Boeing moved one step closer toward returning the 787 to service on Friday, when it flew Dreamliner Line Number 86 on a one-hour, 49-minute mission to demonstrate conformity of its battery system modification to U.S. certification authorities. Painted in LOT Polish Airlines livery, LN 86 took off from Paine Field in Everett, Washington, at 10:39 a.m.
Boeing took a significant step toward returning the 787 to service on Friday, when it flew Dreamliner Line Number 86 on a one-hour, 49-minute mission to demonstrate conformity of its battery system modification to U.S. certification authorities.
Boeing executives expressed what they consider a “reasonable expectation” that the 787 Dreamliner would return to service in a matter of a few weeks at a briefing last Friday in Tokyo during which they detailed the company’s plan for certifying a solution to the “issues” surrounding the airplane’s lithium-ion batteries. However, Boeing Commercial Airplanes CEO Ray Conner and 787 chief program engineer Mike Sinnett acknowledged that the timing will depend completely on the U.S. Federal Aviation Administration’s certification schedule and a smooth execution of the testing.
The U.S. National Transportation Safety Board (NTSB) continues to focus on the design, certification and manufacturing processes of the lithium-ion battery system used on the grounded Boeing 787.
When someone says Gill, most aviators and mechanics think “battery.”
“That’s definitely the way we want to be associated,” said Thomas Jones, sales manager in Redlands, Calif. for Teledyne Battery Products, manufacturer of the Gill line. That said, the line of products at the Gill booth (No. C2407) in the Heli-Expo exhibit hall sports a new device that, despite its diminutive size, is designed to keep aircraft in the field “start-ready” at all times.
Only one business jet thus far has been certified with a lithium-ion main-ship battery, Cessna’s Citation CJ4, which employed lithium-iron phosphate technology, unlike the lithium-cobalt oxide chemistry in the Boeing 787 batteries. No other business jet has been certified with a lithium-ion main-ship battery, although Gulfstream had planned to employ a lithium-ion battery in the G650 before switching to a nickel-cadmium battery while the aircraft was still working its way toward certification.
Airbus has decided against using a lithium-ion main ship battery for the A350 XWB following the findings by the U.S. National Transportation Board of short-circuiting and “thermal runaway” in the APU battery that caught fire on January 7 in a Japa
In a February 7 news conference, NTSB chairman Deborah Hersman explained the latest findings on the battery problem that resulted in the grounding of the Boeing 787 fleet three weeks ago.
EaglePicher Technologies expects to certify a lithium-ion main-ship aircraft battery by year-end, according to Ron Nowlin, vice president and general manager of EaglePicher Aerospace Systems. The battery has been selected for a jet, but Nowlin was unable to reveal the OEM and said he “cannot confirm” news reports “that we are doing any work for Cessna.”
As U.S. National Transportation Safety Board investigators continued their painstaking examination of the lithium-ion battery that caught fire on February 7 in a Japan Airlines Boeing 787, the airplane’s manufacturer projected a business-as-usual posture during its fourth-quarter earnings call last Wednesday.