emergency crews rush to scene | The US Sun (https://www.the-sun.com/news/13563881/delta-plane-crash-toronto-minneapolis-airport/)
What goes up, sometimes comes down in unanticipated ways.
I'd say its the rule of threes but we're way past that aren't we. :smiley_shrug:
Other than hoping no one got seriously injured, the only thing I thought about after watching the news coverage of this accident was "There's a slight chance that this was someone's first time ever on a plane and now they're going to hate flying because of this.".
Quote from: 12_Gauge_Chimp on February 18, 2025, 05:42:06 PMOther than hoping no one got seriously injured, the only thing I thought about after watching the news coverage of this accident was "There's a slight chance that this was someone's first time ever on a plane and now they're going to hate flying because of this.".
Or love the excitement like it's a carnival ride and expect future flights to do similar things.
Quote from: NT2C on February 18, 2025, 06:55:28 PMQuote from: 12_Gauge_Chimp on February 18, 2025, 05:42:06 PMOther than hoping no one got seriously injured, the only thing I thought about after watching the news coverage of this accident was "There's a slight chance that this was someone's first time ever on a plane and now they're going to hate flying because of this.".
Or love the excitement like it's a carnival ride and expect future flights to do similar things.
That's true.
Other than the collision in DC and the crash in Toronto the other incidents have not involved airlines.
There are on average 1000 each year every year involving aircraft not engaged in airline service...so about 2 per day every day in the United States.
The crash in Toronto involved a US airline but it was not in the US.
The collision in DC was the first major accident in over a decade.
The law of averages catches up at some point. The only thing that has changed has been the focus of the news on the non-airline crashes. That may be due to click bait or a political agenda...which i will not discuss.
Every crash that occurred to date in 2025 has been due to the aircraft or pilots involved. There is nothing so unforgiving as making a mistake in a plane.
For the record ATC gives "suggestions" they should be "taken to heart", but evaluated by the pilot. Every pilot has the authority to say no if in thier sole opinion the action suggested is not safe.
The DC collision IMO has been avoided for a long time only through luck...allowing the helo corridor to fly under or into an ILS approach area is needlessly hazardous for all involved.
Quote from: Raptor on February 22, 2025, 09:09:30 AMOther than the collision in DC and the crash in Toronto the other incidents have not involved airlines.
There are on average 1000 each year every year involving aircraft not engaged in airline service...so about 2 per day every day in the United States.
The crash in Toronto involved a US airline but it was not in the US.
The collision in DC was the first major accident in over a decade.
The law of averages catches up at some point. The only thing that has changed has been the focus of the news on the non-airline crashes. That may be due to click bait or a political agenda...which i will not discuss.
Every crash that occurred to date in 2025 has been due to the aircraft or pilots involved. There is nothing so unforgiving as making a mistake in a plane.
For the record ATC gives "suggestions" they should be "taken to heart", but evaluated by the pilot. Every pilot has the authority to say no if in thier sole opinion the action suggested is not safe.
The DC collision IMO has been avoided for a long time only through luck...allowing the helo corridor to fly under or into an ILS approach area is needlessly hazardous for all involved.
I'm going to disagree with you slightly on one point. At what point does a company that operates aircraft carrying passengers commercially become an "airline"? I'm going to say that if it's a passenger flight, even if it's a charter or medical flight, the company should still be considered an airline unless you want to make the dividing line "scheduled flights". What then do we call the remaining commercial companies if not airlines?
There are several layers of maintenance and regulation of flights
I fly as pilot under part 91 which covers most private non revenue flights ... I can fly passengers so long as no one pays to fly.
Part 135 Charter operations scale up a lot of regulation and training, etc. Air ambulances and frational share jets and charter operations and all non scheduled operations that carry passengers for hire fall under these regs.
Part 121 are scheduled airlines carrying passengers for profit. These have the highest regulation and operational requirements.
The accident rate for these tranches of activity decreases with each step. It is not regulation per se but rather the training and experience requirements.
Part 91 ops include student pilots all the way to ATP holders, but the vast majority are low time part time pilots. This tranche statistically is riskier than driving a car.
Part 121 ops have only people with hundreds of hours of flight time flying well maintained aircraft. That is why the accident rate is so low.
Part 135 ops can be a mixed bag of old aircraft and high and low time pilots. They are un scheduled and frequently have long days of flying.
A freight dog is a pilot flying a part 135 gig flying nighttime freight flights...think a budget FEDEX.
These and air ambulances have the highest accident rates. It is because they fly random routes with great pressure to meet customer exexpecting.
Planes and flights ops are not equal.
Edited to add.
The air ambulance learjet 55 was part 135. The Learjet 35 that had a landing failure was not a part 135. It was privately owned and not operated as a commercial operation.
The other thing is that fed regulations are not the reason for safety. The regulations are minimums...the insurance industry is far more restrictive on flight ops. They have very restrictive requirements for recurring training, maintenance f schedules and pilot experience.