During the time of most of these accidents, pilots with less than ATP minimums wouldn't be allowed anywhere near a 121 flight deck. Since low time pilots have started flying the same type equipment as the experienced pilots, what does the record show? I haven't looked it up, but I don't think I have to, as the answer is obvious.

The data set you reference is totally inaccurate. It neglects many commercial aviation accidents (just for an example, Comair's accident history: flight 444 in 1979 and flight 3272 in 1997 are missing). It also isn't all 'accidents', and includes some of the greatest feats of airmanship around. See 1982, where BA flight 9 lost all 4 engines in an encounter with volcanic ash or KLM 867, same thing, all engines lost due to volcanic ash. I know of 4 other instances of all engines lost in flight in recent history, AirTransat (A330 over the Atlantic), Pinnacle ('the 410 club'), British Airways (777 in LHR) and US Airways (miracle on the Hudson). No deaths in any of the flights flown by pilots with high time, no survivors in the RJ flight (can anyone name a single 'regional' flight where the crew successfully landed after all engines lost, or any other time this occurred other than Pinnacle?). There was also a TACA crew that dead-sticked a 737 onto a levee! Plenty of other instances of high time pilots making incredible feats of airmanship, the most glaring example being United 232 in Sioux City. Plenty of examples of great composure under stress too. Would a pilot with low experience but high 'quality of hours' (who determines THAT metric?) make a PA after the loss of all engines by saying "Ladies and Gentlemen, this is your Captain speaking. We have a small problem. All four engines have stopped. We are doing our damnedest to get it under control. I trust you are not in too much distress."? Honestly, I doubt it, and perhaps that's the difference experience makes.

Don't underestimate all the preventative measures now put into place b/c of these accidents, measures that now require such things as automated T/O configuration checks, more positive control by ATC of aircraft on runways, automated windshear detection, more reliable engine technology, and volcanic activity forecasting and avoidance. Despite all of this, airplanes continue to crash. In the US, measuring 'apples to apples' (a time period where both experienced and inexperienced US jet pilots are operating in US airspace), the vast majority of aviation deaths are attributed to airlines with low-time pilot forces, even though they are often flying more advanced and redundant equipment than their more experienced counterparts, not to mention the experienced crews are operating the majority of flights, yet still accounting for a far lower % of accidents and fatalities.

There's no substitute for experience, and the record supports this.