This article is based on an official press release from The International Air Transport Association (IATA).

The International Air Transport Association (IATA) has released its 2025 Annual Safety Report, demonstrating a solid year of safety performance across the global Airlines industry. The comprehensive data reveals a declining overall accident rate, even as the total number of commercial flights increased year-over-year.

According to the official press release, the global all-accident rate dropped to 1.32 per million flights in 2025, an improvement from the 1.42 rate recorded in 2024. Despite this positive trend in overall incidents, the industry experienced a slight uptick in fatal accidents and total onboard fatalities, underscoring the continuous need for rigorous Safety standards and global collaboration.

Industry leaders emphasize that aviation remains the safest form of long-distance travel. Long-term trends highlighted in the report show significant improvements in fatal accident rates over the past decade, reinforcing the effectiveness of modern safety management systems and operational audits.

Global Accident Rates and Flight Data

In 2025, airlines operated approximately 38.7 million flights worldwide, an increase from the 37.9 million flights recorded in 2024. Within this expanded operational activity, the global fleet recorded 51 total accidents. This represents a decline from the 54 accidents reported the previous year, though it remains slightly above the 2021–2025 five-year average of 44 accidents.

The all-accident rate of 1.32 per million flights translates to exactly one accident for every 759,646 flights. While this marks a clear year-over-year improvement, IATA notes that the rate is marginally higher than the five-year average of 1.27 accidents per million flights. The data reflects a long-term decline in aviation incidents that has characterized the commercial airline industry over the past decade.

Fatalities and Major Safety Trends

Despite the improvement in the overall accident rate, the number of fatal accidents increased slightly in 2025. The report recorded eight fatal accidents, compared to seven in 2024 and a five-year average of six. Total onboard fatalities rose to 394, which is higher than the 244 fatalities reported in 2024 and the five-year average of 198.

This increase in fatalities drove the fatality risk metric to 0.17 per million flights, up from 0.06 in 2024. However, IATA Director General Willie Walsh emphasized the broader context of these figures in the organization’s press release.

“Flying is the safest form of long-distance travel. Accidents are extremely rare and each one reminds us to be even more focused on continuous improvement through global standards and collaboration guided by safety data,” Walsh stated in the release.

Walsh further noted that a decade ago (2012–2016), the industry experienced one fatal accident for every 3.5 million flights. Today, that rolling average has improved to one fatal accident for every 5.6 million flights.

Regional Performance and Common Incident Types

Common Accident Categories

The most frequent types of accidents in 2025 included tail strikes, landing gear events, runway excursions, and ground damage. Notably, Airports facilities contributed to 16 percent of all accidents, prompting IATA to call for stricter adherence to global standards for runway safety areas and hazard mitigation.

In a significant safety milestone, there were zero loss of control in-flight (LOC-I) accidents in 2025. This marks only the second time the industry has achieved this, the first being the pandemic-impacted year of 2020. LOC-I events have historically been a leading cause of aviation fatalities.

Regional Highlights

Safety performance varied significantly by region of carrier registration. In Africa, the all-accident rate improved dramatically to 7.86 per million sectors, down from 12.13 in 2024, though the region still recorded the highest overall rate. The Asia-Pacific region saw its accident rate improve to 0.91, better than its five-year average. Meanwhile, Europe recorded 11 accidents, improving its rate to 1.30 with zero fatality risk for the year. The Commonwealth of Independent States (CIS) experienced an increase in its accident rate to 2.74, driven by four accidents involving turboprop aircraft.

AirPro News analysis

We believe the 2025 IATA safety data reveals a complex picture for the aviation sector. While the frequency of accidents is decreasing, a testament to robust operational procedures and advanced aircraft technology, the severity of the few accidents that do occur has driven up the fatality count. The complete elimination of Loss of Control In-flight (LOC-I) incidents is a monumental achievement that reflects improved pilot training and flight envelope protection systems. However, we note that the 16 percent of accidents linked to airport facilities suggests that ground infrastructure, runway maintenance, and ground handling protocols require renewed focus and investment from global aviation authorities.

