ssible solution to this problem, we recommended Boeing or any other aircraft industries to take the JP-5 Jet Fuel into the design of aircraft. We have chosen this solution instead of the other four solutions, because it does not provide any deficiency to the fuel capacity, nor would it cost as much as the other solutions. But, the main reason was that, it is the most efficient out of the four. We recognises that such design modifications take time to implement and believes that in the interim, operational changes are needed to reduce the likelihood of the development of explosive mixtures in fuel tanks. Therefore we recommend Boeing to use insulations around any heat-generating equipment. This solution should be in use until the design and manufacturing of the JP-5 technology has finished. ReferencesDaschle, L., ( 1996), “Safety Recommendation”, National Transportation Safety Board, Dec 13,pp. 1-7.Dornheim, M., (1997), “ Industry Grapples With Fuel Tank Safety”, Aviation Week & Space Technology, July 7, pp. 56-57.Dornheim, M., (1997), “Fuel Ignites Differently in Aircraft, Lab Environments”, Aviation Week & Space Technology, July 7, pp. 61-63McKenna, J., (1997), “TWA Probe Targets Aging Aircraft Systems”, Aviation Week & Space Technology, Dec 15, pp. 30-32McKenna, J., (1997), “ Boeing Eyes Fuel Change To Increase Tank Safety”, Aviation Week & Space Technology, Dec 15, pp. 33-34. National Transportation Safety Board, (1997). “NTSB hearing summary”, NTSB .URL: http://www.ntsb.gov/Events/twa800. Ott, J, (1997), “Methods to Protect Fuel Tanks Explored”, Aviation Week & Space Technology, Feb 17, pp.65-67.Phillips, E., (1996), “ TWA Probe Advances, But No Cause Found”, Aviation Week & Space Technology, July 29, pp. 26-28.Velocci, A., (1997), “Airline Industry Takes Fresh Look at Inerting”, Aviation Week & Space Technology, July 14, pp....
