The following are the most recent fatal plane crashes and other significant airliner events, listed with the most recent ones first, from around the world. The numbered events include all of those involving either jet passenger flights and turboprop accidents involving models with more than 10 passengers seats where the aircraft involved are used in airline service in North America and western Europe, and where at least one passenger was killed. The passenger fatalities in the numbered events may be due to accidents, hijackings, sabotage, or military action. The events that are not numbered may or may not include fatalities, and are included because they meet the criteria of a significant event as defined by AirSafe.com
This page has links to recent crashes from around the world. Links to other plane crash pages are in the box below:
14 February 2011; Central American Airways; Let 410; HR-AUQ; near Cerro de Hula, Honduras: The aircraft was on a domestic flight from San Pedro Sula to Tegucigalpa, Honduras, and crashed into a forest while en route to its destination. Both crew members and all 12 passengers were killed.
While this airliner accident resulted in fatalities, it is not counted as a fatal event as defined by AirSafe.com
10 February 2011; Manx2 Swearingen Metro III; Flight 7100; Cork, Ireland: The aircraft was on a scheduled international flight from Belfast, Northern Ireland to Cork, Ireland when it crashed near the destination airport. There were low visibility conditions at the time of the crash. On the crew's third landing attempt, the aircraft crashed adjacent to a taxiway, came to rest upside down, and caught fire. Both crew members and four of the ten passengers were killed.
9 January 2011; Iran Air 727-200; Flight 277; Urmia, Iran: The aircraft was on a scheduled domestic flight from Tehran to Urmia, Iran when it crashed near the destination airport. All 12 crew members and 65 of the 93 passengers were killed.
Other crashes involving Iran Air
1 January 2011; Kogalymavia (also known as Kolavia); Tu154M; RA-85588; flight 348; Surgut, Russia: The aircraft was on a scheduled domestic flight from Surgut to Moscow, Russia. The aircraft caught fire while the aircraft was taxiiing toward the runway. There were eight crew members and 116 passengers on board, and at least four occupants were killed.
Other Russian airliner crashes
15 December 2010; Tara Air; DHC-6 Twin Otter; 9N-AFX; Palunge Hill, Nepal: The aircraft was on a domestic flight from Lamidanda to Kathmandu, and crashed into Palunge Hill while en route to its destination. The crew reported an emergency situation shortly before the aircraft crashed in mountainous terrain. All three crew members and 19 passengers were killed. Tara Air is a subsidiary of Yeti Airlines
While this airliner accident resulted in fatalities, it is not counted as a fatal event as defined by AirSafe.com
4 December 2010; Dagestan Airlines (also known as South East Airlines); Tu154M; RA-85744; flight 372; Moscow, Russia: The aircraft was on a scheduled domestic flight from Moscow to Makhachkala, Russia. The aircraft departed from Moscow's Vnukovo Airport, and about eight minutes later, while the aircraft was climbing through an altitude of about 6,500 m (21,000 ft), there were reportedly problems involving the fuel system. When the aircraft was about 80 km away from the departure airport and at about 9,000 m (29,000 ft) altitude, two of the three engines flamed out and the crew elected to divert to Moscow's Domodedovo Airport. The aircraft experienced a hard landing near the runway, and broke up after striking a large earthen mound beyond the end of the runway. Two of the 160 passengers were killed, and all nine crew members survived.
Additional details on the crash
Other Russian airliner crashes
4 November 2010; AeroCaribbean; ATR 72-212; CU-T1549; Flight 883; near Guasimal, Sancti Spiritus Province, Cuba: The aircraft was on a domestic flight from Santiago to Havana, Cuba. The crew reported an emergency situation shortly before the aircraft crashed in mountainous terrain. All seven crew members and 61 passengers were killed.
Additional crash details
13 September 2010; Conviasa ATR 42-320; YV1010; Flight 371; Puerto Ordaz, Venezuela: The aircraft was on a scheduled domestic flight from Porlamar to Puerto Ordaz, Venezuela. It crashed into an industrial area just short of the destination airport. There were 17 fatalities among the 47 passengers and four crew members.
7 September 2010; Alrosa Mirny Air Enterprise; Tu154M; RA-85684; flight 514, Izhma, Russia: The aircraft was on a scheduled domestic flight from Udachny to Moscow, Russia. While en route at about FL347 near over Usinsk, Russia, the aircraft experienced a complete electrical failure that resulted in a loss of navigational equipment, fuel pumps, and flaps. The crew was able to make a successful emergency landing on an abandoned runway at the Izhma, Russia airport. None of the nine crew members or 72 passengers were injured.
While this airliner accident resulted in no fatalities, it is included here because it is a significant event as defined by AirSafe.com.
More details on this accident
Russian airliner crashes
3 September 2010; United Parcel Service (UPS); 747-400F; flight 6; Dubai, United Arab Emirates: The aircraft was on an international cargo flight from Dubai, UAE to Colonge, Germany, and crashed shortly after takeoff about 10 km (6.2 mi) north of the airport. The two crew members were killed. The only previous fatal crash of a 747-400 was a 2000 crash of a Singapore Airlines in Taipei, Taiwan.
While this plane crash resulted in several fatalities, it is not a fatal event as defined by AirSafe.com.
Other UPS plane crashes
Other 747 plane crashes
25 August 2010; Filair; Let 410; 9Q-CCN; Bandundu, Democratic Republic of Congo: The aircraft was on a scheduled domestic flight from Kinshasa to Bandundu, and during its approach to Bandundu it crashed into a house about a mile from the airport. All three crew members and 18 of the 19 passengers were killed.
Sole survivor plane crashes
Wikipedia entry about this event
24 August 2010; Henan Airlines; ERJ-190; B-3130; flight VD8387; Yichun, China:
The aircraft was on a scheduled domestic flight from Harbin to Yichun, China. The aircraft broke up and caught fire after it overran the runway after landing. At the time of the crash, there was fog in the area and limited visibility. The aircraft carried five crew members and 91 passengers, and 43 of the occupants were killed. At least one flight crew member survived.
Other Embraer plane crashes
Other plane crashes involving airlines from China
24 August 2010; Agni Air; 9N-AHE; Dornier 228-200; near Shikharpur, Nepal: The aircraft was on a domestic flight from Kathmandu to Lukla, Nepal. Due to weather conditions at Lukla, the aircraft was returning to Kathmandu, but crashed near Shikharpur, Nepal, about 50 miles (80 km) from Kathmandu. All three crew members and 11 passengers were killed.
16 August 2010; Aires Colombia; 737-700; HK-4682; San Andres Island, Colombia: The airliner was on a scheduled domestic flight from Bogota to San Andreas Island, Colombia. San Andreas Island lies off the east coast of Nicaragua. The aircraft took off from Bogota just after midnight and was attempting to land just before 2 a.m. local time during a storm. The aircraft was reportedly struck by lightning just before touchdown. The airplane struck the runway and broke up into three large pieces. One of the 125 passengers was killed, and all six crew members survived.
More on this event
9 August 2010; de Havilland DHC-3T Otter; near Dillingham, AK: Former Alaska Senator Ted Stevens was one of five people killed when an turbine engine, float equipped Otter crashed into steep terrain during a flight from nearby Lake Nerka to a fishing lodge in the Dillingham, Alaska area. The pilot and four passengers, including Stevens, were killed, and four other passengers were injured. One of the survivors was former NASA administrator Sean O'Keefe. Coincidentally, the pilot who was killed in this crash was the father-in-law of one of the C-17 pilots killed the previous month near Anchorage, AK.
This was not the first fatal plane crash in Alaska involving Senator Stevens. In December 1978, the Senator was one of two survivors of a fatal crash of a Learjet in Anchorage, Alaska. Both pilots and three other passengers, including the Senator's first wife, were killed in the crash.
Other crashes involving US political figures
28 July 2010; US Air Force; C-17; near Anchorage, AK: The aircraft had taken off from Elemendorf AFB near Anchorage, Alaska and crashed during a local training mission. The aircraft came down in a wooded area about two miles from the runway. All four on board were killed. The aircraft and crew were based at Elmendorf. This was the first fatal crash involving the USAF C-17, also known as the Globemaster III. In two previous incidents, a C-17 sustained engine damage after being struck by a surface to air missile in Iraq in 2003, and last year a C-17 had a gear up landing in Afghanistan.
28 July 2010; Airblue; A321-231; flight 202; near Islamabad, Pakistan: The aircraft (AP-BJB) was on a scheduled domestic flight from Karachi to Islamabad, Pakistan when it crashed during approach in a hilly area near the airport. The aircraft was completely destroyed in the crash, and all 146 passengers and six crew members were killed. The crash occurred at 9:45 am local time, and there was rain in the area at the time of the crash.
More details on this Airblue crash
Wikipedia page about the crash
Wikipedia page about AirBlue
27 July 2010; Lufthansa; MD-11F; flight 8460; Riyadh, Saudi Arabia: The aircraft was on a cargo flight from Frankfurt, Germany to Riyadh, Saudi Arabia had a landing accident that fractured the fuselage. The two crew members survived.
This plane crash was a cargo flight without passengers, and is not a fatal event as defined by AirSafe.com, but is included because of the seriousness of the event.
Lufthansa plane crashes
20 July 2010; United Airlines; 777-200; flight 967; over Kansas: The aircraft was on a scheduled domestic flight from Washington, DC (IAD) to Los Angeles (LAX) when it diverted to Denver, CO (DIA) after apparently experiencing significant turbulence while flying at 34,000 feet over Kansas.
According to United, the aircraft had 255 passengers and 10 crew members. FAA spokesman Ian Gregor in Los Angeles said 26 passengers and four crew members were injured, and that one person was critically hurt, though no additional details were provided about the most seriously injured person. Local media reported that 21 people were transported to Denver area hospitals.
More details on this incident
16 June 2010; United Express; Embraer E145; flight 8050; Ottawa, Canada: United Express 8050, a nonstop flight from Washington's Dulles airport to Ottawa's Macdonald-Cartier airport, landed on runway 7, was unable to stop on the runway, coming to rest about 150 meters off the end of the runway. It was raining at the time of the accident.
One witness claimed that the aircraft was hydroplaning on the runway, and a second witness who was monitoring air traffic control communications reported that the pilot told the control tower he had no traction on the wet runway.
The nose landing gear appears to have collapsed, although the rest of the aircraft appears intact. There was no post crash fire. Both pilots and one passenger was injured. The other 32 passengers and the flight attendant were not injured.
More details on this accident
22 May 2010; Air India Express; 737-800; flight 812; Mangalore, India: The aircraft (VT-AXV) was on a scheduled international flight from Dubai, UAE, to Mangalore, India, arriving just after 6 a.m. local time. The aircraft landed on one of the runways at Mangalore airport, but was unable to stop on the runway. There were reportedly six crew members and 167 passengers and on board, including four infants. Of the 166 occupants, 158 were killed.
More details on this accident
17 May 2010; Pamir Airways; Antonov An24B; flight 112; near Salang Pass, Afghanistan: The aircraft (YA-PIS) was on a scheduled domestic flight between Kunduz to Kabul, Afghanistan. All contact with the aircraft was lost about 10 minutes after departure, and it is presumed to have crashed in the Salang Pass area, which lies around 100 km (60 miles) north of Kabul and at an altitude of about 13,350 feet. Heavy fog was reported in the area at the the time. All five crew members and 38 passengers are missing and presumed dead. This was the first major crash for this airline.
Wikipedia page on this crash
While this plane crash resulted in several passenger fatalities, it is not a fatal event as defined by AirSafe.com.
15 May 2010; Blue Wing Airlines; Antonov An28; eastern Suriname: The aircraft was on a scheduled domestic flight between Godo Holo to Paramaribo, Suriname. The aircraft crashed in a wooded area in eastern Suriname. Both crew members and all six passengers were killed. This is the third time that a Blue Win An28 has been destroyed in a crash. One of the crashes in April 2008 also killed everyone on board.
Wikipedia page on this airline
While this plane crash resulted in several passenger fatalities, it is not a fatal event as defined by AirSafe.com.
12 May 2010; Afriqiyah Airways; A330-200; Flight 771; near Tripoli, Libya: The aircraft was on a scheduled international flight from Johannesburg, South Africa (JNB) to Tripoli, Libya (TIP) with 93 passengers and 11 crew on board. The aircraft crashed short of the runway during its landing attempt. All 11 crew members and 92 of the 93 passengers were killed. The sole survivor was a 10-year-old Dutch boy.
More Crash Details
Fatal Events for Airlines from Africa and the Middle East
Plane Crashes with a Sole Survivor
Other A330 Plane Crashes
Afriqiyah Airways Wikipedia page
19 April 2010; Southwest Airlines 737-700; flight 649; Burbank, CA: The airliner, with 119 passengers and a crew of five on board, nearly collided with a Cessna 172 at Burbank Airport in California. Flight 649 was inbound from Oakland to the Burbank airport (also known as Bob Hope Airport) and was landing to the east on runway 8 while the Cessna 172 had just taken off to the south from runway 15, passing over the 737 at the intersection of the two runways. The two aircraft came within 200 feet vertically and 10 feet laterally of each other at the runway intersection. At the time of the event, skies were clear with 10 miles of visibility. No one on either aircraft was injured and neither aircraft was damaged.
Fatal midair collisions
AirSafeNews.com report of this event
13 April 2010; American Airlines A300B4-200; XA-TUE; Flight 302; Monterrey, Mexico: The aircraft was on a domestic cargo flight from Mexico City to Monterrey, Mexico and was destroyed when it crashed on a roadway about two kilometers from the destination airport. All five crew members were killed, as were two people on the ground.
While this airliner accident resulted in fatalities, it is not counted as a fatal event as defined by AirSafe.com
10 April 2010; Polish Air Force Tu154, near Smolensk, Russia: The president of Poland, Lech Kaczynski, was killed, along with his wife and numerous Polish officials, when their aircraft, a Polish Air Force Tupolev 154M, crashed near Smolensk, Russia. The flight, took off from Warsaw with 88 passengers and eight crew members and crashed during its approach to Smolensk air base. All on board were killed.
This plane crash is not a fatal event as defined by AirSafe.com, but is included because of the seriousness of the event.
