air accidents awareness in 250-300 words
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Air accidents can be of natural, technical or human origin, such as mechanical breakdowns, negligence or terrorist attacks. Usually small aircraft (helicopters, light aeroplanes, gliders) do not cause disasters as such, since the number of victims and the impact of the crash is limited.
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Prospects for reducing commercial air transport accidents involving loss of control–in flight (LOC-I) have advanced significantly, based on recent validations of technology and consensus-building success, reports a team of 20 U.S. subject matter experts that has worked on the issue since 2010. The team’s “short list” of voluntary safety enhancements combines what they consider the most feasible and effective engineering solutions among a wider range of possibilities, they said.
Some of the selected technologies might not be certified for this purpose or widely implemented until 2035, however, said Michael Snow, human performance specialist, Aviation Safety Group, The Boeing Co., and co-chair of the Airplane State Awareness Joint Safety Analysis Team (JSAT) of the U.S. Commercial Aviation Safety Team (CAST).
He was joined in a November presentation of this work by James Wilborn, aviation safety engineer, Aircraft Certification Service, U.S. Federal Aviation Administration (FAA), and co-chair of the JSAT. They discussed the findings and recommendations at Flight Safety Foundation’s 67th annual International Air Safety Summit in Abu Dhabi, United Arab Emirates.
Unlike the technology and training that have been credited over the last 20 years with reducing by half the world’s controlled flight into terrain (CFIT) accidents (see “EGPWS Data Show Benefits of Multiple Technologies for Premature-Descent Alerts,” p. 30), Snow said, “We see a little bit of progress [on LOC-I] but not nearly as much as we’d like. … Loss of control–in flight is … not as monolithic in its causes and outcomes as some of the other accident categories like midair collision or CFIT. Therefore, it doesn’t lend itself as well to one alerting system that’s going to solve the accident [problem]. That’s one of the reasons we examined this category and tried to generate solutions.”
Some of the selected technologies might not be certified for this purpose or widely implemented until 2035, however, said Michael Snow, human performance specialist, Aviation Safety Group, The Boeing Co., and co-chair of the Airplane State Awareness Joint Safety Analysis Team (JSAT) of the U.S. Commercial Aviation Safety Team (CAST).
He was joined in a November presentation of this work by James Wilborn, aviation safety engineer, Aircraft Certification Service, U.S. Federal Aviation Administration (FAA), and co-chair of the JSAT. They discussed the findings and recommendations at Flight Safety Foundation’s 67th annual International Air Safety Summit in Abu Dhabi, United Arab Emirates.
Unlike the technology and training that have been credited over the last 20 years with reducing by half the world’s controlled flight into terrain (CFIT) accidents (see “EGPWS Data Show Benefits of Multiple Technologies for Premature-Descent Alerts,” p. 30), Snow said, “We see a little bit of progress [on LOC-I] but not nearly as much as we’d like. … Loss of control–in flight is … not as monolithic in its causes and outcomes as some of the other accident categories like midair collision or CFIT. Therefore, it doesn’t lend itself as well to one alerting system that’s going to solve the accident [problem]. That’s one of the reasons we examined this category and tried to generate solutions.”
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