Last week, in response to the TWA 800 investigation, the FAA finally agreed to propose a directive protecting fuel quality probes in 167 Boeing 747s. Their proposal comes in the wake of NTSB findings that ruled out all potential problems aside from mechanical failure. But this latest action from the FAA is a delayed attempt to follow NTSB recommendations. NTSB chairman Jim Hall has repeatedly expressed discontent with the FAA's lack of action. Hall cited, as an example, the NTSB's recommendation to inject inert gases into fuel tanks to prevent an explosion similar to the one suspected in the TWA 800 crash. The FAA flatly denied its request with no explanation.
Another case illustrating the FAA's lack of action was ValuJet 592 - a DC-9 carrying 110 people that plummeted into the Florida Everglades 11 minutes after takeoff. The NTSB concluded that the cause of the crash was a fire caused by improperly stored oxygen canisters located in the cargo hold. In its conclusion, the NTSB stated that the plane "would likely not have crashed" if it had been equipped with fire detection and extinguishing systems. Three years before the crash, the NTSB placed a recommendation before the FAA calling for all jetliners to be outfitted with these systems. The FAA denied the request, stating that it did not fit into their cost-benefit ratio.
Many of the FAA's policies are backward and should be corrected immediately. New FAA Administrator Jane Garvey must assume her new leadership role in the most efficient way possible. She is an outsider to the aviation community, which may or may not be conducive to FAA affairs. But it does mean she can attack the current internal bureaucracy full force, adding new ideas to a somewhat aging agency.
There is a severe problem occurring between the FAA and the NTSB that must be resolved at once. The FAA must consider as expeditiously as possible all NTSB recommendations. If, in 1993, the FAA had not been so concerned about its cost-benefit ratio and more concerned about the flying public and the NTSB's recommendations, it should have mandated the immediate installation of fire detection equipment in all commercial airliners. Instead, it cost 110 lives to finally convince the FAA change was necessary - but change will still not come until 2001 when all Class D cargo holds must be fitted with fire detection equipment.
The FAA has seen many recent improvements and will hopefully grow under Garvey's control. It has banned oxygen generators from all passenger planes, increased airline maintenance and operations inspectors and has required the implementation of fuel monitoring circuits on select 747s. The FAA must build on this new beginning and forge a better relationship with the NTSB. It must clean up its internal problems to better service the entire aviation community and those who travel. Flying remains the safest form of transportation, yet there is always room for improvement. The FAA has a long way to go.