More details about this event
25 January 2010; Ethiopian Airlines 737-800; Flight 409; near Beirut, Lebanon: The aircraft was on a scheduled international flight from Beirut, Lebanon to Addis Ababa, Ethiopia, and crashed into the Mediterranean Sea shortly after takeoff. All 82 passengers and eight crew members were killed.
More information on the Ethiopian Airlines Crash
Initial AirSafeNews.com report on this event
Other 737 plane crashes
25 December 2009; Northwest Airlines A330-300 (N820NW); Flight 253; near Detroit, MI: A passenger on a Northwest Airlines A330-300(N820NW) apparently attempted to detonate an explosive device while the aircraft was approaching Detroit. Flight 253 was an international flight from Amsterdam to Detroit, and early reports are that a passenger, Umar Farouk Abdulmutallab, a 23-year-old Nigerian national, allegedly had the device strapped to one of his legs, and that the device was triggered during descent (about 20 minutes before landing) and started a small fire. The flight, operated by Northwest Airlines using an Airbus 330-300 aircraft with 278 passengers and 11 crew members on board, landed safely, and the suspect, the only person injured, was transported to a local hospital for treatment of serious burns.
This plane crash resulted in no fatalities, and is not a fatal event as defined by AirSafe.com, but is included because of the seriousness of the event.
Other Northwest Airlines plane crashes and serious incidents
Other A330 crashes and serious incidents
Wikipedia page on this accident
22 December 2009; American Airlines 737-800 (N977AN); Flight 331; Kingston, Jamaica:The aircraft was on a scheduled international flight from Miami, FL to Kingston, Jamaica. The aircraft landed during a rainstorm, and was unable to stop on the runway. After departing the runway, the aircraft went beyond the airport fence, and crossed a road before coming to rest on a beach. The landing gear collapsed, both engines separated from the wings, and there were two major breaks in the fuselage, but all 148 passengers and six crew members survived. The landing was carried out with a slight tail wind
This plane crash resulted in no fatalities, and is not a fatal event as defined by AirSafe.com, but is included because of the seriousness of the event.
Additional Information about this event
Other American Airlines plane crashes
Other 737 crashes
Wikipedia page on this accident
28 November 2009; Avient Aviation MD-11F; Flight 324; Shanghai, China: The aircraft was on was on an unscheduled cargo flight from Shanghai, China to Bishkek, Kyrgyzstan when it crashed. Reportedly, one eyewitness, who is a pilot based in Shanghai, stated that the main gear left the ground just before the end of the runway, with the aircraft gaining very little altitude, before impacting approach lights and antennas and falling back onto the ground. Another report indicated that the aircraft's tail struck the runway one or more times during takeoff. Three of the seven crew members were killed. More crash details, including photos, available at AirSafeNews.com
This plane crash was a cargo flight without passengers, and is not a fatal event as defined by AirSafe.com, but is included because of the seriousness of the event.
12 November 2009; RwandAir CRJ-100ER; Flight 205; Kigali, Rwanda: A RwandAir CRJ-100ER was on a scheduled flight from Kigali, Rwanda to Kampala, Uganda, ran into a terminal at the Kigali airport. The aircraft reportedly had and unspecified engine problem shortly after taking off and the crew returned to the airport. According to eyewitnesses, the plane first taxied to a parking position on the apron, but then accelerated, knocked over blast fences, and hit the the concrete wall of the airport building containing the VIP lounge. The nose gear collapsed and the forward portion of the aircraft penetrated the building up to about the position of the forward passenger doors. One of the three crew members and one of the 10 passengers were killed.
Additional accident information and photos
Canadair Regional Jet Crashes
9 October 2009;CASA-212, near Fonds-Verrettes, Haiti:The aircraft was on a routine surveillance flight near the border of Haiti and the Dominican Republic, when it crashed in a mountainous area about 12 miles (20 km) west of the village of Fonds-Verrettes, Haiti. All 11 personnel, which included military members from Jordan and Uruguay, were killed. The aircraft flight had been supporting the United Nations Stabilization Mission in Haiti, or MINUSTAH.
8 August 2009; Eurocopter and Piper Saratoga, Hudson River, near New York City:A single-engine aircraft and a sightseeing helicopter collided early Saturday afternoon over the Hudson River near Manhattan. Three people were aboard the single-engine Piper PA-32R-300 (N71MC), and the flight plan indicated the aircraft was heading from Teterboro Airport in Teaneck, New Jersey to Ocean City, New Jersey. The Saratoga took off from Teterboro shortly before noon local time. On board were a pilot and two passengers, including one child. The Liberty Harbor Sightseeing Tours helicopter, a Eurocopter AS350 (N401LH), took off from Pier 30 in Manhattan, near West 30th Street, and reportedly had one pilot and five Italian tourists on board. All nine occupants were killed.
Visit the AirSafe.com News for more information.
Fatal Midair Airline Crashes
Fatal Eurocopter AS350 Events
Fatal Piper Saratoga Events (PA-32R-300)
4 August 2009; Bangkok Airways ATR 72; Koh Samui, Thailand; Flight 266:The aircraft was on a scheduled domestic flight from Krabi to Koh Samui, Thailand. After landing, the aircraft skidded off the runway and struck an airport control tower building. All 68 passengers survives, though four were severely injured, and one of the four crew members were killed.
While this plane crash resulted in several fatalities, it is not a fatal event as defined by AirSafe.com.
Other ATR plane crashes
24 July 2009; Aria Air Ilyushin 62M, Flight 1525; Mashhad, Iran: The aircraft was on a scheduled domestic flight from Tehran, Iran to Mashhad, Iran. After landing, there was a tire burst and the aircraft skidded on the runaway, hitting an airport fence and an electricity pylon.
The normal landing speed for an Ilyushin 62 would have been between 145 and 165 mph, but this accident aircraft reportedly landed at a speed of 197 mph. The airplane ran off the runway and collided with a wall located about a kilometer from the runway.
The front section of the aircraft was completely destroyed in the crash, and there were 16 fatalities among the 153 passengers and 13 crew members.
This is the first fatal crash for Aria Air, and the 12th fatal passenger crash for the Ilyushin 62 since it began passenger service in the 1960s. This crash comes less than ten days after the last fatal plane crash in Iran. All 168 passengers and crew on that Caspian Airlines flight were killed.
Shortly after the accident, the airline's flight certification license was revoked by the Iranian civil aviation authorities.
More Details at AirSafeNews.com
Fatal Events for Airlines from Africa and the Middle East
Aria Air Wikipedia page
15 July 2009; Caspian Airlines Tu154M, Flight 7908; near Jannatabad, Iran: The aircraft was on a scheduled international flight from Tehran, Iran to Yerevan, Armenia, and crashed near a village in the Qazvin region of Iran about 16 minutes after takeoff.
The aircraft was completely destroyed in the crash, and all 153 passengers and 15 crew members were killed. Among the victims were members of Iran's youth judo team, including eight athletes and two coaches.
This is the first fatal crash for Caspian Airlines, and the 19th fatal passenger crash involving the Tu154 since 1990. The most recent fatal Tu154 crash was an Iran Air Tours crash in September 2006. The Caspian Airlines crash represents the fourth fatal Tu154 airliner crash involving an Iranian airline. the previous three were all with Iran Air Tours.
More Details at AirSafeNews.com
Fatal Events for Airlines from Africa and the Middle East
Caspian Airlines Plane Crash Wikipedia page
30 June 2009; Yemenia Airlines; A310-300; Flight 626; near Moroni, Comoros Islands: The aircraft was on a flight from Sana’a, Yemen to Moroni, Comoros Islands with 142 passengers and 11 crew on board. The aircraft crashed in the sea near the town of Mitsamiouli, which is on the main island of Grande Comore, in the early morning hours of June 30th. One passenger, a twelve-year-old girl named Bahia Bakari, was rescued about 10 hours after the crash, and is the sole survivor of this plane crash. The girl's mother was also killed in the crash.
More Accident Details
Fatal Events for Airlines from Africa and the Middle East
Fatal A310 Plane Crashes
Plane Crashes with a Sole Survivor
Yemenia Airlines Wikipedia page
18 June 2009; Continental Airlines 777; Flight 61; en route from Brussels to Newark: The captain of Continental Airlines Flight 61, a 777 en route from Brussels to Newark, died while the aircraft was in flight over the Atlantic. The captain was replaced by a reserve first officer and the crew declared an emergency. The aircraft landed without further incident. There were 247 passengers on board, and there were no other injuries to passengers or crew.
Visit the AirSafe.com News for more information.
Other Continental Plane Crashes
Other 777 Plane Crashes
1 June 2009; Air France A330-200; Atlantic Ocean: The aircraft was on a scheduled international flight from Rio de Janeiro, Brazil to Paris, France. The aircraft crashed in the Atlantic Ocean in an area roughly 390 miles (650 kilometers) northeast of Brazil's Fernando de Noronha islands, which are about 220 miles (354 kilometers) off the northeast coast of Brazil. Debris from the aircraft was found near the estimated position of its last radio communication. All 216 passengers and 12 crew members, together representing over 30 nationalities, are missing and presumed dead.
Latest Accident Updates
Fatal Events for Airlines from Europe
Fatal Air France Plane Crashes
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Initial Report on the Air France Accident
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23 March 2009; FedEx Express (FedEx) MD-11F; near Tokyo, Japan: The aircraft was on a cargo flight from Guangzhou, China to Narita Airport near Tokyo, Japan. The aircraft bounced on landing, and contacted the runway a second time nose wheel first before rolling to the left, contacting the runway with its left stabilizer and wing, and catching fire. The aircraft ended up in an inverted position. Both crew members were killed. (Note: Event dates are determined by the date at the location of the event.)
This plane crash was a cargo flight, and resulted in no fatalities, and is not a fatal event as defined by AirSafe.com, but is included because of the seriousness of the event.
Other FedEx Express Plane Crashes
Other MD-11 Plane Crashes
Watch or listen to the AirSafe.com report on this plane crash below:
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23 March 2009 Crash of a FedEx Express MD-11 near Tokyo
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22 March 2009; Pilatus PC-12; Butte, Montana: The aircraft was on an unscheduled flight from Orville, CA to Bozeman, MT. The pilot changed the flight plane to Butte, MT, and the aircraft crashed about 500 feet (150 meters) from the airport. All 14 on board were killed, several of them children.
This plane crash involved a non-airline flight, and is not a fatal event as defined by AirSafe.com, but is included because of the seriousness of the event. According to the NTSB, there have been at least six previous fatal accidents in the US involving the Pilatus PC-12.
25 February 2009; Turkish Airlines 737-800; Flight 1951; Amsterdam, Netherlands: The aircraft, on a scheduled international flight from Istanbul, Turkey, to Amsterdam, Netherlands crashed in a field about a mile (1.6 km) short of the runway. Four of the seven crew members, including both pilots, were killed, as were five of the 128 passengers.
Preliminary reports from the Dutch accident investigators suggest that a malfunctioning altimeter may have led the flight control system to command a reduction in thrust, as well as a significant drop in airspeed and altitude, during final approach.
Turkish Airlines Fatal Events
Other 737 Plane Crashes
Wikipedia Entry for this Accident
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Listen to AirSafe.com's Initial Report on this Accident
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Turkish Airlines Crash in Amsterdam
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12 February 2009; Continental Connection (Colgan Air) Dash 8 Q-400; Flight 3407; near Buffalo, NY: The aircraft, a scheduled flight from Newark, NJ and operated by Colgan Air, crashed in a residential area about seven miles from the airport. At least one house on the ground was destroyed. All 45 passengers and four crew members were killed, along with one person on the ground.
Wikipedia Entry About this Accident
Other Dash 8 Events
Listen to AirSafe.com's Initial Report on this Accident
Continental Connection Crash in Buffalo
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7 February 2009; Manaus Aerotaxi Embraer Bandeirante; near Santo Antonio, Brazil: The aircraft was on a scheduled domestic flight from Coari. The crew reportedly encountered heavy rain and was attempted to turn back about an hour into the flight. The plane crashed into the Manacapuru River, killing both crew members and 22 of the 26 passengers. Eight of the passengers were small children.
15 January 2009; US Airways A320-200, Flight 1549; New York, NY: The aircraft was on a scheduled passenger flight from New York (LaGuardia) to Charlotte, NC The aircraft struck a flock of birds shortly after takeoff and experienced a loss of power to both engines. The crew was able to successfully ditch the aircraft in the Hudson River near midtown Manhattan. The aircraft reached an maximum altitude of about 3200 feet before it began to descend. After ditching, all five crew members and 150 passengers evacuated the aircraft. One passenger sustained serious injuries. This event is not numbered because it is considered a significant event as defined by AirSafe.com. The following pages have background information about the airline, the aircraft model, and other issues related to this crash:
Previous US Airways Crashes
Other Significant A320 Events
Bird Strike Hazards to Aircraft
Jet Airliner Ditching Events
Wikipedia Entry About this Event
Bird Strike Videos
Bird Strike Study from the AirSafe.com Foundation
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Listen to AirSafe.com's Initial Report on this Accident
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Crash of US Airways Flight 1549
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20 December 2008; Continental Airlines 737-500; Flight 1404; Denver, CO: The aircraft, which was on a scheduled flight to Houston's Intercontinental Airport, departed the runway during takeoff and skidded across a taxiway and a service road before coming to rest in a ravine several hundred yards from the runway. The aircraft sustained significant damage, including a post crash fire, separation of one engine and separated and collapsed landing gear. There were about 38 injuries among the 110 passengers and five crew members, including two passengers who were seriously injured. Because this did not involve the death of an airline passenger, this is a significant event as defined by AirSafe.com.
Other Continental Events
Wikipedia Entry About this Event
AirSafe.com's Update on the Accident Investigation
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Continental Airlines Accident in Denver
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8 December 2008; USMC F/A-18D; Near San Diego, CA: A US Marine Corps F/A-18D jet based at the Miramar Marine Corps Air Station crashed during approach about two miles short of the runway. The pilot successfully ejected, but four people, two children, their mother, and grandmother were killed in one of the two houses destroyed by the jet. No one else on the ground was injured. More details are available on AirSafeNews.com.
