This site names plainly what a worried reader already saw in the news, on the airline and aircraft pages it belongs on. This page collects those same entries in one dated, sourced list — nothing here is new research, and nothing here is softened or dramatized beyond what's said where it first appears.
Air Canada Express Flight 8646 — a regional jet operated by Jazz Aviation that struck a fire truck landing at LaGuardia in March 2026, killing both pilots — was a separately-certificated feeder. Same rule as American Eagle: we book it under the operator, and we tell you it happened.
Two events made headlines without changing this: EK521 (2016) — all 300 aboard evacuated, one firefighter died on the ground; and a 2025 SkyCargo freighter crash in Hong Kong, a cargo flight operated by a leased crew from another carrier.
You may remember the 2025 Toronto landing where a Delta Connection regional jet ended up inverted — all 80 aboard survived. Regional feeders are separately certificated, and nobody died.
American Eagle Flight 5342 — the January 2025 Potomac midair collision that killed 67 people — was sold as an American flight and operated by PSA Airlines, a wholly-owned regional subsidiary. Our per-operator rule books it under PSA, not mainline American. If you count the brand instead of the certificate, the honest answer is 2025, and we’d rather tell you that than have you find it out.
One of Asia’s oldest carriers. Flight AI171 — a 787 lost at Ahmedabad in June 2025, killing 241 of the 242 aboard — was its first fatal accident in decades, and the reason this page will never tell you any airline is beyond risk.
The 2024 Haneda runway collision is the proof: JAL516 burned to the ground, and all 379 people aboard walked away — an evacuation studied worldwide. The five who died were aboard the other, smaller aircraft.
SQ321 is also the clearest seatbelt lesson in modern aviation: the aircraft dropped 178 feet, and the people hurt were the people not belted in. The aircraft landed safely.
A famously meticulous operating culture. Its first-ever fatality came in December 2024, when a crew member died after a smoke event forced an emergency landing in Graz — every passenger survived.
The 2024 door-plug blowout on flight 1282 was dramatic and killed no one — the aircraft landed safely, and it triggered an industry-wide manufacturing crackdown.
Germanwings 9525 (2015) was a separately-certificated Lufthansa subsidiary — and a deliberate act, not an accident. It is why cockpit-occupancy rules changed worldwide.
The 1994 Agadir crash was found to be a deliberate act by the pilot — under our rule it could be excluded entirely. We keep the year; the stricter reading only makes the record look worse.
The 1992 Bijlmer crash was a cargo 747 — our rule normally excludes cargo flights, which would make EL AL’s passenger record clean since the 1950s. We keep the cargo year; the stricter reading only makes the record look worse.
The 767’s deadliest accident, traced to a thrust reverser and fixed across the whole fleet — which is what a forty-year-old aircraft record actually buys you: four decades of finding the failures, one at a time, and engineering them out.
In 1990 a hijacked Xiamen 737 collided with two other aircraft on landing at Guangzhou, killing 82 of the 102 aboard. A hijacking is a criminal act, not an accident — that is why the clean sheet stands — but you deserve to know it happened.
The 1985 Manchester fire was British Airtours, a separately-certificated charter subsidiary — counted under its own record per our per-operator rule.
The 1972 loss was a bombing — a criminal act our rule would normally exclude. We count it anyway; the stricter reading only makes the record look worse than it is.
The last year turbulence destroyed a jet airliner in flight — two first-generation jets, sixty years ago: a 707 in extreme mountain-wave conditions no modern flight plan would enter, and a BAC One-Eleven inside a thunderstorm modern radar routes around. No jet since. No modern-generation jet, ever.