Frequently Asked Questions

What was the global all-accident rate for commercial aviation in 2025?
According to IATA, the all-accident rate in 2025 was 1.32 per million flights, which equates to one accident per 759,646 flights.

How many commercial flights operated in 2025?
Airlines operated approximately 38.7 million flights worldwide in 2025, an increase from 37.9 million in 2024.

Were there any Loss of Control In-flight (LOC-I) accidents in 2025?
No. The industry recorded zero LOC-I accidents in 2025, marking only the second time this has been achieved.

Sources

• The International Air Transport Association (IATA)

On March 11, 2026, Air India Express flight IX938, operated by a Boeing 737 MAX 8, suffered a severe hard landing at Phuket International Airport (HKT). The incident resulted in the collapse of the nose landing gear and the detachment of both nose wheels, according to initial reporting from x.com and subsequent aviation research data.

Despite the structural failure and the aircraft sliding down the runway on its nose strut, all 140 individuals on board were safely evacuated without injury. The event prompted an immediate closure of Phuket’s single runway, causing significant regional flight disruptions for several hours.

Crucially, statements from India’s Directorate General of Civil Aviation (DGCA) indicate that the aircraft had undergone routine maintenance involving the replacement of its nose wheels just three days prior to the accident. This detail is expected to be a primary focal point in the upcoming investigation led by Thai authorities.

Details of the Hard Landing and Evacuation

Flight IX938’s Approach and Impact

Flight IX938 was completing its scheduled route from Rajiv Gandhi International Airport in Hyderabad, India, to Phuket, Thailand. At approximately 11:24 AM local time, the six-year-old Boeing 737 MAX 8 (registration VT-BWQ) touched down on Runway 09.

According to aggregated research reports, the aircraft experienced a firm touchdown, bounced, and struck the tarmac a second time with excessive vertical force. This hard landing caused the nose gear strut to break, completely separating both nose wheels from the aircraft. The plane subsequently slid along the runway surface on its broken strut before coming to a complete stop, rendering it unable to taxi.

Passenger Safety and Weather Conditions

Initial reports from x.com cited 133 passengers and crew, but official flight tracking data later confirmed a total of 140 souls on board. This included 131 passengers, two infants, and seven crew members. Airport authorities and the airline confirmed that all occupants were safely evacuated to the terminal with no reported injuries.

Weather conditions at the time of the incident were highly favorable and are not currently suspected as a contributing factor. Meteorological Aerodrome Reports (METAR) indicated clear skies, visibility exceeding 10 kilometers, a temperature of 31°C, and a standard 10-knot headwind straight down the runway.

Operational Disruptions and Official Responses

Runway Closure at Phuket International

Because Phuket International Airport relies on a single runway (09/27), the immobilized Boeing 737 MAX 8 forced a complete halt to all flight operations. Airport authorities issued a Notice to Airmen (NOTAM) to close the runway for several hours.

Emergency teams required this time to safely evacuate the passengers, inspect the runway surface for debris and damage, and tow the disabled aircraft to a hangar. The closure resulted in multiple diversions for inbound international flights, affecting carriers such as Emirates, AirAsia, Air Astana, and Bangkok Airways, which were rerouted to alternative airports like Krabi and Bangkok. Operations resumed after approximately six hours, as noted in the initial x.com report.

Statements from Air India Express and Regulators

Following the incident, Air India Express issued a public statement acknowledging the event and praising the swift cooperation of Phuket airport authorities.

The airline confirmed an “issue with the nose wheel” upon landing, emphasizing that the flight crew followed all standard emergency protocols to ensure passenger safety.

A senior official from India’s Directorate General of Civil Aviation (DGCA) also confirmed the hard landing and the detachment of the wheels. Most notably, the DGCA official disclosed that maintenance crews had replaced both nose wheels on the aircraft (VT-BWQ) on March 8, 2026, a mere 72 hours before the accident.