Because this did not involve the death of an airline passenger, this is a significant event as defined by AirSafe.com.
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USMC F/A-18 Crash in San Diego
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Other Videos from This Crash
Other AirSafe.com Videos.
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27 November 2008; XL Airways Germany A320-200; near Perpignan, France : The aircraft had been leased to XL Airways Germany and a flight test crew, along with an New Zealand civil aviation inspector, were conducting a test flight prior to the aircraft being returned to its owner, Air New Zealand. On approach into Perpignan, the aircraft was seen to enter a rapid dive before it crashed in the Mediterranean Sea just off the coast. All seven occupants were killed. This event is not numbered because it is considered a significant event as defined by AirSafe.com.
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7 October 2008; Qantas A330-300; Flight 72; near Learmonth, Australia: The aircraft was on a scheduled international flight from Singapore to Perth. While in cruise, the aircraft reportedly experienced some type of sudden and unexpected altitude change. The crew issued a mayday call before diverting the aircraft to the airport at Learmonth, near the town of Exmouth, about 1100 kilometers or 680 miles north of its intended destination of Perth.
About 36 passengers and crew members were injured, with over a dozen severe injuries. Reportedly, several occupants were slammed into the ceiling during the event. Most of the injuries were to passengers and crew in the rear of the aircraft, and at least one person was carried off the plane in a stretcher. About 13 of the most seriously injured were flown to Perth by four aircraft from the Royal Flying Doctor Service. One flight attendant was hospitalized with suspected head and spinal injuries. Other serious injuries included fractures, lacerations, and a concussion. This event is not numbered because it is considered a significant event as defined by AirSafe.com.
Wikipedia Entry for this Incident
Initial AirSafe.com Report from 7 October 2008
Video Podcast Links
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Other AirSafe.com Videos
Audio Podcasts
Passenger Interview 10 October 2008
Initial Podcast 7 October 2008
Qantas Safety Events
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19 September 2008; Global Exec Aviation Learjet 60; Columbia, SC: Travis Barker, former drummer for the music group Blink-182, Adam Goldstein, more widely known as DJ AM, and two other passengers were in a Learjet 60 aircraft that was on a chartered flight from Columbia, South Carolina to Van Nuys airport in Los Angeles. The crash, which happened shortly before midnight, occurred during takeoff. The crew was unable to stop the aircraft before it departed the runway. The plane struck a series of antennas and lights, crashed through a fence, crossed a nearby highway, and came to rest on an embankment where it burst into flames. The crash and subsequent fire killed both flight crew members and two of the four passengers. This event is not numbered because it is considered a significant event as defined by AirSafe.com.
AirSafe.com Audio and Video Podcasts About this Event
Audio: MP3
Video: iPod/MP4 | WMV | YouTube | Google Video
Initial AirSafe.com Report on this Event
For more videos, visit the AirSafe.com YouTube channel.
More Details on This Event
Other Celebrity Plane Crashes
14 September 2008; Aeroflot-Nord 737-500; Flight 821; near Perm, Russia: The aircraft was on a scheduled domestic flight from Moscow to Perm, Russia. Contact with the aircraft was lost shortly before landing when the aircraft was about 3,600 feet, or about 1100 meters, above the ground. The aircraft was completely destroyed in the crash, coming down outside of the city of Perm and near the tracks of the Trans-Siberian Railway. All 82 passengers and six crew members were killed in the crash. There were seven children, including one infant, among the passengers.
Fatal events involving Airlines of the former Soviet Union
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88 Killed in Russian 737 Crash
For more videos, visit the AirSafe.com YouTube channel.
Wikipedia Entry About this Accident
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Additional Podcast Links
Audio: MP3
Video: iPod/MP4 | WMV | YouTube | Google Video
Fatal Events in Russia
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24 August 2008; Itek Air 737-200; Flight 6895; Bishkek, Kyrgyzstan: The aircraft was on a scheduled international flight from Bishkek, Kyrgyzstan, to Tehran, Iran. About 10 minutes after takeoff, the crew turned back to the departure airport and also reported some kind of technical problem, crashing short of the runway. There were about 83 passengers and seven crew on the aircraft, including 17 members of Kyrgyzstan's national basketball youth team. Seven team members reportedly survived. At least 65 of those on board, including five of the seven crew members, were killed.
Itek Air had been banned from operating in the EU according to a list published on 24 July 2008.
Fatal events involving Itek Air
Fatal events involving the 737
Wikipedia Entry About this Accident
Initial Reports on the Event
Audio: Initial Podcast 24 August 2008
Video: WMV | iPod/MP4 | YouTube | Google Video
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Video Version of the Initial Accident Report
A transcript of the podcast is available at http://www.airsafe.com/podcasts/show63.htm
For more videos, visit the AirSafe.com YouTube channel.
24 August 2008; Aéreo Ruta Maya Cessna Caravan; near Cabañas, Guatemala: The aircraft was on an unscheduled domestic flight from Guatemala City to El Estor. About 45 minutes into the flight, the crew indicated that the aircraft was experiencing engine problems. The aircraft crashed near the town of Cabañas, about 60 miles (96 km) east of Guatemala City, killing both crew members and nine of the 12 passengers. The passengers were traveling to El Estor to do work on behalf of the group CHOICE Humanitarian. Many of the occupants had survived the initial impact, but were killed by a post crash fire.
Because this event was not related to fatal passenger event on a jet airliner flight, it is listed here as a significant event as defined by AirSafe.com.
20 August 2008; Spanair MD82; Flight 5022; Madrid, Spain: The aircraft crashed shortly after takeoff on a scheduled domestic flight from Madrid to Las Palmas in the Canary Islands. Early reports indicated that the left engine experienced a major malfunction during the takeoff. The aircraft was able to get airborne, but the crew set the aircraft down in a area to the right of the departure runway. The aircraft broke up and there was a severe post-crash fire.
All six crew members and 148 of the 166 passengers were killed. Among the passengers were 20 children and two infants. Both infants reportedly survived. Many of the survivors suffered burns, some of them serious.
This was also a code share flight with Lufthansa, and that airline reported that seven of their passengers had transferred to the Spanair flight from a previous Lufthansa flight. , and that airline reported that seven of their passengers were checked in for the flight.
AirSafe.com Audio and Video Podcasts About this Event
Audio: Initial Report 20 August 2008
Video: iPod/MP4 | WMV | YouTube | Google Video
Initial AirSafe.com Report on this Fatal Event
For more videos, visit the AirSafe.com YouTube channel.
Transcript of audio and video podcasts
Fatal MD80 Series Events
Fatal Spanair Events
25 July 2008; Qantas 747-400; Flight 30; near Manila, Philippines: The aircraft was on an scheduled international flight from Hong Kong, China to Melbourne, Australia. The aircraft experienced an explosive decompression over the South China Sea about 200 miles from Manila. The crew descended about 20,000 feet and successfully diverted to Manila. A portion of the fuselage just forward of the wing root was found missing after the aircraft landed. None of the 19 crew members or 346 passengers were injured.
Wikipedia Entry for this Incident
Podcasts About the Event
Audio: MP3 | Video: WMV | iPod/MP4 | YouTube | Google Video |
Podcast Transcript
Other Significant Qantas Events
Because there were no fatalities among the passengers, it is listed here as a significant event as defined by AirSafe.com.
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AirSafe.com Video About this Qantas Event
For more videos, visit the AirSafe.com YouTube channel.
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19 July 2008; Sikorsky S92 helicopter; near Seoul, South Korea: The head of the Unification Church, Reverend Sun Myung Moon, was one of 16 occupants in a Sikorsky S-92 helicopter that crashed about a mile short of its destination. Everyone on board was able to escape the helicopter before it burst into flames. Rev. Moon's wife and at least three grandchildren were also on the aircraft. According to a statement from the Unification Church, the nonschedueld flight was on its way from Seoul to the Cheon Jeong Goong Museum, located in Seorakmyeon, about 35 miles from Seoul.
The helicopter encountered inclement weather conditions about 20 minutes after takeoff, and made an emergency landing on a hillside. At the time of the crash, heavy rainfall and fog blanketed the area.
Because this event was not related to fatal passenger event on a jet airliner flight, it is listed here as a significant event as defined by AirSafe.com.
10 June 2008; Sudan Airways A310-300; Flight 109; Khartoum, Sudan: The aircraft was on an unscheduled domestic flight from Port Sudan to Khartoum. The aircraft had been on a scheduled international flight from Damascus, Syria to Khartoum, but had earlier diverted to Port Sudan due to weather conditions in the Khartoum area. The aircraft landed, and then overran the far end of the runway by about 230m (750ft), coming to rest on rough ground slightly to the left of the extended centreline. The right engine and right side of the aircraft caught fire, and the fire quickly spread to the rest of the plane and destroyed the aircraft. One of the 14 crew members was killed, and at least 30 of the 203 passengers were killed.
Fatal Airbus A310 Events
Fatal Sudan Airways Events
Wikipedia Entry for this Accident
7 June 2008; Patagonia Airlines Cessna Caravan; en route Puerto Montt to La Junta, Chile: The aircraft was on a scheduled domestic flight from Puerto Montt to La Junta, but crashed while en route. All of the occupants survived the crash, but the pilot died of his injuries two days later. The nine passengers were all rescued several days later.
Because this event was not related to fatal passenger event, it is listed here as a significant event as defined by AirSafe.com.
Video Report on this Crash Event
For more videos, visit the AirSafe.com YouTube channel.
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30 May 2008; TACA A320-200; Flight 390; Tegucigalpa, Honduras: The aircraft was on a scheduled international flight from San Salvador, El Salvador, to Tegucigalpa, Honduras. The aircraft landed, overran the runway, went down an embankment, and struck several vehicles. One of the six crew members and two of the 118 passengers were killed. Two people outside the aircraft were also killed.
Fatal Airbus A320 Events
Fatal and Significant TACA Events
Podcast about the Accident
Wikipedia Entry for this Accident
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AirSafe.com Video About this TACA Event
For more videos, visit the AirSafe.com YouTube channel.
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15 April 2008; Hewa Bora Airways DC9-51; Goma, Democratic Republic of the Congo (DR Congo): The aircraft was on a scheduled domestic flight from Goma to Kisangani, DR Congo. The aircraft developed a problem during takeoff, and reportedly departed the runway and collided with several buildings in a nearby neighborhood. There were eight crew members and 86 passengers aboard the aircraft, and three of the passengers were killed. There were also 37 fatalities on the ground.
Fatal events involving the DC9
3 April 2008; Blue Wing Airlines Antonov AN28; near Benzdorp, Suriname: The aircraft was on a scheduled domestic flight from Paramaribo to Benzdorp, Suriname. It crashed into a hillside during its second landing attempt. There was light rain in the area at the time of the crash. The 17 passengers and both crew members were all killed.
Because this event did not involve an aircraft used by passenger airlines in the the U.S., Canada, Australia, or western Europe, it is listed as a significant event as defined by AirSafe.com.
21 February 2008; Santa Barbara Airlines ATR 42; Flight 518; near Merida, Venezuela: The aircraft was on a scheduled domestic flight from Merida to Caracas, Venezuela. It crashed into a mountain about six miles (10 km) from the airport, at about the 12,000 foot level of the mountain. All 43 passengers and three crew members were killed.
Fatal events involving the ATR 42 and ATR 72
28 January 2008; Air Canada 767-300; over Atlantic Ocean en route Toronto to London: The aircraft was on a scheduled international flight between Toronto, Canada and Heathrow Airport in London, carrying 146 passengers and nine crew members. While over the Atlantic, the first officer experienced some sort of mental or psychological breakdown, and had to be physically removed from the cockpit.
After the removal of the first officer, the captain with the assistance of a flight attendants who held a commercial multiengine license, diverted to Shannon, Ireland without further incident.
This was not a fatal event as defined by AirSafe.com, and was included because of the significant media coverage generated by the event.
Podcast about the event
Related Resources:Incident report from the Irish Air Accident Investigation Unit
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17 January 2008; British Airways 777; Flight 38; London, England: The aircraft touched down about 1000 feet short of runway 27L at London's Heathrow Airport. The aircraft skidded just over 1000 feet, tearing off its landing gear and coming to rest on the tarmac just to the right of the end of the runway. This was a scheduled international flight that was arriving from Beijing, China. There were at least two serious injuries, a broken leg and a concussion, but no fatalities among the 16 crew members and 136 passengers. This was the first serious accident for the 777 since it began commercial service in 1995.
Fatal British Airways Events
Accident investigation details and updates (including multiple podcasts)
Map of Accident Area at London's Heathrow Airport
View Larger Map
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12 January 2008; Senator Barack Obama; Gulfstream 2; Chicago, IL: United States Senator and presidential candidate Barack Obama was a passenger in a Gulfstream 2 aircraft that collided with another aircraft on the ground at Midway Airport in Chicago. Senator Obama, members of his campaign staff, and Secret Service agents had just flown in from Nevada, where he had been campaigning. The left wingtip of the Gulfstream hit the right wingtip if a parked and unoccupied Cessna 208 aircraft. The impact was so minor that no one on the plane noticed any damage until later.
Additional Resources
Additional details about the event
Podcast About This Event
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
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Video Report on this Sen. Obama Incident
For more videos, visit the AirSafe.com YouTube channel.
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10 January 2008; Air Canada A319; near Cranbrook, Canada: The aircraft was on a scheduled domestic flight from Victoria, BC to Toronto, ON. The aircraft had a possible encounter with moderate to severe turbulence while in the vicinity of the Canadian Rockies. The crew diverted to Calgary, where injured passengers and crew members were treated for minor injuries. The aircraft was not seriously damaged, and there were no fatalities among the five crew members or 83 passengers. This was not a fatal event as defined by AirSafe.com, and was included because of the significant media coverage generated by the event.
Podcast About the Event
Audio: MP3 | Video: iPod/MP4 | WMV | Google Video | YouTube
Related Resources: Turbulence Risks
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AirSafe.com Video About this
Air Canada Incident
For more videos, visit the AirSafe.com YouTube channel.
