July 22, 2013
By James L. Gattuso
The July 6 crash landing of an Asiana jetliner in San Francisco that killed three passengers and injured dozens more was a tragedy. Federal safety officials and aviation industry experts are investigating it thoroughly to determine how it happened and prevent it from happening again.
Hidden between the lines in the news coverage of the event, though, is a remarkable story: the breathtaking, long-term improvements in safety in the airline industry. It is exactly the sort of good news the media too often ignores.
The early days of commercial air travel were shockingly dangerous by today’s standards. Coincidentally, 1929, the year of the great stock market crash, was also one of the most crash-ridden in aviation history, with 24 fatal accidents reported. In both 1928 and 1929, the overall accident rate was about one per every million miles flown. In today’s system, an accident rate of that magnitude would result in nearly 7,000 fatal accidents each year.
From that point on, though, the accident rate dropped rapidly and consistently. In the 1970s, there were 46 fatal accidents involving U.S. carriers. By the 1990s, the total dropped to 30. In the past 10 years, there have been nine. Astoundingly, there has been only one fatal accident involving a U.S. airline in the past six years: the 2009 crash of a commuter jet near Buffalo.
This record of success is even more remarkable given the dire predictions that were made after economic regulation of the airline industry was abandoned in 1978. Critics of deregulation charged that the elimination of federal controls on the rates charged and routes flown by airlines would usher in an era of aviation carnage as heartless businessmen cut corners to make a profit in the marketplace.
Predictions of disaster were made for years after deregulation took place, even as safety records improved. In 1986, for example, former pilot John Nance wrote in one often-quoted book, “Blind Trust”: “The ultimate cost of [deregulation] may be measurable in more than services lost and leg room sacrificed. The true cost may be paid in passenger lives, because through haste and ignorance, Congress has inadvertently degraded airline safety.”
Others echo this theme. In 1988, Paul Stephen Dempsey of the Economic Policy Institute, a widely cited opponent of deregulation, warned, “The economic strains created by the intense price competition unleashed by deregulation have had a deleterious effect upon carrier safety.”
Similarly, syndicated columnist Hobart Rowan warned in 1987, “As the grim record of near collisions on the nation’s airways proliferates, you and I are taking a bigger chance flying than ever before.”
That is not to say that deregulation itself necessarily enhanced air safety.
The broad trend line of safety improvement, in fact, seems to have continued at more or less the same pace before and after deregulation. Of course, it is impossible to say what would have happened had there been no changes in policy. What is clear, however, is that the grim predictions of disaster by market opponents did not come true.
Why were the critics so off-base? One reason, of course, is that only the economic side of air travel was deregulated; airline safety regulation remained in place. There is more, however. Rather than work against safety, marketplace incentives actually worked to further it.
Rather than scrimp on safety measures to gain short-term profits, airlines have found it even more in their interest to ensure the safety of their passengers.
Simply put, no one makes money by putting passengers in danger. Dimly remembered carriers such as Air Florida and ValuJet learned that lesson the hard way after catastrophic accidents in 1982 and 1996, respectively. Already there is word that Asiana will suffer a major market loss due to the mishap. Markets provide what consumers demand — and air travelers demand safety most of all.
There is room for improvement in air travel safety to prevent crashes (whether due to accidents or intentional acts of violence). It’s not yet time to raise the “mission accomplished” banner, but the safety gains already achieved are a stunning success for the aviation industry and a refutation of the pundits who predicted the opposite.
- James L. Gattuso is senior research fellow for regulatory policy at the Heritage Foundation.
First moved by McClatchy-Tribune news wire
James L. Gattuso
Senior Research Fellow in Regulatory Policy
Read More >>
Request an interview >>
Please complete the following form to request an interview with a Heritage expert.
Please note that all fields must be completed.
Heritage's daily Morning Bell e-mail keeps you updated on the ongoing policy battles in Washington and around the country.
The subscription is free and delivers you the latest conservative policy perspectives on the news each weekday--straight from Heritage experts.
The Morning Bell is your daily wake-up call offering a fresh, conservative analysis of the news.
More than 450,000 Americans rely on Heritage's Morning Bell to stay up to date on the policy battles that affect them.
Rush Limbaugh says "The Heritage Foundation's Morning Bell is just terrific!"
Rep. Peter Roskam (R-IL) says it's "a great way to start the day for any conservative who wants to get America back on track."
Sign up to start your free subscription today!
The Heritage Foundation is the nation’s most broadly supported public policy research institute, with hundreds of thousands of individual, foundation and corporate donors. Heritage, founded in February 1973, has a staff of 275 and an annual expense budget of $82.4 million.
Our mission is to formulate and promote conservative public policies based on the principles of free enterprise, limited government, individual freedom, traditional American values, and a strong national defense. Read More
© 2015, The Heritage Foundation Conservative policy research since 1973