Investigation and Next Steps

International Collaboration

In accordance with International Civil Aviation Organization (ICAO) Annex 13 protocols, the investigation will be led by the country where the incident occurred. Thailand’s Aircraft Accident Investigation Committee (AAIC) will spearhead the inquiry, working in close consultation with India’s DGCA.

Investigators are expected to analyze flight data recorders, pilot reports, and runway conditions. A primary focus will be scrutinizing the maintenance logs related to the recent nose wheel replacement to determine if the failure stemmed from a mechanical defect, a maintenance error, or strictly the operational force of the hard landing itself.

AirPro News analysis

While any incident involving the Boeing 737 MAX family draws immediate public scrutiny due to the aircraft’s complex history and recent quality control controversies, current evidence points toward operational or maintenance factors rather than a manufacturing defect.

The revelation that the nose wheels were replaced just three days prior to the hard landing introduces a critical variable. Aviation investigations are meticulous, and authorities will need to determine whether the hard landing caused a properly installed wheel assembly to fail, or if an underlying maintenance error compromised the gear’s structural integrity prior to the excessive impact force. We will continue to monitor the AAIC’s findings as they become publicly available.

Frequently Asked Questions

Were there any injuries on Air India Express flight IX938?

No. All 140 passengers and crew members were safely evacuated without injury, as confirmed by both the airline and airport authorities.

What caused the nose gear to collapse?

The aircraft experienced a severe hard landing, bouncing before striking the runway with excessive force. Investigators are currently examining whether the impact force alone caused the structural failure or if recent routine maintenance on the nose wheels played a contributing role.

How long was Phuket International Airport closed?

The airport’s single runway was closed for approximately six hours to facilitate passenger evacuation, aircraft recovery, and safety inspections of the tarmac.

Sources: X

The Department of Homeland Security (DHS) has officially reinstated the Global Entry program following a disruptive 17-day suspension tied to the ongoing partial government shutdown. According to reporting by the Associated Press, the service resumed early Wednesday morning, bringing much-needed relief to millions of international travelers who had been forced into standard customs queues.

The suspension, which began in late February 2026, caused significant bottlenecks at major U.S. Airports. Global Entry traditionally allows pre-approved, low-risk travelers to bypass standard passport control lines by using expedited automated kiosks. Without access to these kiosks, frequent flyers and business travelers faced severe delays, with industry research indicating wait times stretched up to three hours at key international hubs.

While the reactivation of Global Entry restores a critical expedited channel for arriving passengers, the broader impacts of the federal funding lapse continue to strain aviation infrastructure. As the busy spring travel season approaches, the travel industry remains on high alert regarding the stability of airport security and customs operations.

The Shutdown and Global Entry Suspension

Timeline of the Disruption

The disruption to airport security and customs services is rooted in a partial federal government shutdown that began on February 14, 2026. According to comprehensive industry research, the political impasse centers on disagreements between lawmakers and the White House over immigration enforcement operations and deportation policies. The shutdown has affected approximately 13 percent of the federal civilian workforce, requiring personnel within the Transportation Security Administration (TSA) and U.S. Customs and Border Protection (CBP) to work without pay.

On February 22, 2026, DHS Secretary Kristi Noem announced the nationwide suspension of both TSA PreCheck and Global Entry. The department cited the need to prioritize the general traveling public and conserve limited resources during the funding lapse. However, following immediate backlash from lawmakers and the travel industry, the DHS reversed its decision regarding TSA PreCheck the very next day, keeping the domestic expedited screening lanes operational. The suspension of Global Entry remained in effect, and CBP officers normally assigned to monitor the kiosks were reassigned to process all arriving international travelers.

According to the Associated Press, the DHS finally restarted the Global Entry program on Wednesday, March 11, 2026, at 5:00 a.m. EDT, a little over two weeks after it was initially halted.

Impact on Airport Operations

The 17-day outage had a cascading effect on international arrivals. Industry data shows that the suspension forced the program’s estimated 12 to 13 million members into standard customs lines. Crowdsourced wait-time data indicated that bottlenecks at peak hubs, such as Miami International Airport and New York’s John F. Kennedy International Airport, ranged from 60 to 180 minutes.