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4 January 2008; Transaven Let 410; near Los Roques , Venezuela: The aircraft was on a scheduled domestic flight from Caracas to Los Roques, Venezuela, The crew reported engine failure in the vicinity of the Los Roques archipelago, after which contact with the aircraft was lost. There were two crew members and 12 passengers on board, and they are missing and presumed lost.
Because this event did not involve an aircraft used by passenger airlines in the the U.S., Canada, Australia, or western Europe, it is listed as a significant event as defined by AirSafe.com.
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Report on Iran Air and Transaven Events
For more videos, visit the AirSafe.com YouTube channel.
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2 January 2008; Iran Air Fokker 100; Tehran, Iran: The aircraft was on a scheduled domestic flight from Tehran to Shiraz, Iran. The aircraft skidded off the runway during takeoff attempt. There was reportedly landing gear damage and a post-crash fire, but all six crew members and 53 passengers were able to escape. It was snowing at the time of the takeoff. A video featuring this event is below.
You can also see this video and many other aviation crash videos at the AirSafe.com Crash Videos site at http://planecrashes.blogspot.com/
Because this event did not cause a passenger fatality, it is listed as a significant event as defined by AirSafe.com.
Fatal Iran Air Events
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30 November 2007; Atlasjet MD83; near Keciborlu, Turkey: The plane was on a domestic flight from Istanbul to Isparta when it disappeared from radar screens. The crew had requested permission to land shortly before the aircraft crashed in mountainous terrain near the town of Keciborlu, about 12km (7.5 miles) from the Isparta airport. All seven crew members and 50 passengers were killed.
Description: Audio (MP3), Video (MP4, WMV, YouTube)
Fatal Events Involving MD80 Series Aircraft
Fatal Events Involving Atlasjet
Fatal Events Involving MD80 Series Aircraft
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AirSafe.com Video About this Atlasjet Crash
For more videos, visit the AirSafe.com YouTube channel.
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16 September 2007; One-Two-Go Airlines MD82; Phuket, Thailand: The aircraft was on a scheduled domestic flight from Bangkok (DMK) to Phuket (HKT). After landing, the aircraft skidded off the runway, impacted several trees, and caught fire. There was reportedly heavy rain and poor visibility at the time of the crash. There were at least 89 deaths, including 85 of the 123 passengers and five of the seven crew members.
Fatal Events Involving Asian Airlines
Fatal Events Involving MD80 series aircraft.
20 August 2007; China Airlines 737-800; Naha, Japan: Shortly after landing at Naha on the island of Okinawa, the left engine caught fire and the crew initiated an emergency evacuation. Although the aircraft was destroyed by fire, all 157 passengers (including two toddlers) and eight crew members survived. Because this event did not result in a passenger death, it is a significant event as defined by AirSafe.com.
Fatal China Airlines Events
9 August 2007; Air Moorea Twin Otter; Moorea, Frech Polynesia: The aircraft was on a scheduled domestic flight from Moorea (MOZ) to Tahiti (PPT) and crashed into the ocean shortly after takeoff. The single crew member and all 19 passengers were killed. Because this event did not involve an aircraft commonly used for scheduled commercial airline service in the US or Europe, this is a significant event as defined by AirSafe.com.
17 July 2007; TAM Linhas AÈreas A320-200; S„o Paulo, Brazil: The aircraft was on a scheduled domestic flight from Porto Alegre (POA) to the Congohas Airport in São Paulo (CGH). According to the airline, one of the two thrust reversers had been deactivated prior to the flight. The aircraft landed at a higher than normal speed and departed the runway. After the aircraft crossed a major road to the left of the runway, it crashed into a concrete building and caught fire. All six crew members and 181 passengers were killed, as well as several people on the ground.
A320 Fatal Events
Fatal Events Involving TAM
Map of the area of the accident
10 July 2007; Cessna 310; Sanford, FL: The aircraft was on an unscheduled domestic flight from Daytona Beach, FL to Lakeland, FL. According to media reports, the pilot reported smoke in the cockpit, declared an emergency, and attempted to divert to Orlando-Samford International Airport (SFB). The aircraft crashed into a pair of houses in a residential neighborhood about five miles (eight km) from the airport. The two occupants of the aircraft and at least three people on the ground were killed.The aircraft was registered to a company associated with the NASCAR auto racing association.
Because this event did not involve an airline passenger flight, this is a significant event as defined by AirSafe.com.
Fatal US Events involving Cessna 310 aircraft from 1964 to 2007
28 June 2007; TAAG Angola Airlines 737-200; M'Banza Congo, Angola: The aircraft was on a scheduled domestic flight from Luanda to M'Banza Congo. The aircraft crashed and broke apart during the landing. One of the seven crew members and four of the 71 passengers were killed, as well as one other on the ground.
737 Fatal Events
27 June 2007; PMT Air An24; near Phnom Damrey, Cambodia: The aircraft was on a scheduled domestic flight from Siem Reap to Sihanoukville. The aircraft crashed a Phnom Damrey Mountain at a height of about 1640 feet (500 meters). All six crew members and 16 passengers were killed.
Because this event involved a propeller driven aircraft not normally used in airline service, this is a significant event as defined by AirSafe.com.
5 May 2007; Kenya Airways 737-800; near Douala, Cameroon: The aircraft was on a scheduled international flight from Douala, Cameroon to Nairobi, Kenya. The aircraft crashed into a swampy area near the airport less than one minute after takeoff. The aircraft departed just after midnight local time and the aircraft sent at least one communication to the control tower prior to the crash. All nine crew members and 105 passengers were killed.
737 Fatal Events
Fatal Events Involving Kenya Airways
17 March 2007; UT Air Tupolev 134A; Samara, Russia: The aircraft was on a scheduled domestic flight from Surgut to Samara. During approach, visibility was limited due to weather conditions. The aircraft touched down about 400 meters short of the runway, broke up, and caught fire. All seven crew members survived, but six of the 50 passengers were killed.
Fatal Events Involving Airlines of the Former Soviet Union
7 March 2007; Garuda Indonesia Airways 737-400; Yogyakarta, Indonesia: The aircraft had been on a domestic flight from Jakarta and overran the runway after landing at Yogyakarta. The aircraft went through the airport's perimeter fence, crossed and road and an embankment, and caught fire as it came to rest in a nearby rice paddy. One of the seven crew members and 20 of the 133 passengers were killed.
Fatal Events Involving the Boeing 737
Fatal Events Involving Garuda Indonesia Airways
1 January 2007; Adam Air 737-400; near Polewali, Indonesia: Air traffic control lost contact with the aircraft while it was at cruising altitude about halfway into its scheduled two-hour flight from Surabaya to Manado. Wreckage from the aircraft was later found in the ocean about 80 km (50 miles) off the west coast of Sulawesi island. All six crew members and 96 passengers were killed.
Fatal Events Involving the Boeing 737
Monday, March 14, 2011
Thursday, March 10, 2011
Recent Accident
Date: February 10,, 2011 Time: 09:45
Location: Cork, Ireland
Operator: Manx2r Flight: 7100
AC Type: Swearingen SA-227BC Metro III
Reg: EC-ITP cn: BC-789B
Aboard: 12 Fatalities: 6 Ground: 0
Route: Belfast - Cork
Details: The Metroliner made an approach to Runway 17 in low visibility and the crew decided to go-around. A second attempt to land on Runway 35 was also unsuccessful and resulted in another go-around. During a third landing attempt on Runway 17, the aircraft crashed adjacent to Taxiway C and came to rest upside
Date: February 8, 2011 Time: 16:40
Location: Off Plettenberg Bay, South Africa
Operator: Majuba Aviation
AC Type: Pilatus PC-12/47
Reg: ZA-GAA cn: 858
Aboard: 9 Fatalities: 9 Ground: 0
Route: Queenstown - Plettenberg Bay
Details: When the crew encountered dense fog, limiting visibility, the pilot aborted the landing and was in the process of a go-around when the plane crashed into the sea. The dead incuded 7 passengers and two crew members.
Date: February 4, 2011 Time: 17:50
Location: Sulaymaniyah, Iraq
Operator: Sky Loungel
AC Type: Raytheon Hawker 850XP
Reg: OD-SKY cn: 258804
Aboard: 7 Fatalities: 7 Ground: 0
Route: Sulaymaniyah, Iraq - Ankara, Turkey
Details: The corporate jet crashed while leaving Sulaymaniyah during heavy snow and dense fog.
Date: January 9, 2011 Time: 19:45
Location: Near Orumiyeh, Iran
Operator: Iran Air Flight: 277
AC Type: Boeing B-727-286
Reg: EP-IRP cn: 20945/1048
Aboard: 105 Fatalities: 77 Ground: 0
Route: Tehran - Orumiyeh
Details: The accident happened after the plane was unable to land because of poor weather conditions and was attempting a go-around. The aircraft crashed 5 miles from the Orumiyeh airport in a snowy field.
Date: January 1, 2011 Time: 15:25
Location: Surgut, Russia
Operator: Kogalmavia Flight: 348
AC Type: Tupelov Tu-154B-2
Reg: RA-85588 cn: 83A588
Aboard: 124 Fatalities: 3 Ground: 0
Route: Surgut - Moscow
Details: The passenger jet caught fire and exploded as it taxied for take off. Three passenger were killed and 43 injured during the evacuation.
Monday, January 31, 2011
Date: December 15, 2010 Time: 15:30
Location: Palunge Hill, Nepal
Operator: Tara Air
AC Type: de Havilland Canada DHC-6 Twin Otter
Reg: 9N-AFX cn: 806
Aboard: 22 Fatalities: 22 Ground: 0
Route: Lamidanda - Kathmandu
Details: The plane crashed after its right wing clipped a mountaintop while en route.
Date: December 4, 2010 Time: 14:49
Location: Moscow, Russia
Operator: Dagestan Airlines Flight: 372
AC Type: Tupelov Tu-154M
Reg: RA-85744 cn: 92A-927
Aboard: 169 Fatalities: 2 Ground: 0
Route: Moscow -Makhachkala, Dagestan
Details: About 80km out from Moscow, the crew reported losing all three engines, electrical power and navigation equipment. They decided to divert back to Moscow. Visual contact with the ground could not be established until breaking through the overcast at 500 feet. The aircraft landed, skidded off the runway and broke into three pieces.
Date: November 27, 2010 Time: 01:50
Location: Karachi, Pakistan
Operator: Sun Way Flight: 4412
AC Type: Ilyushin Il-76TD
Reg: 4L-GNI cn: 43452546
Aboard: 8 Fatalities: 8 Ground: 4
Route: Karachi - Khartoum
Details: The cargo plane, carrying 31 tons of relief supplies for Sudan, crashed into buildings of the Naval Housing Colony while attempting to return to runway 07R shortly after taking off from Karachi. Fire erupted in the left engine prior to the plane crashing possibly caused by a bird strike.
Wednesday, January 5, 2011
Date: December 4, 2010 Time: 14:49
Location: Moscow, Russia
Operator: Dagestan Airlines Flight: 372
AC Type: Tupelov Tu-154M
Reg: RA-85744 cn: 92A-927
Aboard: 169 Fatalities: 2 Ground: 0
Route: Moscow -Makhachkala, Dagestan
Details: About 80km out from Moscow, the crew reported losing all three engines, electrical power and navigation equipment. They decided to divert back to Moscow. Visual contact with the ground could not be established until breaking through the overcast at 500 feet. The aircraft landed, skidded off the runway and broke into three pieces.
Date: November 27, 2010 Time: 01:50
Location: Karachi, Pakistan
Operator: Sun Way Flight: 4412
AC Type: Ilyushin Il-76TD
Reg: 4L-GNI cn: 43452546
Aboard: 8 Fatalities: 8 Ground: 4
Route: Karachi - Khartoum
Details: The cargo plane, carrying 31 tons of relief supplies for Sudan, crashed into buildings of the Naval Housing Colony while attempting to return to runway 07R shortly after taking off from Karachi. Fire erupted in the left engine prior to the plane crashing possibly caused by a bird strike.
Sunday, December 26, 2010
10 of the World's Most Dangerous Roads
The North Yungas Road, also known as The Death Road, is a 61 to 69 km road leading from La Paz to Coroico (Bolivia's capital, to the Amazon region) in the Yungas region of Bolivia. It is legendary for its extreme danger: in 1995 the Inter-American Development Bank christened it as the "world's most dangerous road. " One estimate is that 200-300 travelers were killed yearly along the road. The road includes crosses marking many of the spots where such vehicles have fallen.
The Death Road (Bolivia)
At the end of 2006, after 20 years of construction, a new road (a by-pass) from La Paz to Coroico was opened to public. This new route features modern construction (bridges, drainage, etc.), multiple lanes, pavement, guardrails and many other elements that make it considerably safer than the original route. As a result, the original North Yungas Road is currently much less used by traffic, although an increasing number of adventure travelers bike it for the thrills.
Guoliang Tunnel Road (China)
The road in Taihang mountains was built by local villagers: it took five years to finish the 1,200 metre long tunnel which is about 5 meters high and 4 meters wide. Some of the villagers died in accidents during construction; undaunted, the others continued. On May 1, 1977, the tunnel was opened to traffic. It is located in the Taihang Mountains, in the Hunan Province of China.
Ruta 5: Arica to Iquique Road (Chile)
The road from Arica to Iquique is renowned for being dangerous; you drive past very deep valleys and wind your way through, spotting ever so often tell-tale vehicle skeletons at the bottom. The few times you can see cars and buses passing by, they were doing so at such a speed that you may think they are either tempting fate very foolishly or perhaps they are just ghosts whizzing past. The mono-hued and isolated scenery is well capable of endowing you with the capacity to have such visions, so concentrating and avoiding the use of any form of hallucinatory substance is essential here
Friday, December 24, 2010
Top Most Accidents
Xcdents is all about Accidents takes place every day as Unfortunately every day in the news we can witness terrible accidents. Some of them are really unbelievable...
