a AIN A review of aviation accidents worldwide between 2010 and 2020 found that business jets were involved in 300 accidents, of which less than a quarter (68) were fatal, resulting in the deaths of 317 people. The review also showed that business turboprop engines suffered 610 accidents, of which nearly a third – 199 – were fatal and claimed the lives of 702 people.
Private operations accounted for the greatest number of accidents, as well as the vast majority of flight hours. According to AIN Research shows 206 business jet accidents – about 70% of the total – occurred under Part 91 regulations, including 47, just under a quarter of all private flight accidents. , resulted in deaths. As for business turboprop engines, 369, or about 60% of the total number of accidents, flew as private missions. Of these accidents, fatalities occurred in 115, or just over 31 percent.
The United States accounts for almost two-thirds of the world’s business jet fleet and a corresponding number of flight hours. the 107 involving jets not registered in the United States.
However, over the past decade, fatal accidents to unregistered business jets in the United States accounted for 31% of the total, while fatal accidents to number N business jets accounted for just over 18% of all accidents despite the fact that the two segments had virtually the same number of fatal accidents: 33 for non-Americans versus 35 for the United States. the number of aircraft fatalities in the United States averaged less than four per accident compared to more than five fatalities per accident for unregistered jet aircraft crashes in the United States.
With the exception of the unregistered business turboprop segment in the United States, there have been significantly fewer charter accidents and fatalities compared to private accidents over the past decade. However, the ratio of fatal charter accidents to the total number of charter accidents was roughly the same as for the private segment: 1: 3.5, or one fatal accident for every 3.5 accidents. In addition, as there are often more occupants per charter flight compared to a private flight, the number of fatalities per charter accident was generally higher than that of the private segment (Part 91).
The charts accompanying this article describe the statistics in more detail, breaking down the number of U.S. registered versus unregistered planes and the regulatory segment under which the flight was operating at the time of the crash. It can be seen from the graphs that there was a fatal accident during a test flight by a manufacturer and that there has been no fatal accident involving split operations in the past 10 years ( or in any recorded year, for that matter).
U.S. jet charter operators have excelled
The fatal accidents that occurred during the charter operations of unnumbered business jets far exceeded their American counterparts: three times as many fatal accidents and more than five times as many people died. Business jets without an N number have killed 85 in eight charter accidents over the past decade, compared with 18 fatalities in three Part 135 operations on business jets with an N number.
On December 9, 2012, the two pilots and five passengers died when their US-registered Learjet 25 crashed into mountainous terrain while on a charter flight from Monterrey to Toluca, Mexico. According to the final investigation report, the jet was at 28,800 feet when it descended sharply and crashed into the terrain at approximately 5,600 feet msl.
Accident investigators concluded that the pilots lost control of the aircraft for undetermined reasons. Investigation into the destroyed aircraft did not reveal any damage to the flight controls before impact. In addition, investigators had unanswered questions about the pilot’s qualifications.
The second fatal US charter accident in the past decade occurred on November 10, 2015, when a British Aerospace Hawker 700A which “took off in controlled flight” while on a runway alignment approach to the runway 25 at Akron Fulton International Airport in Ohio crashed into an apartment building. , killing the two pilots and seven passengers. Instrument meteorological conditions existed and an IFR flight plan was filed.
The NTSB determined that the probable cause of this accident was “poor management of the approach by the pilots and multiple deviations from the company’s standard operating procedures, which placed the aircraft in an unsafe situation and led to an unstable approach; descent below the MDA without visual contact with the runway environment; and an aerodynamic stall.
The chartered attitude of the charter company towards meeting standards contributed to the accident; inadequate recruitment, training and supervision of flight crew; the absence of a formal company security program; And insufficient corporate oversight by the FAA.
The third fatal accident at the request of Part 135 in the last decade occurred on September 27, 2018, when a Dassault Falcon 50 could not stop after landing, came out of the end of the runway and crashed through a perimeter fence before impacting the terrain, killing the two pilots and seriously injuring the two passengers. The NTSB determined that the probable causes of this accident were as follows: “The operator’s decision to clear a flight in an aircraft with known and unresolved maintenance anomalies, and the failure of the flight crew. to properly configure the aircraft in a way that would have allowed the emergency or parking brakes to stop the aircraft during landing.
Jet vs. Turboprop Comparisons
Business jets and turboprop engines around the world have been involved in at least one fatal crash each year between 2010 and 2020. number of fatal crashes and fatalities as U.S. private operations.
The only fatal Part 91 accident involving aircraft manufacturer operations occurred on April 2, 2011, when an experimental Gulfstream G650 crashed as a result of a stall and inadvertent roll during an intentional take-off with one engine inoperative, killing the two pilots and the two flight test engineers. The NTSB attributed the crash to “Gulfstream’s failure to properly develop and validate take-off speeds for flight tests, and to recognize and correct the take-off safety speed error (V2) in previous flight tests. G650; the persistent and increasingly aggressive attempts by the flight test team to achieve V2 speeds that were deceptively low; and Gulfstream’s inadequate investigation of previous G650 uncontrolled roll events, which indicated that the company’s estimated stall angle of attack, while the aircraft was in ground effect, was too high. raised.
Accidents involving business turboprop operations typically exceed those suffered by their turbojet / turbojet counterparts, and this has indeed been the case over the past decade. The number of fatal accidents was very close for N-numbered and non-N-numbered turboprop engines, but the number of occupants who perished in unregistered turboprop accidents in the United States was almost 1.5 times that of those involving turboprop engines registered in the United States.
That said, unregistered turboprop engines involved in private operations suffered far fewer accidents and fatalities than U.S. Part 91 turboprop operations. The number of accidents that did not result in fatalities was essentially the same for the charter operations of turboprop engines registered in the US and not in the US, but the number of fatal non-US charter accidents was more than double that of US turboprop engines and the fatalities count four times more.
The numbers in this article refer to all registered US and non-US registered business jets and turboprop aircraft flying around the world under regulations covering private transportation, charter, positioning / ferry, testing, training, surveying, ambulance, non-military government transport and the head of state. These statistics do not include accidents involving all-cargo aircraft and those which occur during illegal flights, shootings and deliberate acts, such as suicides.