Travel
2024 was a deadly year for air travel, but flying is still the safest form of transport
With the recent spate of air accidents, travellers may feel less confident. But is flying really becoming unsafe?
2024 has fanned the flames of worries over flying, particularly in recent weeks, when more than 200 people lost their lives in two separate incidents just days apart.
Thirty-eight people died when an Azerbaijan Airlines plane crashed in Kazakhstan; four days later, 179 perished when a Jeju Air flight crash landed in South Korea.
While recent events are still ringing in the minds of many, 2024 was a year of disasters in aviation. In early January, a fiery crash in Tokyo shocked the world, leaving five members of the Japan Coast Guard dead, although passengers on the Japan Airlines plane escaped safely.
Days later, part of a plane fell off when it was departing from Portland, Oregon, leaving a gaping hole in the side of the fuselage. Again, all 177 passengers survived the emergency landing, but the fallout from the event has seen major manufacturer Boeing in the spotlight all year.
During the summer the tragic loss of a Voepass flight in Brazil claimed the lives of 62 passengers and crew.
On top of this, multiple reports of aircraft hitting severe turbulence and injuring people, including one fatality on a Singapore Airlines flight, have given travellers cause to worry about their safety.
According to the Aviation Safety Network, a total of 318 people died in aircraft accidents last year, making 2024 the deadliest year in aviation since 2018.
But is flying really becoming less safe, and should we be worried if we’ve got an upcoming trip booked?
Flying is getting safer all the time
Dr Hassan Shahidi, president and CEO of Flight Safety Foundation, a non-profit involved in all aspects of aviation safety, put things in perspective for Euronews Travel.
“In all of 2023, there were zero commercial jet fatalities,” he says. “By the time 2024 was over, the aviation industry had transported 5 billion passengers worldwide. And until just the past few days, 2024 was poised to repeat that safety record.”
According to research from the Massachusetts Institute of Technology (MIT), flying is safer today than ever.
In the 2018-2022 period, the risk of dying through air travel was calculated to be 1 per every 13.7 million passenger boardings. That’s down from 1 per 7.9 million boardings in 2008-2017 and a major decrease from the 1 per every 350,000 boardings in 1968 to 1977.
Research from Embry-Riddle Aeronautical Academy has shown that up to 80 per cent of aviation accidents can be attributed to human error. A mistake on the pilots’ part is thought to account for 53 per cent of accidents, while mechanical failure was considered to be at fault in just 21 per cent of cases.
Airbus studied which part of the flight was most dangerous, and found that takeoff and landing were when accidents were most likely to occur. Both of the two December 2024 crashes happened when landing, although other factors were in play.
In the Jeju Air crash, for example, there were reports of an engine being damaged after hitting a bird, and the aircraft, for an as yet unknown reason, did not have its landing gear deployed when it touched down. The investigation will be long and complex, and it’s likely to be some time before we understand exactly what happened.
“This accident involved a multitude of factors, from bird strikes to landing without landing gear and flaps,” Shahidi adds. “All of this will be thoroughly investigated, contributing factors will be determined and steps will be taken to ensure this doesn’t happen again.”
Jeju Air has been inspecting its fleet of 737 ‘next generation’ (NG) aircraft, but out of an abundance of caution. Nothing so far suggests that there is a more widespread problem with the aircraft type.
Airlines are advised to avoid warzones
The Azerbaijan Airlines crash was something a little different. Although investigations are ongoing, initial assessments suggest the aircraft may have been hit by Russian air defences, causing it to depressurise and lose control.
That assessment will bring to mind a similar situation from a decade ago. In July 2014, a Malaysia Airlines plane was shot down by Russian-backed forces using a surface-to-air missile while it was flying over eastern Ukraine. All 283 passengers and 16 crew members died.
The investigation recommended states involved in armed conflicts close their airspace, and that operators should thoroughly assess risk when routes pass over areas of conflict.
The European Aviation Safety Agency (EASA) publishes Conflict Zone Information Bulletins to caution air operators about potential safety threats.
