ederal_Aviation_Administration> does not require commercial pilots <http://en.wikipedia.org/wiki/Pilot_certification_in_the_United_States> to train to ditch but airline cabin personnel must train the evacuation process. In addition, the FAA implemented rules under which circumstances (kind of operator, number of passengers, weight, route) an aircraft has to carry emergency equipment including floating devices such as life jackets <http://en.wikipedia.org/wiki/Life_jacket> and life rafts <http://en.wikipedia.org/wiki/Life_raft>.aircraft are designed with the possibility of a water landing in mind. Airbus <http://en.wikipedia.org/wiki/Airbus> aircraft, for example, feature a "ditching button" which, if pressed, closes valves and openings underneath the aircraft, including the outflow valve, the air inlet for the emergency RAT, the avionics inlet, the extract valve, and the flow control valve. It is meant to slow flooding in a water landing. While there have been several 'successful' (survivable) water landings by narrow-body and propeller-driven airliners, few commercial jets have ever touched down 'perfectly' on water. There has been a good deal of popular controversy over the efficiency of life vests and rafts. For example, Ralph Nader <http://en.wikipedia.org/wiki/Ralph_Nader>'s Aviation Consumer Action Project <http://en.wikipedia.org/w/index.php?title=Aviation_Consumer_Action_Project&action=edit&redlink=1> had been quoted as saying that awide body <http://en.wikipedia.org/wiki/Wide-body_aircraft> jet would shatter like a raw egg dropped on pavement, killing most if not all passengers on impact, even in calm seas with well-trained pilots and good landing trajectories.", in December 2002, The Economist had quoted an expert as claiming that "No large airliner has ever made an emergency landing on water" in an article that goes on to charge, "So the life jackets ... have little purpose other than to make passengers feel better." This idea was repeated in The Economist in September 2006 in an article which reported that "in the history of aviation the number of wide-bodied aircraft that have made successful landings on water is zero."
Conclusion
are different types of damages. And those damages prevent the proper work of an aircraft. The consequences can be different. It can be a loss of power, depressurization or even worse, up to the breaking of an airplane part.the result of our practice we have learnt how to carry out visual inspection, how to conclude the report of condition for each aircraft and how to work with different types of damages.inspection of aircraft damages is the one of very important parts of the work of the Aircraft Engineer. So, this practice gave us some knowledge which is to be used by us when we go to a job.the next generations, we would advice to be careful during transit visual inspections. Our carefulness will lead us to the safety flights.
References
1.">Testing, inspection, maintenance and storage procedures <http://www.globalsecurity.org/military/library/policy/army/accp/al0993/le4.htm>
.">Maintenance and Certification - Torque Paint (Slippage Marks) <http://www.tc.gc.ca/eng/civilaviation/publications/tp185-3-05-paint-3861.htm>
.Composite materials for aircraft structures Alan A. Baker, Stuart Dutton, Donald W. Kelly
.Air Worthiness: An Introduction to Aircraft Certification Fillip De Florio
."><http://en.wikipedia.org>
."><http://civilavia.info>
."><http://www.ehow.com/info_12203115_damages-caused-overheating-engines.html>
