Conclusion
The
end state is whether we have to live with aircraft structural mishaps and for
the time being yes. Aircraft have come a
long way. Engineers continue to develop
better products, with greater physical properties that will allow us to live
with aircraft structural issues and even though we don’t like it, it will be
able to control. After these issues are
further conquered, the FAA will continue to make the industry one of the
strictest to preserve life and the machines. Aircraft mishaps do happen like
the two mentioned accidents, but if the industry is refined then the rate of structural
mishaps will continue to slowly subside.
Through the assistance of experienced investigators and their data
collection processes, it will allow for refinement of the industry. This refinement, will allow for the death
toll of passengers caused by air mishaps to steadily fall (Rodrigue, 2013).
Since
1918 it has been conclude by the Aircraft Crashes Records Office (ACRO),
located in Geneva that most mishaps were caused by humans (67%), technology
(20%), and the last 13% by atmospheric conditions that resulted by weather. Respectively, 50% off all accident took place
within 10 km of the airport of which the aircraft took off from and 21% was a
result of the aircraft landings. 1970
was a milestone for the aviation because before 1970 air travel was on the rise
and proportionality so was mishaps. After
1970, with the number of air travel being substantially higher, fatalities
decreased rapidly. The results of all
this is due to aircraft design being better, improved training for aircrew,
advanced control and navigation systems, to include comprehensive accident
management teams who strive towards identifying all probable causes to conclude
strategies towards mitigation (Rodrigue, 2013).
References
Rodrigue, J-P (2013), The Geography of Transport Systems (3rd
ed.). New York, NY: Routledge.
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