one is a regulatory agency and one finds probable cause and says we recommend this. dave has probably been at the forefront of this. you agree with tombstone i have never heard that term. it is what the faa has been working away from a certification process. as a result of the fact that now it is not just a singular cause and having it fixed. it is more complicated. as the aircraft get more complex you have to look at the relationship between the systems and look for precursors. with this gps system that they are going to have in place by 2020 in the united states, would that have made it much easier? if it was on in the area for flight 3 flight 370 to track it? yes. yes, absolutely. the certification process said we need to change how we do
reporter: the ntsb determined an explosion in the fuel tank caused the crash, blaming it on a wire that short-circuited. the faa later mandated changes to reduce sparks from faulty wiring. randi kaye, cnn, new york. joining me once again is safety analyst david souci, author of why planes crash and les abend. does it seem like change only occurs in the wake of a tragedy, or is the industry proactive? i think dave will agree with me this is what we call tombstone technology unfortunately. tombstone technology. yeah. when something tragic happens, then these changes occur. it s traditional for the ntsb to kind of and the faa to be at odds. one is a regulatory agency and one finds probable cause and says, a, we recommend this. dave has probably been at the forefront of this. and it s very difficult. you agree with tombstone i have never heard that term.
the crash of twa flight 800 just after takeoff from jfk airport in 1996, was another hard lesson. two fire balls go down to the water. the ntsb determined an explosion in the fuel tank caused the crash, blaming it on a wire that short circuited. the faa later mandated changes to reduce sparks from faulty wiring. randi kaye, cnn, new york. joining me is safety analyst david soucie, author of whys plane crash and les abend. does it seem like change only occurs in the wake of a tragedy, or is the industry proactive? i think dave will agree with me this is what we call tombstone technology. tombstone technology. yeah. when something tragic happens, these changes occur. it s traditional for the ntsb to and the faa to be at odds.
and joining me now, author of why planes crash, and les amend. les, does it seem like changes only occur after a tragedy, but dave will agree with me. this is called tombstone technology? tombstone technology? yeah, when something tragic happens then the changes occur. it is traditional for the ntsb and the faa to be at odds once the regulatory agency finds there is probable cause on what happened. you agree with that tombstone technology? yeah, it is a term that has been used. and that is what the faa has been walking away from, over the last years, the airplane matter was not just a cause of having it fixed. as they get more complex you
why this? why that? do you think that there will be improvements to come very shortly when it comes to the data that comes from those? and how those machines are con figured and constructed and how long the battery lasts? well, it s hard to say, but my understanding is the new batteries are going to be 90 days. so that was already in the wo works. i think we be leaning towards a streaming situation with the flight data recorder. i mean, we really have to move in the direction of being proactive with reference to real time stuff. i mean, this is what i ve mentioned before. on previous shows. it s tombstone technology, unfortunately. we find out after the fact we should develop technology that we can find out, you know, beforeha beforehand. and ways to prevent it. isn t that technology already there, though, paul ginsberg? when it comes to these types of