Wednesday, December 22, 2010
FATAL Accidents
Fatal Accidents
ANNUAL NUMBER OF FATAL ROAD TRAFFIC ACCIDENTS AND RELATED RATES
(As reported by SAPS to the National Arrive Alive Fatal Accident Information Centre)
-::- ANNUAL NUMBER OF FATAL ROAD ACCIDENTS -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 1728 1169 1064 704 615 798 537 409 236 7260
1999 2067 1181 1169 549 589 608 545 382 252 7342
2000 1429 1330 709 491 463 453 439 328 206 5848
2001 2182 1960 1211 596 775 843 551 427 209 8754
2002 2334 2149 1238 729 754 948 811 672 283 9918
-::- ANNUAL MILLION VEHICLE KILOMETRES TRAVELLED -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 38,838 18,943 18,226 8,567 7,550 9,016 6,819 6,317 2,749 117,025
1999 38,579 19,078 19,151 8,471 7,203 8,584 6,769 6,322 2,754 116,911
2000 37,565 18,301 18,229 8,115 6,776 8,284 6,583 6,065 2,644 112,563
2001 38,101 18,326 18,087 8,110 6,661 8,367 6,692 6,074 2,658 113,076
2002 38,747 18,394 17,953 8,128 6,560 8,476 6,824 6,097 2,678 113,856
-::- ANNUAL MID-YEAR NUMBER OF REGISTERED MOTORISED VEHICLES -::-
(Excluding Trailers and Caravans)
Year GA KZ WC EC FS MP NW LI NC RSA
1998 2,183,117 871,650 994,165 405,190 355,685 338,552 339.243 236,435 129,027 5,853,062
1999 2,213,521 873,838 1,017,493 411,155 375,084 347,921 340,564 247,878 128,847 5,956,299
2000 2,252,184 878,372 1,040,982 417,058 384,665 354,432 340,932 255,599 128,956 6,053,178
2001 2,301,585 884,709 1,060,890 422,763 380,007 358,197 341,052 261,457 129,378 6,140,036
2002 2,346,446 891,065 1,076,023 428,631 374,577 362,584 345,557 269,072 129,957 6,223,911
-::- ANNUAL MID-YEAR HUMAN POPULATION - NUMBER OF PERSONS - ALL AGE GROUPS -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 7,629,358 8,703,407 4,100,995 6,633,276 2,716,089 2,933,444 3,470,524 5,297,471 859,124 42,343,688
1999 7,780,630 8,857,615 4,178,598 6,811,373 2,760,558 3,004,916 3,532,824 5,495,680 869,248 43,291,442
2000 7,873,205 8,986,858 4,190,656 6,847,162 2,790,733 3,042,638 3,566,777 5,514,807 874,866 43,687,702
2001 7,966,712 9,070,458 4,249,547 6,978,387 2,817,076 3,090,946 3,604,472 5,671,050 879,675 44,328,323
2002 8,106,190 9,212,123 4,313,959 7,132,141 2,859,081 3,156,272 3,659,902 5,843,851 888,390 45,171,909
-::- ANNUAL NUMBER OF FATAL ACCIDENTS PER 100 MILLION VEHICLE KILOMETRES TRAVELLED -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 4.45 6.17 5.84 8.22 8.15 8.85 7.87 6.47 8.59 6.20
1999 5.36 6.19 6.10 6.48 8.18 7.08 8.05 6.04 9.15 6.28
2000 3.80 7.27 3.89 6.05 6.83 5.47 6.67 5.41 7.79 5.20
2001 5.73 10.69 6.70 7.35 11.64 10.08 8.23 7.03 7.86 7.74
2002 6.02 11.68 6.90 8.97 11.49 11.18 11.89 11.02 10.57 8.71
-::- ANNUAL NUMBER OF FATAL ACCIDENTS PER 10 000 REGISTERED VEHICLES -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 7.92 13.41 10.70 17.37 17.29 23.57 15.83 17.30 18.29 12.40
1999 9.34 13.52 11.49 13.35 15.70 17.48 16.00 15.41 19.56 12.33
2000 6.34 15.14 6.81 11.77 12.04 12.78 12.88 12.83 15.97 9.66
2001 9.48 22.15 11.41 14.10 20.39 23.53 16.16 16.33 16.15 14.26
2002 9.95 24.12 11.51 17.01 20.13 26.15 23.47 24.97 21.78 15.94
-::- ANNUAL NUMBER OF FATAL ACCIDENTS PER 100 000 HUMAN POPULATION -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 22.65 13.43 25.94 10.61 22.64 27.20 15.47 7.72 27.47 17.15
1999 26.57 13.33 27.98 8.06 21.34 20.23 15.43 6.95 28.99 16.96
2000 18.15 14.80 16.92 7.17 16.59 14.89 12.31 5.95 23.55 13.39
2001 27.39 21.61 28.50 8.54 27.51 27.27 15.29 7.53 23.76 19.75
2002 28.79 23.33 28.70 10.22 26.37 30.04 22.16 11.50 31.86 21.96
-::- % CHANGE IN ANNUAL NUMBER OF FATAL ROAD ACCIDENTS -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 19.62 1.03 9.87 -22.02 -4.23 -23.81 1.49 -6.60 6.78 1.13
1999 - 2000 -30.87 12.62 -39.35 -10.56 -21.39 -25.49 -19.45 -14.14 -18.25 -20.35
2000 - 2001 52.69 47.37 70.80 21.38 67.39 86.09 25.51 30.18 1.46 49.69
2001 - 2002 6.97 9.64 2.33 22.32 -2.71 12.46 47.19 57.38 35.41 13.30
-::- % CHANGE IN ANNUAL MILLION VEHICLE KILOMETRES TRAVELLED -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 -0.67 0.72 5.08 -1.12 -4.60 -4.80 -0.74 -0.08 0.18 -0.10
1999 - 2000 -2.63 -4.08 -4.82 -4.20 -5.93 -3.49 -2.75 -4.06 -3.98 -3.72
2000 - 2001 1.42 0.14 -0.78 -0.06 -1.70 1.00 1.66 0.16 0.53 0.46
2001 - 2002 1.70 0.37 -0.74 0.23 -1.52 1.30 1.96 0.37 0.72 0.69
-::- % CHANGE IN NUMBER OF FATAL ACCIDENTS PER MILLION VEHICLE KILOMETRES TRAVELLED -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 20.42 0.31 4.56 -21.14 0.39 -19.97 -2.24 -6.67 6.59 1.23
1999 - 2000 -29.00 17.40 -36.28 -6.64 -16.44 -22.80 -17.17 -10.50 -14.86 -17.27
2000 - 2001 50.55 47.16 72.15 21.46 70.29 84.26 23.46 29.98 0.91 49.01
2001 - 2002 5.18 9.24 2.99 22.04 -1.21 11.01 44.35 56.79 34.44 12.52
-::- % CHANGE IN ANNUAL NUMBER OF REGISTERED MOTORISED VEHICLES -::-
(Excluding Trailers)
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 1.39 0.25 2.35 1.47 5.45 2.77 0.39 4.84 -0.14 1.76
1999 - 2000 1.75 0.52 2.31 1.44 2.55 1.87 0.11 3.12 0.08 1.63
2000 - 2001 2.19 0.72 1.91 1.37 -1.21 1.06 0.04 2.29 0.33 1.43
2001 - 2002 1.95 0.72 1.43 1.39 -1.43 1.22 1.32 2.91 0.45 1.37
-::- % CHANGE IN NUMBER OF FATAL ACCIDENTS PER 10 000 REGISTERED VEHICLES -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 17.98 0.77 7.35 -23.15 -9.18 -25.86 1.10 -10.91 6.93 -0.62
1999 - 2000 -32.05 12.04 -40.72 -11.83 -23.35 -26.86 -19.54 -16.73 -18.32 -21.62
2000 - 2001 49.42 46.31 67.60 19.75 69.44 84.14 25.47 27.27 1.13 47.57
2001 - 2002 4.92 8.86 0.79 20.64 -1.30 11.09 45.27 52.92 34.80 11.77
The information in the tables above indicate an increase in the number of fatal road traffic accidents over the past 5 years, from a total of 7 260 in 1998 to a total of 9 918 in 2002.
The number of fatal accidents in the RSA increased by 1,13% from 7 260 in 1998 to 7 342 in 1999. A decrease of –20,35% was experienced from 1999 to a total of 5 848 in 2000. From 2000, however, year-on-year increases were experienced : +49,69% from 2000 to a total of 8 754 fatal accidents in 2001 and a further increase of +13,30% from 2001 to a total of 9 918 fatal accidents in 2002.
In terms of road traffic activity on the road and street network, an accident rate of 6,20 fatal accidents per 100 million vehicle kilometers traveled was experienced in 1998. This rate increased by +1,23% from 1998 to 6,28 in 1999. A decrease of –17,27% was recorded from 1999 to a rate of 5,20 in 2002. From 2000 the rate increased again by +49,01% to a rate of 7,74 in 2001 and a further increase of +12,52% from 2001 to a national rate of 8,71 in 2002.
With the exception of the Free State, all Provinces show an increase in the number of fatal road traffic accidents from 2001 to 2002. Relevant fatal accident figures and % changes in fatal accident rates from 2001 to 2002 are summarized from the tables above to the table below.
Province Fatal Accident % Change in Rates from 2001 to 2002
2001 2002 % Change 100 mil veh kms travelled 10 000 registered vehicles
GA 2182 2334 +6.97% +5.18% +4.92%
KZ 1960 2149 +9.64% +9.24% +8.86%
WC 1211 1238 +2.23% +2.99% +0.79%
EC 596 729 +22.32% +22.04% +20.64%
FS 775 754 -2.71% -1.21% -1.30%
MP 843 948 +12.46% +11.01% +11.09%
NW 551 811 +47.19% +44.35% +45.27%
LI 427 672 +57.38% +56.79% +52.92%
NC 209 283 +35.41% +34.44% +34.80%
RSA 8754 9918 +13.30% +12.52% +11.77%
ANNUAL NUMBER OF FATAL ROAD TRAFFIC ACCIDENTS AND RELATED RATES
(As reported by SAPS to the National Arrive Alive Fatal Accident Information Centre)
-::- ANNUAL NUMBER OF FATAL ROAD ACCIDENTS -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 1728 1169 1064 704 615 798 537 409 236 7260
1999 2067 1181 1169 549 589 608 545 382 252 7342
2000 1429 1330 709 491 463 453 439 328 206 5848
2001 2182 1960 1211 596 775 843 551 427 209 8754
2002 2334 2149 1238 729 754 948 811 672 283 9918
-::- ANNUAL MILLION VEHICLE KILOMETRES TRAVELLED -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 38,838 18,943 18,226 8,567 7,550 9,016 6,819 6,317 2,749 117,025
1999 38,579 19,078 19,151 8,471 7,203 8,584 6,769 6,322 2,754 116,911
2000 37,565 18,301 18,229 8,115 6,776 8,284 6,583 6,065 2,644 112,563
2001 38,101 18,326 18,087 8,110 6,661 8,367 6,692 6,074 2,658 113,076
2002 38,747 18,394 17,953 8,128 6,560 8,476 6,824 6,097 2,678 113,856
-::- ANNUAL MID-YEAR NUMBER OF REGISTERED MOTORISED VEHICLES -::-
(Excluding Trailers and Caravans)
Year GA KZ WC EC FS MP NW LI NC RSA
1998 2,183,117 871,650 994,165 405,190 355,685 338,552 339.243 236,435 129,027 5,853,062
1999 2,213,521 873,838 1,017,493 411,155 375,084 347,921 340,564 247,878 128,847 5,956,299
2000 2,252,184 878,372 1,040,982 417,058 384,665 354,432 340,932 255,599 128,956 6,053,178
2001 2,301,585 884,709 1,060,890 422,763 380,007 358,197 341,052 261,457 129,378 6,140,036
2002 2,346,446 891,065 1,076,023 428,631 374,577 362,584 345,557 269,072 129,957 6,223,911
-::- ANNUAL MID-YEAR HUMAN POPULATION - NUMBER OF PERSONS - ALL AGE GROUPS -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 7,629,358 8,703,407 4,100,995 6,633,276 2,716,089 2,933,444 3,470,524 5,297,471 859,124 42,343,688
1999 7,780,630 8,857,615 4,178,598 6,811,373 2,760,558 3,004,916 3,532,824 5,495,680 869,248 43,291,442
2000 7,873,205 8,986,858 4,190,656 6,847,162 2,790,733 3,042,638 3,566,777 5,514,807 874,866 43,687,702
2001 7,966,712 9,070,458 4,249,547 6,978,387 2,817,076 3,090,946 3,604,472 5,671,050 879,675 44,328,323
2002 8,106,190 9,212,123 4,313,959 7,132,141 2,859,081 3,156,272 3,659,902 5,843,851 888,390 45,171,909
-::- ANNUAL NUMBER OF FATAL ACCIDENTS PER 100 MILLION VEHICLE KILOMETRES TRAVELLED -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 4.45 6.17 5.84 8.22 8.15 8.85 7.87 6.47 8.59 6.20
1999 5.36 6.19 6.10 6.48 8.18 7.08 8.05 6.04 9.15 6.28
2000 3.80 7.27 3.89 6.05 6.83 5.47 6.67 5.41 7.79 5.20
2001 5.73 10.69 6.70 7.35 11.64 10.08 8.23 7.03 7.86 7.74
2002 6.02 11.68 6.90 8.97 11.49 11.18 11.89 11.02 10.57 8.71
-::- ANNUAL NUMBER OF FATAL ACCIDENTS PER 10 000 REGISTERED VEHICLES -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 7.92 13.41 10.70 17.37 17.29 23.57 15.83 17.30 18.29 12.40
1999 9.34 13.52 11.49 13.35 15.70 17.48 16.00 15.41 19.56 12.33
2000 6.34 15.14 6.81 11.77 12.04 12.78 12.88 12.83 15.97 9.66
2001 9.48 22.15 11.41 14.10 20.39 23.53 16.16 16.33 16.15 14.26
2002 9.95 24.12 11.51 17.01 20.13 26.15 23.47 24.97 21.78 15.94
-::- ANNUAL NUMBER OF FATAL ACCIDENTS PER 100 000 HUMAN POPULATION -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 22.65 13.43 25.94 10.61 22.64 27.20 15.47 7.72 27.47 17.15
1999 26.57 13.33 27.98 8.06 21.34 20.23 15.43 6.95 28.99 16.96
2000 18.15 14.80 16.92 7.17 16.59 14.89 12.31 5.95 23.55 13.39
2001 27.39 21.61 28.50 8.54 27.51 27.27 15.29 7.53 23.76 19.75
2002 28.79 23.33 28.70 10.22 26.37 30.04 22.16 11.50 31.86 21.96
-::- % CHANGE IN ANNUAL NUMBER OF FATAL ROAD ACCIDENTS -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 19.62 1.03 9.87 -22.02 -4.23 -23.81 1.49 -6.60 6.78 1.13
1999 - 2000 -30.87 12.62 -39.35 -10.56 -21.39 -25.49 -19.45 -14.14 -18.25 -20.35
2000 - 2001 52.69 47.37 70.80 21.38 67.39 86.09 25.51 30.18 1.46 49.69
2001 - 2002 6.97 9.64 2.33 22.32 -2.71 12.46 47.19 57.38 35.41 13.30
-::- % CHANGE IN ANNUAL MILLION VEHICLE KILOMETRES TRAVELLED -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 -0.67 0.72 5.08 -1.12 -4.60 -4.80 -0.74 -0.08 0.18 -0.10
1999 - 2000 -2.63 -4.08 -4.82 -4.20 -5.93 -3.49 -2.75 -4.06 -3.98 -3.72
2000 - 2001 1.42 0.14 -0.78 -0.06 -1.70 1.00 1.66 0.16 0.53 0.46
2001 - 2002 1.70 0.37 -0.74 0.23 -1.52 1.30 1.96 0.37 0.72 0.69
-::- % CHANGE IN NUMBER OF FATAL ACCIDENTS PER MILLION VEHICLE KILOMETRES TRAVELLED -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 20.42 0.31 4.56 -21.14 0.39 -19.97 -2.24 -6.67 6.59 1.23
1999 - 2000 -29.00 17.40 -36.28 -6.64 -16.44 -22.80 -17.17 -10.50 -14.86 -17.27
2000 - 2001 50.55 47.16 72.15 21.46 70.29 84.26 23.46 29.98 0.91 49.01
2001 - 2002 5.18 9.24 2.99 22.04 -1.21 11.01 44.35 56.79 34.44 12.52
-::- % CHANGE IN ANNUAL NUMBER OF REGISTERED MOTORISED VEHICLES -::-
(Excluding Trailers)
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 1.39 0.25 2.35 1.47 5.45 2.77 0.39 4.84 -0.14 1.76
1999 - 2000 1.75 0.52 2.31 1.44 2.55 1.87 0.11 3.12 0.08 1.63
2000 - 2001 2.19 0.72 1.91 1.37 -1.21 1.06 0.04 2.29 0.33 1.43
2001 - 2002 1.95 0.72 1.43 1.39 -1.43 1.22 1.32 2.91 0.45 1.37
-::- % CHANGE IN NUMBER OF FATAL ACCIDENTS PER 10 000 REGISTERED VEHICLES -::-
Year GA KZ WC EC FS MP NW LI NC RSA
1998 - 1999 17.98 0.77 7.35 -23.15 -9.18 -25.86 1.10 -10.91 6.93 -0.62
1999 - 2000 -32.05 12.04 -40.72 -11.83 -23.35 -26.86 -19.54 -16.73 -18.32 -21.62
2000 - 2001 49.42 46.31 67.60 19.75 69.44 84.14 25.47 27.27 1.13 47.57
2001 - 2002 4.92 8.86 0.79 20.64 -1.30 11.09 45.27 52.92 34.80 11.77
The information in the tables above indicate an increase in the number of fatal road traffic accidents over the past 5 years, from a total of 7 260 in 1998 to a total of 9 918 in 2002.