However, as Janet Northcote, spokesperson for EASA, explains to Euronews Travel, “EASA does not close airspace or have the right to mandate the avoidance of airspace. But the information provided here flows into the individual airline’s own safety assessments and creates awareness of any aviation safety threat.”
So why was Azerbaijan Airlines flying over a conflict zone? Although many Western airlines have ceased operations to and over Russian airspace, numerous Middle Eastern and Asian airlines continue to operate in that area.
Carriers from Turkey, China, the UAE and other nations are not avoiding the airspace, despite the risk.
“Air travel in known conflict zones has significant risk,” Shaihid says. “Airlines must carry out risk assessment for their routes to ensure that the risks are mitigated and take an alternate route.”
Nonetheless, no European airline currently flies to Russia or through its airspace, having heeded the advice of EASA and other agencies.
Every air accident makes air travel safer
The small silver lining in the terrible year aviation has experienced is that every accident serves to make air travel safer in the future.
As Simon Calder, travel correspondent for the UK’s Independent newspaper wrote in a recent column, “All the dramatic aviation events of 2024 – fatal and otherwise – will be analysed minutely to understand what can be learnt to enhance future safety.”
In the case of both the Jeju Air and Azerbaijan Airlines crashes, the infamous ‘black boxes’ have been recovered and sent for interrogation.
These two boxes, which are actually bright orange in colour, are the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) and should shed some light on what happened prior to the crash.
Accident investigators are on the ground in Kazakhstan and South Korea gathering more evidence, a process that could take some time. Following this, collected data will be analysed in a lab to determine the cause of the crash.
A preliminary report will likely be made public in the coming weeks, although the final report will take longer.
From these reports, various recommendations will be made to avoid a similar situation in the future.
“One of the strengths of aviation safety processes is that whenever any tragedy does occur, we analyse what happened and take appropriate action to ensure, to the extent possible, that the same type of accident will not occur again,” explains Northcote.
Consider any major aviation accident, and it’s possible to see the longer-term positive effect it has had on air safety.
A collision over the Grand Canyon in June 1956, for example, between a TWA Super Constellation and a United Airlines DC-7 led to upgraded forms of air traffic control.
After TWA Flight 800 exploded in mid-air in 1996, modifications were made to ensure fuel could not be combusted by an errant spark.
Without the tragedy of 9/11, the Transportation Security Administration (TSA) would never have been created. And thanks to the (still) missing Malaysia Airlines MH370, all aircraft are now tracked in real-time.
“This constant cycle of improvement is fundamental to keeping the aviation safety record strong,” says Northcote.
“We work with other regulators, for example the Federal Aviation Administration (FAA) in the United States and with the International Civil Aviation Organisation (ICAO), to ensure that aviation safety standards are high globally, not only in Europe.”
While manufacturers, airlines and regulators work hard to maintain safety in the skies, Northcote highlights that safe travel is a team effort.
“Aviation has in general an excellent safety record, but this is no cause for complacency,” she says. “This strong safety record can only be maintained by many individual people fulfilling their role every day to ensure that operations are safe.”
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Read our full guide to the UK’s new Electronic Travel Authorisation (ETA): who needs it, how long it’s valid and how to apply.
The UK’s Electronic Travel Authorisation (ETA) system has officially expanded to European travellers.
Starting 2 April 2025, all European visitors will need ETA approval – or, for some non-EU nationals, a visa – to enter the UK.
The system became mandatory for travellers from the US, Canada and Australia on 8 January 2025, following its rollout last November for nationals of Bahrain, Jordan, Kuwait, Oman, Qatar, Saudi Arabia and the UAE.
Applications for European travellers open today.
Read on for details on cost, validity and how to get it.
What is the ETA?
The ETA replaces the single-use Electronic Visa Waiver (EVW) scheme, offering a lower cost option with multi-entry validity.
The UK government notes that it is not a visa and does not permit entry into the UK. Rather, it authorises a person to travel to the UK.
The ETA is now required for all eligible nationalities. You can find the full list of countries here.
How do I apply for an ETA to enter the UK?
Most visitors will be able to apply using a mobile app and can expect a decision emailed within three days.
Everyone travelling needs to apply, including babies and children, but you can apply for other people.
