Air Safety: End of the Golden Age? Tables and Figures Table 1: Passenger Mortality Risk for Various World-wide Jet Services, 1990-1999 Type of Service Death Risk per Flight First-World Domestic 1 in 13 million International Within First World 1 in 6 million International Between First and Developing World 1 in 500,000 Within Developing-World 1 in 500,000 Notes: Countries identified as First-World are listed in the text. Death risk per flight is the chance of being killed on a randomly-chosen (nonstop) flight over the period 1990-99. Some approximations attend the calculations, and the denominators are rounded off to the nearest half million. The mortality-risk difference between domestic and international flights in the first-world is not statistically significant: If major fatal crashes arise under a Poisson process at rate G79 per million flights, then the observed difference is consistent with short-term fluctuations around the mean of that process. However, the fact that an observed difference might be construed as a temporary fluctuation does not mean that it must be so construed. Table 2: Passenger Mortality Risk Arising from Criminal/Terrorist Acts, Scheduled First-World Jet Services, 1990-1999 Type of Service Death Risk per Flight US: Domestic 0 International 0 First-World Outside US: Domestic 0 International 1 in 2 billion Table 3: Passenger Mortality Risk Arising from Runway Collisions for Scheduled First-World Jet Services, 1990-1999 Type of Service Death Risk per Flight US: Domestic 1 in 100 million International 0 First-World Outside US: Domestic 0 International 0 Table 4: Passenger Mortality Risk Arising from Mid-air Collisions, Scheduled First- World Jet Services, 1990-1999 Type of Service Death Risk per Flight US: Domestic 0 International 0 First-World Outside US: Domestic 0 International 0 A B E F D C Figure 1: By Replacing Indirect Prescribed Routings with Straight-Line Paths, Free Flight Would Keep Some Planes Further Apart