The number of fatal accidents in the RSA increased by 1,13% from 7 260 in 1998 to 7 342 in 1999. A decrease of –20,35% was experienced from 1999 to a total of 5 848 in 2000. From 2000, however, year-on-year increases were experienced : +49,69% from 2000 to a total of 8 754 fatal accidents in 2001 and a further increase of +13,30% from 2001 to a total of 9 918 fatal accidents in 2002.
In terms of road traffic activity on the road and street network, an accident rate of 6,20 fatal accidents per 100 million vehicle kilometers traveled was experienced in 1998. This rate increased by +1,23% from 1998 to 6,28 in 1999. A decrease of –17,27% was recorded from 1999 to a rate of 5,20 in 2002. From 2000 the rate increased again by +49,01% to a rate of 7,74 in 2001 and a further increase of +12,52% from 2001 to a national rate of 8,71 in 2002.
With the exception of the Free State, all Provinces show an increase in the number of fatal road traffic accidents from 2001 to 2002. Relevant fatal accident figures and % changes in fatal accident rates from 2001 to 2002 are summarized from the tables above to the table below.
Province Fatal Accident % Change in Rates from 2001 to 2002
2001 2002 % Change 100 mil veh kms travelled 10 000 registered vehicles
GA 2182 2334 +6.97% +5.18% +4.92%
KZ 1960 2149 +9.64% +9.24% +8.86%
WC 1211 1238 +2.23% +2.99% +0.79%
EC 596 729 +22.32% +22.04% +20.64%
FS 775 754 -2.71% -1.21% -1.30%
MP 843 948 +12.46% +11.01% +11.09%
NW 551 811 +47.19% +44.35% +45.27%
LI 427 672 +57.38% +56.79% +52.92%
NC 209 283 +35.41% +34.44% +34.80%
RSA 8754 9918 +13.30% +12.52% +11.77%
Road Accidents Facts and Figures
Road accidents - facts and figures
In 2009, 5,755 people were reported injured in collisions on the roads in Surrey.
571 people were killed or seriously injured
43 children under the age of 16 were killed or seriously injured
5,184 people were slightly injured
Previous casualty data for Surrey is shown below.
Year Fatal Serious Slight Total
2001 53 658 6676 7387
2002 66 629 6111 6806
2003 62 494 5899 6455
2004 72 576 6254 6902
2005 64 520 6274 6858
2006 52 531 6265 6848
2007 60 529 5524 6113
2008 45 483 5411 5939
2009 41 530 5184 5755
In 2009, 5,755 people were reported injured in collisions on the roads in Surrey.
571 people were killed or seriously injured
43 children under the age of 16 were killed or seriously injured
5,184 people were slightly injured
Previous casualty data for Surrey is shown below.
Year Fatal Serious Slight Total
2001 53 658 6676 7387
2002 66 629 6111 6806
2003 62 494 5899 6455
2004 72 576 6254 6902
2005 64 520 6274 6858
2006 52 531 6265 6848
2007 60 529 5524 6113
2008 45 483 5411 5939
2009 41 530 5184 5755
Serious accidents occurring on road is a matter of great concern for all of us. Not a day passes when we do not read report of at least 2 or 3 serious road accidents. Almost everyone has been affected by such accidents at one time or the other., because a relative or friend is somehow connected to such accidents. The number of deaths per year per 10000 motor vehicle in India is 10 to 15 times more than that in advance countries. The number of motor vehicle is increasing day by day. Though it is a sign of improving economy of the country. It is a bitter truth that is also adds to accidents on roads. Our inability to provide enough funds to widen the roads or to construct new roads in proportion to rise in vehicle population also results in perpetuating this state of affairs.
In Maharashtra there were 100144 motor vehicle in 1961. Thirty six years later in 1997 the figure rose to 4515746 a 45 fold increase! During the same period the road length has risen by mere 5 times. In fact there are several roads where the vehicular traffic 4 to 5 times their capacity.
Statistics for the last few years show that there is a large increase in the number of accidents from year to year. In the state 77565 accidents were recorded 1996. These accidents are only those registered with the Police. Besides these there are several accidents which are not registered with the police. Because only one vehicle is involved or because the injuries or damages are not very serious. It can therefore be surmised that the actual number of accidents may be much more. In these accidents, large scale loss of life occurs every year. Several persons aere maimed for life. The productivity of several others reduces due to temporary incapacity. On an average 212 road accident occur in Maharashtra everyday and 24 person die therein while 145 are injured. Broadly 30 percent of persons dying in road accidents are below the age of 30 years. This means that the proportion of those dying in the prime of their life is quite large. It is clear that unless urgent remedial measures are taken, the occurrence of these accidents and resultant casualties will go on rising.
Why Do Accidents Occur?
Broadly road accidents occur due to the following 4 reasons.
1) Defects in vehicle e.g. breakage of tie rod of a running vehicle tyre bursting, wheel coming loose or failure of brakes. Due to such occurrence the driver loses control on the vehicle and an accident results.
2) Error of driver e.g. overtaking at a wrong place, turning abruptly or stopping without prior signalling, which can cause collision with the vehicle following; driving fast through villages exceeding the speed limit; falling asleep at the wheel, overturning due to going round a curve at excessive speed, driving while intoxicated etc.,
3) Environment around the road e.g. error of drivers of other vehicles like bullockcarts, cycles, rickshaw, jay walking, pedestrians, school children being run over, cattle or dogs etc. running onto roads.
4) Defects in roads: A study of accidents registered with the police shows that the number of accidents due to this reason is around 10% of total accidents. Even allowing for some errors in analysis of reasons for accidents, the figure will not exceed 20%.
Appointment of Accident Prevention Committee
On this background the Government of Maharashtra decided to appoint a Committee with a view to reducing at least the accidents occurring due to shortcoming in the roads by suggesting remedial measures. Thus the road in the state would be rendered safer to some extent and it is expected that there will be reduction in the number of road accidents and good many lives would be saved.
After inspecting a number of accident spots the Committee has found that certain types of sites are definite accident locations. If the general travelling public know them they can negotiate such location with caution and avoid accidents. A few such accident locations are described in this chapter.
Where the road rises to a summit and then slopes down and where the driver cannot see the road ahead for much distance, is a dangerous spot. More so, when the road curves immediately after the summit. In such cases, drivers do not know which way the road is turning after the summit and are therefore involved in accidents.
The summit at the end of a longish rising gradient which in turn follows either a good horizontal stretch or a downward gradient also becomes an accident spot. It is observed that vehicels usually travel along the road in bunch. This bunch consist of some heavy vehicles and some faster lighter vehicle. As soon as this bunch starts climbing up on rising gradient the heavy trucks slow down considerably and the impatient lighter and faster vehicles immediately swing out of overtaking them. This overtaking action usually takes place near the summit where sight distance is any way deficient. At the same time the vehicles coming from the opposite direction are just past the summit on downward gradient and are therefore, travelling fairly fast. The carriageway being only 2 lane wide a dangerous situation is created.
Another dangerous spot is a small level stretch between two long downward gradients. Vehicles travelling down the slope from both directions meet in the small level stretch where the road is only 2 lane wide and a dangerous situation arises,.
The tress and shrubs by the side of the road are also traffic hazards. On the inside of the curves they reduce sight distance. In straight stretches where vehicles are travelling fast, the tree branches projecting close to the carriage way at height less than 6 metres also cause the heavy trucks piled with big loads or big buses to move away from the branches and towards the center of the road. When vehicle travelling in both direction adopt the same tactic, a dangerous situation leading to possible head collision can arise. Many accidents also seem to occur due to vehicles crashing against large trees growing close to the carriageway. In such cases fatalities are high.
In some instance with an eye to economy the depth of cutting are reduced. This sometimes leads to long downward gradients ending in a fairly high bank or on a two-lane bridge. Vehicles travelling at great speed down such slopes or running out of the driver because of mechanical failure find the high bank or 7.5 m wide bridge a difficulty proposition to handle.
When a village and its facilities like source of water supply or school or place or employment like an industrial estate are located on the opposite side of the road, the situation is extremely accident prone. The villagers crossing the road to reach the facilities are exposed to being hit by vehicles travelling at great speed on the road.
It was seen that advance direction signs, indication the destination to which a branch road taking off from the main road was leading were absent at much location. The persons heading for such destination tend to brakes suddenly on realising that they are already at their branch road. The following vehicles many a times hit the vehicle in such a situation.
At many locations and in several stretches of the road committee noticed that the shoulder of roads were in a bad shape. At some places they were very much low as compared to the pavement. Where the cart track took off from the main road, the shoulder was found to have been very much deteriorated in the fanning portion of such cart track. In many instances such a portion was found to be almost half a meter or more lower that the shoulder immediately adjoining. This is a very dangerous situation particularly for 2 wheelers or small vehicles or heavily loaded vehicles which are forced on to the shoulder at night at such places,. At several places it was also found that on curves, though the road was in super elevation the outer shoulder had the usual camber sloping away from the edge of the carriageway. This also is considered to be a dangerous situation where a vehicle travelling slightly faster than the permissible limits on such curves is likely to overturn when its outer wheels cross the edge of the black topped pavement.
The committee also found that in the case of almost the full stretch of national highway and in the case of many state Highways, the traffic intensity on these roads is already far in excess of their capacity. This creates a great difficulty in overtaking. It also creates a dangerous situation when two large heavy vehicles crossed each other at high spedd without a divider in between. When shoulders are also in a bad shape in such stretches the danger is compounded. Two wheelers in particular are in very great danger.
Many accidents appear to have occurred because of lack of reflectors or tail lamps to many bullock carts or truck at night. When the drivers was blinded by lights of the on coming vehicle. He was unable to see such vehicles ahead of him and stood in danger of crashing against them.
The driver of broken trucks place large stone behind and by the side of their truck to protect themselves from other traffic. In most cases they forget to remove such stones when leaving the spot after repairing their vehicles. Such stone prove fatal for other vehicles, particularly two wheelers at night.
In many villages there is no separate space available for halting of state Transport buses,. The buses, therefore, stop right on the carriageway. Since the exist of these buses are at the rear end the passenger alight there and when they have to cross the road to reach their destination in the village they cross the road from behind the S.T. bus. While doing so they are hidden from the view of any vehicle coming in the opposite directions so that when they emerge from behind the bus they step right in front of such a vehicle. At several accident spots this was the reason for the accident.