The UK government says its app is the quickest and easiest way to apply for an ETA. You can download the ETA app from the UK government website.
If you cannot download the app, you can also apply online here.
To complete the application, make sure you have on hand the passport you’ll be travelling on, an email address and a credit card, debit card, Apple Pay or Google Pay. You will have to answer a set of suitability questions. You don’t need to enter your travel details.
You can delete the app when you’ve finished applying. Your ETA will be linked to your passport digitally, and you will not need to show anything else when you enter the UK.
When to apply for your ETA
The government says: “You must apply for an ETA before you travel to the UK. You can travel to the UK while waiting for a decision.”
Considering most applicants will get a decision within three days, it can be assumed you should apply at least three ahead of travelling to the UK, though you can do it much further in advance.
How much does the UK ETA cost?
Like the Electronic System for Travel Authorisation (ESTA) in the US, a fee is attached to the application process. The ETA costs £10, approximately €12 at the time of writing.
According to the British Home Office website, however, the UK “[intends] to increase the cost of an ETA to £16 (€129) in the future.”
How long is the ETA valid?
An ETA lasts for two years. You do not need to apply again during this time.
You can travel to the UK as many times as you want during the period of validity, but you cannot stay for longer than six months on one trip. Check the UK government website for more details on what you can and cannot do on an ETA.
Note that you will need to apply for a new ETA if you get a new passport, as your ETA is linked to it.
Will I need a visa to enter the UK?
As mentioned above, the ETA isn’t a visa, but it does grant permission to enter the country.
All visitors who don’t require a visa currently will need to get an ETA before they travel. This includes those who do not currently need to submit any form of application to visit the UK. US, Canadian, Australian and European citizens need an ETA even for short stays or transiting through the UK, for example.
Travellers from countries that don’t have visa-free entry agreements with the UK will still have to apply for the correct visa and an ETA.
If you don’t apply before your trip, the government says you could be fined, though no further details have been given about this.
You still need to apply if you are transiting through the UK – even if you aren’t going through border control.
The ETA allows you to come to the UK for six months for tourism, visits to family and friends, business or short term study.
You can also get an ETA instead of a visa if you are coming to the UK for up to three months on the Creative Worker visa concession or coming to the UK for a permitted paid engagement. Outside of these conditions, you can’t use an ETA to do paid or unpaid work for a UK company or as a self-employed person.
Who does not need an ETA?
British and Irish citizens, people who already have a visa or permission to live, work or study in the UK, those travelling with a British overseas territories citizen passport and people who live in Ireland and are travelling from Ireland, Guernsey, Jersey or the Isle of Man don’t need to apply for an ETA.
Why is the UK introducing the ETA scheme?
The ETA is part of the UK’s plan to digitise its borders at UK airports by the end of 2025.
The scheme is intended to reduce queues at the border, “helping to speed up legitimate journeys to the UK”.
Facial recognition technology could be used to make these “contactless corridors” possible, British newspaper The Times reports. It would require international travellers to submit biographic and biometric details, like photos of their faces through the new Electronic Travel Authorisation (ETA) scheme before they fly.
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The deal paves the way for a gradual start of the digital border system.
European Union countries agreed on Wednesday to finally bring into force the Entry/Exit System (EES), the bloc’s automated registry for short-stay travellers that has been repeatedly delayed over technical problems and lack of preparedness.
The agreement, reached by interior ministers in Brussels, paves the way for a likely start of operations in autumn, although no fixed date has been set.
Member states will now have two options: to launch the new system all at once or to launch it in several phases across a six-month transition period. At the end of the transition period, all registrations at border crossing should be done under the EES.
The phased-in approach was not foreseen in the original legislation. However, after an inclusive meeting in November, it was put forward as a viable alternative to break the protracted deadlock and implement the long-awaited system.
Poland, the country currently holding the EU Council’s rotating presidency, will lead the negotiations with the European Parliament for a final agreement on the amended law, which is expected to happen smoothly.
“October is our horizon,” Tomasz Siemoniak, Poland’s minister for internal affairs and administration, said on Wednesday morning.
