The news from the skies couldn’t get grimmer. In just the week since Malaysian Airlines flight 17 was brought down by a missile strike in Ukraine, killing 298 people, two more planes have gone down or gone missing: On July 23, a TransAsia flight crashed off Taiwan, killing 58 people, probably due to turbulence caused by typhoon Matmo; this morning an Air Algerie plane with 116 people aboard disappeared from radar and is thought to have crashed off of Mali, another possible victim of weather. And all of this comes in the wake of the still-mysterious March 8 disappearance of Malaysian Air flight 370, with 239 people aboard.
If you’re like most people, the temptation is to swear off air travel, at least for a while. And, like most people, you’ve reached the wrong conclusion.
Human beings are very good at a lot of things, but we’re terrible when it comes to risk assessment. That’s not our fault; we’re wired that way. If the tiger comes from one patch of the forest, you avoid that patch. If snakes are in one fruit tree you never return to it. But the modern world presents a whole lot more complexity than our still slowly developing brains are equipped to handle. And few things flummox us more than airplanes.
Start with the fact that we can’t wrap our brains around how they work in the first place. Yes, there are engines and lift and flaps and who-knows what all keeping them up. But the fact is, a fully loaded 747 weighs 975,000 lbs and attains a top speed of 570 mph at altitudes exceeding 6.5 mi. That kind of machine just shouldn’t work and so we always half-assume it won’t.
There is, too, the much discussed helplessness attendant to buckling yourself into an airline seat, obeying all the rules about seat backs and tray tables and turning off electronic equipment and when you can jolly well get up to go to the bathroom. When you’re behind the wheel, you feel like you’re in control. When an anonymous pilot is at the stick, you feel like little more than cargo.
The occasional rash of disasters like the recent ones don’t help matters any. But the fact is, those are just statistical clusters — the airline equivalent of a few people in one country developing a rare form of cancer, which gets people looking for an environmental toxin or some other cause, when in fact it may just be random numbers at play. Yes, flying into a war zone or the teeth of a typhoon is going to increase the danger that something very bad is going to happen to you. But avoid those obvious no-go zones and the odds are very good you’ll be just fine.
In 2010, according to a report by the U.N.’s Civil Aviation Organization, there were a breathtaking 30,566,513 commercial departures worldwide. Yet, according to an authoritative site that tracks all departures and arrivals, there were only 12 crashes of planes carrying more than 18 people and only three of them resulted in more than 99 fatalities. Those deaths were an unspeakable tragedy for the people who lost their lives and the families they left behind, but in the cold calculus of probability, they’re less than a rounding error compared to all the people who flew aboard those 30.5 million flights.
Despite such low individual odds, one thing that scares us off of airplanes is the unavoidably uneven distribution of the crashes that do occur. So the 35 commercial accidents in 1968 and 1969, the 34 in 1972 and 1973, and the 33 in 1989, would have likely had a lot of people reaching for their car keys and hitting the roads instead. And it’s worse when one of the crashes is especially notorious — such as the Dec. 1988 bombing of Pan Am 103 over Lockerbie, Scotland, which directly preceded 1989’s string of comparatively bad luck.
The Sept. 11 attacks, of course, are the darkest example of all. The two flights that brought down the World Trade Towers alone top the list of the world’s worst air disasters, with the 2,907 deaths easily outdistancing the two-plane runway accident that claimed 583 lives on Tenerife in the Canary Islands in 1977.
Air travel suffered badly in the wake of Sept. 11, but so, it turned out, did some of the people who avoided the planes. From October to December 2001 there were 1,000 more highway fatalities than there had been in that same period the year before — the simple result of more people being on the road. “It was called the 9/11 effect,” David Ropeik, an independent risk consultant and a former professor of the Harvard School of Public Health, told me for my 2007 book Simplexity. Nearly 3,000 people died as a direct result of the attacks and a third again as an indirect one.
Air travel, surely, is not risk free, but it’s hardly a new observation to say that nothing is. Statistical clusters do smooth out over even a relatively short period of time and what feels like a grave danger today will seem relatively benign again tomorrow. The tragedy of the lives lost on the recent crashes is a very real thing; but so is the low likelihood of any one person suffering the same sorrowful end.
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