Trucks parked near dhabas and petrol pumps and octroi naka close to the carriageway leave a very narrow lane either between them for the passing traffic. This is a source of accidents. Either people crossing the road are hit or sometimes there is head on collision also. It would be better if adequate parking space os acquired by the owners of these dhabas or petrol pump so that there is enough parking space inside their compound for the trucks. The roads would remain clear. For Octori Naka also municipal Corporation / Council may also be prevailed upon to create sufficient parking space off the road for the trucks. It would be helpful if they are also prevailed upon to streamline the operation of octroi collection so that the number of vehicles required to be parked is reduced.
In Maharashtra there were 100144 motor vehicle in 1961. Thirty six years later in 1997 the figure rose to 4515746 a 45 fold increase! During the same period the road length has risen by mere 5 times. In fact there are several roads where the vehicular traffic 4 to 5 times their capacity.
Statistics for the last few years show that there is a large increase in the number of accidents from year to year. In the state 77565 accidents were recorded 1996. These accidents are only those registered with the Police. Besides these there are several accidents which are not registered with the police. Because only one vehicle is involved or because the injuries or damages are not very serious. It can therefore be surmised that the actual number of accidents may be much more. In these accidents, large scale loss of life occurs every year. Several persons aere maimed for life. The productivity of several others reduces due to temporary incapacity. On an average 212 road accident occur in Maharashtra everyday and 24 person die therein while 145 are injured. Broadly 30 percent of persons dying in road accidents are below the age of 30 years. This means that the proportion of those dying in the prime of their life is quite large. It is clear that unless urgent remedial measures are taken, the occurrence of these accidents and resultant casualties will go on rising.
Why Do Accidents Occur?
Broadly road accidents occur due to the following 4 reasons.
1) Defects in vehicle e.g. breakage of tie rod of a running vehicle tyre bursting, wheel coming loose or failure of brakes. Due to such occurrence the driver loses control on the vehicle and an accident results.
2) Error of driver e.g. overtaking at a wrong place, turning abruptly or stopping without prior signalling, which can cause collision with the vehicle following; driving fast through villages exceeding the speed limit; falling asleep at the wheel, overturning due to going round a curve at excessive speed, driving while intoxicated etc.,
3) Environment around the road e.g. error of drivers of other vehicles like bullockcarts, cycles, rickshaw, jay walking, pedestrians, school children being run over, cattle or dogs etc. running onto roads.
4) Defects in roads: A study of accidents registered with the police shows that the number of accidents due to this reason is around 10% of total accidents. Even allowing for some errors in analysis of reasons for accidents, the figure will not exceed 20%.
Appointment of Accident Prevention Committee
On this background the Government of Maharashtra decided to appoint a Committee with a view to reducing at least the accidents occurring due to shortcoming in the roads by suggesting remedial measures. Thus the road in the state would be rendered safer to some extent and it is expected that there will be reduction in the number of road accidents and good many lives would be saved.
After inspecting a number of accident spots the Committee has found that certain types of sites are definite accident locations. If the general travelling public know them they can negotiate such location with caution and avoid accidents. A few such accident locations are described in this chapter.
Where the road rises to a summit and then slopes down and where the driver cannot see the road ahead for much distance, is a dangerous spot. More so, when the road curves immediately after the summit. In such cases, drivers do not know which way the road is turning after the summit and are therefore involved in accidents.
The summit at the end of a longish rising gradient which in turn follows either a good horizontal stretch or a downward gradient also becomes an accident spot. It is observed that vehicels usually travel along the road in bunch. This bunch consist of some heavy vehicles and some faster lighter vehicle. As soon as this bunch starts climbing up on rising gradient the heavy trucks slow down considerably and the impatient lighter and faster vehicles immediately swing out of overtaking them. This overtaking action usually takes place near the summit where sight distance is any way deficient. At the same time the vehicles coming from the opposite direction are just past the summit on downward gradient and are therefore, travelling fairly fast. The carriageway being only 2 lane wide a dangerous situation is created.
Another dangerous spot is a small level stretch between two long downward gradients. Vehicles travelling down the slope from both directions meet in the small level stretch where the road is only 2 lane wide and a dangerous situation arises,.
The tress and shrubs by the side of the road are also traffic hazards. On the inside of the curves they reduce sight distance. In straight stretches where vehicles are travelling fast, the tree branches projecting close to the carriage way at height less than 6 metres also cause the heavy trucks piled with big loads or big buses to move away from the branches and towards the center of the road. When vehicle travelling in both direction adopt the same tactic, a dangerous situation leading to possible head collision can arise. Many accidents also seem to occur due to vehicles crashing against large trees growing close to the carriageway. In such cases fatalities are high.
In some instance with an eye to economy the depth of cutting are reduced. This sometimes leads to long downward gradients ending in a fairly high bank or on a two-lane bridge. Vehicles travelling at great speed down such slopes or running out of the driver because of mechanical failure find the high bank or 7.5 m wide bridge a difficulty proposition to handle.
When a village and its facilities like source of water supply or school or place or employment like an industrial estate are located on the opposite side of the road, the situation is extremely accident prone. The villagers crossing the road to reach the facilities are exposed to being hit by vehicles travelling at great speed on the road.
It was seen that advance direction signs, indication the destination to which a branch road taking off from the main road was leading were absent at much location. The persons heading for such destination tend to brakes suddenly on realising that they are already at their branch road. The following vehicles many a times hit the vehicle in such a situation.
At many locations and in several stretches of the road committee noticed that the shoulder of roads were in a bad shape. At some places they were very much low as compared to the pavement. Where the cart track took off from the main road, the shoulder was found to have been very much deteriorated in the fanning portion of such cart track. In many instances such a portion was found to be almost half a meter or more lower that the shoulder immediately adjoining. This is a very dangerous situation particularly for 2 wheelers or small vehicles or heavily loaded vehicles which are forced on to the shoulder at night at such places,. At several places it was also found that on curves, though the road was in super elevation the outer shoulder had the usual camber sloping away from the edge of the carriageway. This also is considered to be a dangerous situation where a vehicle travelling slightly faster than the permissible limits on such curves is likely to overturn when its outer wheels cross the edge of the black topped pavement.
The committee also found that in the case of almost the full stretch of national highway and in the case of many state Highways, the traffic intensity on these roads is already far in excess of their capacity. This creates a great difficulty in overtaking. It also creates a dangerous situation when two large heavy vehicles crossed each other at high spedd without a divider in between. When shoulders are also in a bad shape in such stretches the danger is compounded. Two wheelers in particular are in very great danger.
Many accidents appear to have occurred because of lack of reflectors or tail lamps to many bullock carts or truck at night. When the drivers was blinded by lights of the on coming vehicle. He was unable to see such vehicles ahead of him and stood in danger of crashing against them.
The driver of broken trucks place large stone behind and by the side of their truck to protect themselves from other traffic. In most cases they forget to remove such stones when leaving the spot after repairing their vehicles. Such stone prove fatal for other vehicles, particularly two wheelers at night.
In many villages there is no separate space available for halting of state Transport buses,. The buses, therefore, stop right on the carriageway. Since the exist of these buses are at the rear end the passenger alight there and when they have to cross the road to reach their destination in the village they cross the road from behind the S.T. bus. While doing so they are hidden from the view of any vehicle coming in the opposite directions so that when they emerge from behind the bus they step right in front of such a vehicle. At several accident spots this was the reason for the accident.
Trucks parked near dhabas and petrol pumps and octroi naka close to the carriageway leave a very narrow lane either between them for the passing traffic. This is a source of accidents. Either people crossing the road are hit or sometimes there is head on collision also. It would be better if adequate parking space os acquired by the owners of these dhabas or petrol pump so that there is enough parking space inside their compound for the trucks. The roads would remain clear. For Octori Naka also municipal Corporation / Council may also be prevailed upon to create sufficient parking space off the road for the trucks. It would be helpful if they are also prevailed upon to streamline the operation of octroi collection so that the number of vehicles required to be parked is reduced.
Sunday, December 19, 2010
Car Accident Treatment
Car accident treatment article by Dr Barry L. Marks, DC of Orange-Car-Accident.com Auto Accident Treatment specialist in Orange, CA
Car Accident Injuries (whiplash) must be treated. But not all treatments work. Hard medical evidence suggests that certain types of treatment are far superior at treating this problem.
Untreated and poorly treated cases of whiplash result in life long problems and suffering. It is estimated that 1% of the entire US population suffers from chronic headaches as the result of auto accident injuries otherwise known as whiplash. That means millions of headache sufferers are directly caused by auto accidents.
Improperly treated auto accident injury victims are more prone to long-term health problems such as premature osteoarthritis and degenerative disc disease. One study indicated a 600% chance of early osteoarthritis following car accident injuries if just one key finding was present on x-ray.
Unfortunately, HMO doctors, your family medical physician and even your general chiropractor are likely unaware of all the complexities involved in this type of injury. The result is improper treatment that does not address the important structural and functional damage that has occurred as a result of the car accident induced injury.
Several medical and scientific studies have proven chiropractic to be superior at treating auto accident injuries or whiplash. A study by Woodward, Cook, Gargan and Bannister found 93% of the patients studied under chiropractic care for chronic whiplash injuries had improved.
They further stated "...no conventional (medical) treatment has proven to be effective in these established chronic cases."
The problem is that even a good general chiropractor may not be a true specialist in car accident injury treatment and may overlook vital aspects of proper whiplash management. In order to avoid becoming one of the 25-40% of car accident injury victims whose pain becomes permanent or the 1% who suffers from chronic disabling headaches, then you'll want to be sure your treating doctor is a true car accident injury treatment specialist.
A true car accident injury treatment specialist is one who:
·Conducts a thorough consultation asking about your medical condition and pain, but also details about your accident to reconstruct the accident to know what injuries to look out for
·Performs a through physical examination
·Takes appropriate x-rays including views of the side, front, front with mouth open and bending forward and backward.
·Performs other specialized tests to locate and document injuries that may be hidden to a cursory exam or x-ray.
·Provides a written explanation of your condition and takes the time to make sure you understand what the basis of your problem is, how sever it is and what treatment options are available.
·Provides a treatment program based on your specific needs that has been proven to work
·Performs periodic re-examinations to ensure treatment is working and to point out if any other tests or exams are needed.
·Has a strong team of professionals of all specialties to consult with as appropriate.
Meet noted Orange County Car Accident Treatment Specialist,
Dr. Barry L. Marks, DC
·Specializing in car accident injury treatment since 1986
·Former Associate Clinical Professor at a leading Chiropractic College
·Post-Doctorate specialty training in spinal orthopedics
·Advanced Graduate Whiplash Traumatology & Brain Injury
·Post-Doctorate training in auto accident reconstruction
·Author of many articles on car accident injury treatment
Dr. Marks offers a free online seminar on car accident injury treatment and a free auto accident report at Orange-Car-Accident.com
Orange County, CA Car Accident Doctor
Car Accident? Then you need a specialist you can trust and who knows exactly what to do
Dr Barry Marks, DC
Orange, CA
OrangeCarAccident.com
Car accidents are a unique form of injury. Although you may think a strained neck from a rear-ender is the same as a strained neck from over exercising or sleeping wrong, you are wrong. What you don't know can come back to hurt you.
The forces suffered by your neck in a rear end car accident can be quite severe, even if your car was barely damaged. Car accident research ahs proven beyond dispute that the human neck can be damaged in a collision of only 2.5 mph. The average rear end collision in the US is 10-12 mph. That is more than 4x the human threshold for injury!
And while you may believe that auto accidents simply cause muscles to be strained, think again. The sudden jerk and shearing force of the collision causes damage to all of these structures:
Muscles
Ligaments
Tendons
Discs
Joint surfaces
Nerves
Brain
Are you starting to get the picture that these injuries are little more involved than you may have previously thought? I hope so.
The extent of damage to each of these tissues depends on many factors; age, gender, body type, position in vehicle, type of vehicles involved, angel of impact, previous injuries, prepared versus surprised victim at impact, and many more. Each car accident is totally unique. No two injured victims are alike.
Because injuries are serious and each person's injuries are unique, it takes a specialist to properly diagnose and treat them. A generalist chiropractor or medical physician may be able to provide relieving treatments, but what they may lack is proper skills to document ALL the injuries that are present and adequately care for them to prevent chronic pain that can often accompany untreated and improperly treated cases.
Only specialists steeped in the latest car accident research and trends know exactly how to circumnavigate the complex auto insurance claim world. There are behind the scenes rules the insurance industry has devised to evaluate your car accident claim that most doctors and lawyers are ignorant of.
Car Accident Injuries (whiplash) must be treated. But not all treatments work. Hard medical evidence suggests that certain types of treatment are far superior at treating this problem.
Untreated and poorly treated cases of whiplash result in life long problems and suffering. It is estimated that 1% of the entire US population suffers from chronic headaches as the result of auto accident injuries otherwise known as whiplash. That means millions of headache sufferers are directly caused by auto accidents.
Improperly treated auto accident injury victims are more prone to long-term health problems such as premature osteoarthritis and degenerative disc disease. One study indicated a 600% chance of early osteoarthritis following car accident injuries if just one key finding was present on x-ray.
Unfortunately, HMO doctors, your family medical physician and even your general chiropractor are likely unaware of all the complexities involved in this type of injury. The result is improper treatment that does not address the important structural and functional damage that has occurred as a result of the car accident induced injury.
Several medical and scientific studies have proven chiropractic to be superior at treating auto accident injuries or whiplash. A study by Woodward, Cook, Gargan and Bannister found 93% of the patients studied under chiropractic care for chronic whiplash injuries had improved.
They further stated "...no conventional (medical) treatment has proven to be effective in these established chronic cases."
The problem is that even a good general chiropractor may not be a true specialist in car accident injury treatment and may overlook vital aspects of proper whiplash management. In order to avoid becoming one of the 25-40% of car accident injury victims whose pain becomes permanent or the 1% who suffers from chronic disabling headaches, then you'll want to be sure your treating doctor is a true car accident injury treatment specialist.
A true car accident injury treatment specialist is one who:
·Conducts a thorough consultation asking about your medical condition and pain, but also details about your accident to reconstruct the accident to know what injuries to look out for
·Performs a through physical examination
·Takes appropriate x-rays including views of the side, front, front with mouth open and bending forward and backward.
