The "safety" of an aircraft is a function of the entire aircraft, from concept to design to manufacturing and assembly, and also of the people who fly it.
Very old anecdote; in one of the very first "evaluations" performed on competing pre-production aircraft to determine the one an air service should buy, Manfred von Richthofen flew what would become the Fokker D.VII. He stated the plane was very unstable, especially in a dive. As a result, the fuselage was lengthened by one box section (about 2-3 feet). Only very minor modifications were made elsewhere. On flying the modified prototype, Richthofen said it was the best craft he'd ever flown, and on this recommendation the D.VII entered service and became so feared that the Armistice specifically ordered the surrender of all German D.VIIs to the Allied forces. So, just this one change to the airframe turned an underpowered, temperamental aircraft into the most successful fighter design of WWI.
Fast-forward 97 years or so, and not much has really changed regarding this basic tenet. What has changed is the inherent amount of complexity in the average aircraft. We think of something like a Piper Cub as being fairly simple, and compared to an F-15 or a 747, they are, but even relatively inexpensive modern hobbyist planes have avionics, radio systems etc that put the original J-3s to shame. More complexity means more that can go wrong, even when the complexity is specifically designed to lower pilot workload.