As Ethiopian Airlines, Qatar Airways and other Boeing 787 customers are returning their Dreamliners to service with battery system modification kits, the U.S. National Transportation Safety Board (NTSB) is still looking for the cause of the January 7 APU battery fire aboard a Japan Airlines 787 parked at Boston Logan International Airport.
As Ethiopian Airlines and other Boeing 787 customers prepared to return their Dreamliners to service with battery system modification kits, the U.S. National Transportation Safety Board (NTSB) conducted an exhaustive, two-day investigative hearing into the design and certification of the lithium-ion batteries implicated in the airplane’s grounding. Sixteen witnesses testified and answered questions during the hearing on April 23 and 24 at the Board’s Washington, D.C., headquarters.
U.S. National Transportation Safety Board (NTSB) members and technical specialists questioned representatives of Boeing and the Federal Aviation Administration on Tuesday about assumptions they made in determining the probability of lithium-ion batteries failing on the Boeing 787 Dreamliner.
UK-based Satair has opened an FAA-approved battery repair shop in Atlanta. The facility is designed to service nickel-cadmium and sealed lead-acid aircraft batteries of various models and sizes manufactured by Saft, Marathon, Concorde, Gill Teledyne and Hawker as well as smaller aircraft battery packs. The new shop will also hold inventory of battery parts for service and be supported by Satair’s regional and global battery support organization.
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.