Furthermore, while TSA PreCheck remained open, the requirement for TSA officers to work without pay led to a spike in unscheduled absences. This staffing shortage resulted in domestic security wait times hitting three hours or more at airports such as William P. Hobby in Houston and Louis Armstrong New Orleans International, according to travel sector reports.

Industry Backlash and Workarounds

Travel Sector Reactions

The travel and aviation sectors were highly vocal in their opposition to the suspension and expressed immense relief upon its restart. Industry leaders argued that halting a program funded largely by user fees compromised both efficiency and security.

Geoff Freeman, President and CEO of the U.S. Travel Association, applauded the program’s return. The association had previously pointed out that suspending Global Entry was illogical, given that the program is largely self-funded by a $120 application fee paid by members every five years.

“Trusted Traveler Programs enhance security while keeping travel moving,”

Freeman stated, according to industry reports.

Airlines for America (A4A) CEO Chris Sununu also strongly criticized the initial suspension, emphasizing the severe economic losses the travel industry faces during federal funding lapses.

Sununu argued that the traveling public was being “used as a political football amid another government shutdown.”

Lawmakers weighed in as well. Representative Bennie G. Thompson, the ranking Democrat on the House Homeland Security Committee, accused the administration of punishing air travelers and increasing the burden on unpaid DHS employees.

How Travelers Adapted

During the outage, travel advisors and CBP officials recommended alternative strategies to mitigate the chaos. CBP steered eligible travelers, including U.S. citizens, green-card holders, and Canadians, toward the free Mobile Passport Control (MPC) smartphone app. The app creates an expedited lane at roughly 40 participating airports and served as a crucial pressure valve during the suspension.

Corporate travel managers also advised executives to build in connection buffers of at least two to three hours between their U.S. arrival and onward domestic flights. In some cases, companies routed travelers through pre-clearance gateways, such as Dublin or Vancouver, where U.S. entry formalities are completed prior to departure.

Looking Ahead: Spring Break and Policy Shifts

AirPro News analysis

At AirPro News, we observe that the 17-day suspension of Global Entry highlights a critical vulnerability in U.S. aviation infrastructure. When essential travel facilitation programs are tethered to volatile federal funding cycles, the entire ecosystem, from airlines to corporate travel management, suffers immediate and measurable financial damage.

Although Global Entry has resumed, the underlying crisis remains unresolved. The ongoing partial shutdown continues to threaten the busy spring travel season. If TSA and CBP personnel are forced to continue working without pay, the resulting financial strain on these workers will likely lead to further unscheduled absences. This threatens to trigger a new wave of delayed flights, missed connections, and compromised airport security operations.

We note that these disruptions have renewed legislative and industry attention on how to insulate airport security from political impasses. Proposed solutions currently circulating in policy discussions include allowing more airports to outsource security screening to private contractors while maintaining federal TSA oversight. Until structural changes are made, the traveling public remains exposed to the collateral damage of Washington’s funding disputes.

Frequently Asked Questions (FAQ)

When did the Global Entry program restart?
The Department of Homeland Security officially restarted the Global Entry program at 5:00 a.m. EDT on Wednesday, March 11, 2026.

Why was Global Entry suspended?
The program was halted on February 22, 2026, as a resource-conservation measure during a partial federal government shutdown. CBP officers normally assigned to the kiosks were reassigned to process all arriving international travelers.

Was TSA PreCheck affected by the suspension?
TSA PreCheck was briefly suspended on February 22, 2026, but the DHS reversed that decision the following day, keeping the domestic expedited screening lanes operational. However, staffing shortages due to unpaid TSA agents have still caused significant delays at various airports.

What alternatives are available if Global Entry kiosks are offline?
Eligible travelers can use the free Mobile Passport Control (MPC) smartphone app, which provides an expedited customs lane at approximately 40 participating airports.

Sources: U.S. News & World Report / Associated Press