The system “will provide member states’ services with entirely new tools to control who enters and exits the Schengen Area, for the police and border guards. This is an absolutely essential matter.”
What is the Entry/Exit System?
The EES is a comprehensive reform that dates back to 2016 and has been repeatedly delayed. Its main purpose is to modernise checks at the EU’s external borders and replace the traditional physical stamping of passports.
It will apply to non-EU citizens who come to the bloc for visits, holidays or business trips and stay for a total duration of up to 90 days within a 180-day period.
Once the system goes live, visitors will have to provide their passports on arrival, alongside having a photo of their face taken and their fingerprints scanned electronically.
All entries and exits from the passport-free Schengen Area will be recorded.
The collection of biometric data and the sharing of information in real time are meant to help authorities crack down on those who overstay their short-term visas and commit identity fraud.
All member states, except Cyprus and Ireland, and four Schengen-associate countries – Iceland, Liechtenstein, Norway and Switzerland – will take part in the scheme.
Passports in Cyprus and Ireland will continue to be stamped manually.
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Other initiatives aimed at reducing pollution and noise in Paris have led to new cycling lanes and car-free zones.
Rush hour in the French capital is undergoing a revolution.
Starting this week, Paris is introducing a new car-sharing lane during peak hours on its notoriously choked Périphérique ring road, a measure that city officials hope will alleviate congestion and reduce pollution.
From 7am to 10:30am and 4pm to 8pm, the leftmost lane – typically the fastest-moving – will be reserved for vehicles carrying at least two passengers. The shared lane will also be available to public transport, taxis, emergency services, and individuals with disabilities.
The policy, first tested during the 2024 Olympic Games, is now being rolled out permanently by the Socialist-led city hall. Drivers have until May to adjust before AI-powered enforcement kicks in. After that, violators will face €135 fines.
The fight to reclaim Paris from cars
With around 1.5 million daily journeys, the Périphérique is one of Europe’s busiest roads – and the most polluted area in the capital, according to city hall.
“The Périphérique is… a real health scandal,” Dan Lert, deputy mayor for ecological transition, told Le Monde. “The half a million people who live along it are exposed to pollution levels that are still too high, with 30 per cent of children suffering from asthma.”
To reduce traffic jams and address air quality concerns, officials slashed the speed limit from 70 kilometres per hour to 50 kilometres per hour last October.
While seven kilometres of the 35-kilometre ring road are exempt from the new car-sharing initiative, city hall has earmarked €7 million to extend the measure further.
But not everyone is on board with green-leaning mayor Anne Hidalgo’s plans. Valérie Pécresse, head of the Île-de-France region, has warned that the policy could worsen congestion and has called for an “exhaustive” assessment within three months.
Paris’s battle against pollution and gridlock
The battle has not been confined to the Périphérique. In recent years, the city of lights has sought to reshape how Parisians move through their city.
In 2013 and 2016, respectively, the city hall banned traffic from the left and right banks of the Seine. Last year, Paris introduced limited traffic zones (ZTL) in the first four arrondissements, hoping to reduce noise and air pollution in the city centre.
Under Hidalgo, Paris has also added 500 kilometres of cycling lanes and cracked down on high-polluting vehicles such as SUVs.
Paris follows a wider European trend toward car-free mobility
Paris is far from the only place in Europe rethinking its relationship with cars. Cities including London, Amsterdam and Vienna have been recognised for their increasinglygreen public transport networks, whileOslo has removed most on-street parking in its city centre in favour of pedestrian-friendly spaces.
Meanwhile,Sweden has surpassed EU targets for renewable energy in transport, with over 33 per cent of its energy mix coming from renewables by 2023 – well ahead of the EU’s 29 per cent target for 2030.
Improved public transport is also influencing commuter habits. When Montpellier made public transport free for residents in late 2023, the southern French city saw ridership increase more than 20 per cent in just five months, and Luxembourg residents have praised their leaders for making all forms of public transport completely free in 2020.
While it remains to be seen how Paris’s latest initiative will impact daily commutes, officials say the goal is clear: fewer cars, cleaner air, and a more livable city.
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