·Performs other specialized tests to locate and document injuries that may be hidden to a cursory exam or x-ray.
·Provides a written explanation of your condition and takes the time to make sure you understand what the basis of your problem is, how sever it is and what treatment options are available.
·Provides a treatment program based on your specific needs that has been proven to work
·Performs periodic re-examinations to ensure treatment is working and to point out if any other tests or exams are needed.
·Has a strong team of professionals of all specialties to consult with as appropriate.
Meet noted Orange County Car Accident Treatment Specialist,
Dr. Barry L. Marks, DC
·Specializing in car accident injury treatment since 1986
·Former Associate Clinical Professor at a leading Chiropractic College
·Post-Doctorate specialty training in spinal orthopedics
·Advanced Graduate Whiplash Traumatology & Brain Injury
·Post-Doctorate training in auto accident reconstruction
·Author of many articles on car accident injury treatment
Dr. Marks offers a free online seminar on car accident injury treatment and a free auto accident report at Orange-Car-Accident.com
Orange County, CA Car Accident Doctor
Car Accident? Then you need a specialist you can trust and who knows exactly what to do
Dr Barry Marks, DC
Orange, CA
OrangeCarAccident.com
Car accidents are a unique form of injury. Although you may think a strained neck from a rear-ender is the same as a strained neck from over exercising or sleeping wrong, you are wrong. What you don't know can come back to hurt you.
The forces suffered by your neck in a rear end car accident can be quite severe, even if your car was barely damaged. Car accident research ahs proven beyond dispute that the human neck can be damaged in a collision of only 2.5 mph. The average rear end collision in the US is 10-12 mph. That is more than 4x the human threshold for injury!
And while you may believe that auto accidents simply cause muscles to be strained, think again. The sudden jerk and shearing force of the collision causes damage to all of these structures:
Muscles
Ligaments
Tendons
Discs
Joint surfaces
Nerves
Brain
Are you starting to get the picture that these injuries are little more involved than you may have previously thought? I hope so.
The extent of damage to each of these tissues depends on many factors; age, gender, body type, position in vehicle, type of vehicles involved, angel of impact, previous injuries, prepared versus surprised victim at impact, and many more. Each car accident is totally unique. No two injured victims are alike.
Because injuries are serious and each person's injuries are unique, it takes a specialist to properly diagnose and treat them. A generalist chiropractor or medical physician may be able to provide relieving treatments, but what they may lack is proper skills to document ALL the injuries that are present and adequately care for them to prevent chronic pain that can often accompany untreated and improperly treated cases.
Only specialists steeped in the latest car accident research and trends know exactly how to circumnavigate the complex auto insurance claim world. There are behind the scenes rules the insurance industry has devised to evaluate your car accident claim that most doctors and lawyers are ignorant of.
Accidents
Nearly 37 million Americans visit hospital emergency rooms each year for treatment of injuries attributed to accidents. Of these, 147,000 persons die fromtheir injuries, making accidents the fifth leading cause of death in the United States. For persons under the age of 65, automobile accidents (accountingfor nearly 29% of all injury deaths) are the number one cause of accidentaldeaths in the United States. In second place are falls, which occur mainly inthe home; this type of accident is the leading cause of accidental death forpersons over 75.
By taking adequate precautions, many deaths due to accidents could be avoided. Many deaths occurring as the result of automobile accidents, for example, could be avoided if adults and children would use safety restraints, e.g., seat belts and restraint seats; it is estimated that one half of all adult fatalities and 90% of the deaths of children under five could have been preventedby the use of suitable restraints.
Drinking alcohol raises the risk of accidental injury and death. A relativelysmall amount of alcohol can impair a person's judgment, concentration, and reaction time. In 1996, 17,000 people died and more than 321,000 (for an average of one injury every two minutes) were injured in automobile accidents where police determined that alcohol was a factor. The injured included, besidesthe drivers, pedestrians, motorcyclists, and bicyclists who had been drinking.
Each year about one third of all adults over the age of 65 sustain falls. Falls are the leading cause of nonfatal injury to elderly persons. Deaths from falls, or from complications arising as the result of a fall, are responsiblefor more than half of all accidental deaths of older persons. In addition, upto 25% of those who fall end up restricting their activities to prevent another fall. Although many falls can be attributed to an older person's unsteadygait, mobility problems, diminished vision, or use of multiple medications,there may also be contributing factors in the environment such as poor lighting, loose rugs, slippery surfaces, and objects on the floor that can be addressed before an accident occurs.
First degree burns (which involve damage to the epidermis, or outer layer ofskin) frequently result from minor household accidents such as touching a hotobject, a corrosive chemical (acids or alkalis), or uninsulated electrical wiring. Burns of this type can easily be prevented by exercising care when cooking or ironing, handling chemicals, or dealing with electricity.
In the case of accidents that leave the outer skin barrier scraped, cut, or punctured, it is essential that the injury be dealt with immediately to prevent infection.
Some authorities on childhood injuries prefer not to use the term accidents because most of these injuries are preventable and occur in predictable patterns. Children are particularly susceptible to preventable accidents, such as poisonings. A disproportionate number of childhood accidents are associated with stressful life events, such as the arrival of a new baby, divorce, death of a family member, or marriage of a parent. Parents can take appropriate measures to prevent their children from suffering accidental injury by noting that these accidents all too often involve chemicals stored in kitchen and dining areas; overheated bath water; electrical appliances; stairways; walkers; swimming pools; portable heaters; burning cigarettes; disposable lighters; toothpicks; firearms; microwave ovens; automatic garage doors; hazards associatedwith playpens, high chairs, or cribs; swings, slides, and other outdoor playequipment; windows; plastic bags; toy balloons and other toys; and discardedfreezers and refrigerators.
The increasing emphasis on exercise and sports accounts for many injuries. Anestimated 50 million Americans suffer at some point in their lives from kneepain or injuries, and at least one in four sports injuries involves the knee. Types of knee injuries include sprains (i.e., torn ligaments such as frequently occur in skiing, hockey, or soccer accidents), runner's knee (i.e., a degeneration of cartilage that affects nearly 30% of all runners but also showsup among skiers, cyclists, soccer players, and people who participate in high impact aerobics), and tendinitis (i.e., an inflammation of the tendons prevalent among dancers, hikers, and cyclists).
Muscle strains and sprains are typical of the types of accidents that resultfrom a single, abrupt incident; they are particularly common among weekend athletes don't know or have ignored the physical limitations of their muscles and joints.
By taking adequate precautions, many deaths due to accidents could be avoided. Many deaths occurring as the result of automobile accidents, for example, could be avoided if adults and children would use safety restraints, e.g., seat belts and restraint seats; it is estimated that one half of all adult fatalities and 90% of the deaths of children under five could have been preventedby the use of suitable restraints.
Drinking alcohol raises the risk of accidental injury and death. A relativelysmall amount of alcohol can impair a person's judgment, concentration, and reaction time. In 1996, 17,000 people died and more than 321,000 (for an average of one injury every two minutes) were injured in automobile accidents where police determined that alcohol was a factor. The injured included, besidesthe drivers, pedestrians, motorcyclists, and bicyclists who had been drinking.
Each year about one third of all adults over the age of 65 sustain falls. Falls are the leading cause of nonfatal injury to elderly persons. Deaths from falls, or from complications arising as the result of a fall, are responsiblefor more than half of all accidental deaths of older persons. In addition, upto 25% of those who fall end up restricting their activities to prevent another fall. Although many falls can be attributed to an older person's unsteadygait, mobility problems, diminished vision, or use of multiple medications,there may also be contributing factors in the environment such as poor lighting, loose rugs, slippery surfaces, and objects on the floor that can be addressed before an accident occurs.
First degree burns (which involve damage to the epidermis, or outer layer ofskin) frequently result from minor household accidents such as touching a hotobject, a corrosive chemical (acids or alkalis), or uninsulated electrical wiring. Burns of this type can easily be prevented by exercising care when cooking or ironing, handling chemicals, or dealing with electricity.
In the case of accidents that leave the outer skin barrier scraped, cut, or punctured, it is essential that the injury be dealt with immediately to prevent infection.
Some authorities on childhood injuries prefer not to use the term accidents because most of these injuries are preventable and occur in predictable patterns. Children are particularly susceptible to preventable accidents, such as poisonings. A disproportionate number of childhood accidents are associated with stressful life events, such as the arrival of a new baby, divorce, death of a family member, or marriage of a parent. Parents can take appropriate measures to prevent their children from suffering accidental injury by noting that these accidents all too often involve chemicals stored in kitchen and dining areas; overheated bath water; electrical appliances; stairways; walkers; swimming pools; portable heaters; burning cigarettes; disposable lighters; toothpicks; firearms; microwave ovens; automatic garage doors; hazards associatedwith playpens, high chairs, or cribs; swings, slides, and other outdoor playequipment; windows; plastic bags; toy balloons and other toys; and discardedfreezers and refrigerators.
The increasing emphasis on exercise and sports accounts for many injuries. Anestimated 50 million Americans suffer at some point in their lives from kneepain or injuries, and at least one in four sports injuries involves the knee. Types of knee injuries include sprains (i.e., torn ligaments such as frequently occur in skiing, hockey, or soccer accidents), runner's knee (i.e., a degeneration of cartilage that affects nearly 30% of all runners but also showsup among skiers, cyclists, soccer players, and people who participate in high impact aerobics), and tendinitis (i.e., an inflammation of the tendons prevalent among dancers, hikers, and cyclists).
Muscle strains and sprains are typical of the types of accidents that resultfrom a single, abrupt incident; they are particularly common among weekend athletes don't know or have ignored the physical limitations of their muscles and joints.
Recent Accident
Date: November 25, 2010 Time: 12:07
Location: Strezhevoy, Russia
Operator: NARZ
AC Type: Mil Mi-8T
Reg: RA-22376 cn: 7257
Aboard: 10 Fatalities: 7 Ground: 0
Route: ?
Details: The helicopter, which was delivering workers to a drilling site, crashed and burned while attempting to land, after the tail rotor became entangled in wires.
Location: Strezhevoy, Russia
Operator: NARZ
AC Type: Mil Mi-8T
Reg: RA-22376 cn: 7257
Aboard: 10 Fatalities: 7 Ground: 0
Route: ?
Details: The helicopter, which was delivering workers to a drilling site, crashed and burned while attempting to land, after the tail rotor became entangled in wires.
Thursday, December 9, 2010
Police report high number of road crashes in Crewe and across Cheshire because of icy roads
POOR weather conditions wreaked havoc across roads in Cheshire today (Thursday) with police responding to more than 150 accident calls.
Between 6am and 2pm Cheshire Police say there were more 76 collisions on the county’s roads and motorways because of ice - 17 of them in Crewe.
Despite the high number of crashes - some pile-ups have involved as many as 10 cars - none of the injuries reported have been life-threatening.
A Cheshire Police spokesman said the majority of calls reported cars skidding off the road, or colliding with other vehicles due to the poor road conditions.
He added as the evening rush hour is approaching police are advising people to only make journeys that are absolutely necessary, ensure the car is fully defrosted with full visibility and to maintain a safe and constant speed and avoid sudden breaking that can cause the car to skid.
Two people are dead after two separate crashes on South Island roads.
One person died and three were taken to Timaru Hospital following a crash involving a bus and a four wheel drive on State Highway 1 near Orari, South Canterbury, around noon.
Police confirmed the sole occupant of the four wheel drive is dead.
There were 19 people on the bus, three of which, two females and one male, have been taken to Timaru Hospital with moderate injuries.
Emergency services were at the scene and traffic diversions were in place.
Meanwhile, emergency services were at the scene of a fatal car accident at Clarks Junction, 30km south-west of Middlemarch in Central Otago just after 1pm.
One person is believed to have died in the crash, which may have involved a single vehicle, acting Senior Sergeant Chris McLellan said.
Takoradi, Dec. 6, GNA - The Western Region recorded 136 deaths and 839 injuries from road accidents between January and September, Alhaji Sumani Mbo, Regional Manager of National Road Safety Commission, has said.
He said the same period also recorded 638 cases of road crashes, involving 833 vehicles.
Alhaji Mbo told the GNA in an interview that speeding was the key factor that contributed to the rise in the number of deaths as compared to last year in which the region recorded 133 deaths and 694 injuries.
"Speeding is a major cause of road traffic crash, accounting for over 60 per cent of reported cases", he said.
GNA
Between 6am and 2pm Cheshire Police say there were more 76 collisions on the county’s roads and motorways because of ice - 17 of them in Crewe.
Despite the high number of crashes - some pile-ups have involved as many as 10 cars - none of the injuries reported have been life-threatening.
A Cheshire Police spokesman said the majority of calls reported cars skidding off the road, or colliding with other vehicles due to the poor road conditions.
He added as the evening rush hour is approaching police are advising people to only make journeys that are absolutely necessary, ensure the car is fully defrosted with full visibility and to maintain a safe and constant speed and avoid sudden breaking that can cause the car to skid.
Two people are dead after two separate crashes on South Island roads.
One person died and three were taken to Timaru Hospital following a crash involving a bus and a four wheel drive on State Highway 1 near Orari, South Canterbury, around noon.
Police confirmed the sole occupant of the four wheel drive is dead.
There were 19 people on the bus, three of which, two females and one male, have been taken to Timaru Hospital with moderate injuries.
Emergency services were at the scene and traffic diversions were in place.
Meanwhile, emergency services were at the scene of a fatal car accident at Clarks Junction, 30km south-west of Middlemarch in Central Otago just after 1pm.
One person is believed to have died in the crash, which may have involved a single vehicle, acting Senior Sergeant Chris McLellan said.
Takoradi, Dec. 6, GNA - The Western Region recorded 136 deaths and 839 injuries from road accidents between January and September, Alhaji Sumani Mbo, Regional Manager of National Road Safety Commission, has said.
He said the same period also recorded 638 cases of road crashes, involving 833 vehicles.
Alhaji Mbo told the GNA in an interview that speeding was the key factor that contributed to the rise in the number of deaths as compared to last year in which the region recorded 133 deaths and 694 injuries.
"Speeding is a major cause of road traffic crash, accounting for over 60 per cent of reported cases", he said.
GNA
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