air nz 'confident' in dreamliner safety - li ion battery cell

Air New Zealand said it was confident in the safety of its Boeing 787 Dreamliner after a bad report on aircraft battery design and testing.
Earlier this year, the airline began operating the aircraft, 10 of which had been ordered.
Investigators concluded that the lack of design and testing led to a battery fire last year, killing Boeing Dreamliner for more than three months.
A spokesman for Air New Zealand said: "We are still confident in the safety and performance of the Boeing 787 aircraft.
Boeing has proven that lithium batteries are overheating.
Ion batteries cannot be transmitted to others and the Federal Aviation Administration has approved the design and testing.
In a final report, the National Transportation Safety Board noted that there was no expectation that the power supply might fail and cited poor manufacturing by battery manufacturer GS Yuasa.
Boeing said the NTSB report enhanced understanding of the incident.
"We agree with the findings of the possible causes of this report --
Short circuit inside a battery leads to ventilation and battery-to-
"The battery that caused the battery to malfunction spreads," a spokesman said . ".
"After this event, we are confident in the overall improvement of the 787 battery system and the overall performance of the battery system and the safety of the aircraft.
The spokesman said it was working to improve the reliability of 787 and would do so throughout the project.
Please also read: Will Boeing stop all Dreamliners when they catch fire at Heathrow?
Air New Zealand plays a role in the latest Dreamliner fire. The safety review of Dreamliner may attract people's attention.
The annual survey triggered 1950 s since the U. s. regulator's most basic large commercial aircraft fighter jet.
It also prompts re-
Hazard Inspection of lithium-
Ion power packs that help advance personal electronics and electric vehicles.
On January 7, 2013, a Japanese Airlines 787 Dreamliner caught fire when it landed at Boston Logan International Airport.
Boeing uses two lithium.
Ion batteries for power electronics and other devices.
NTSB said it was a short circuit that occurred in one of the eight batteries of the battery, causing an out-of-control failure and devouring the entire battery pack.
"This incident was due to Boeing's failure to incorporate design requirements to mitigate the most serious impact of internal short circuits", and the failure of the FAA inspector to recognize these deficiencies, NTSB concluded.
NTSB issued 16 new proposals calling on the FAA to strengthen regulation of new technologies and improve guidance to inspectors.
It also requires Boeing to improve oversight of subcontractors and revise the way it conducts safety assessments.
Boeing spokesman Doug Arder said in an interview that Boeing did not immediately respond to the report.
GS Yuasa did not respond to an email request for comments.
Boeing has redesigned the battery to include more protection around the battery to prevent overheating, steel housing to prevent any fire from spreading, and pipes that emit smoke outside the fuselage.
The company said on the 3 th that it believes the repair measures have improved the safety of the battery.
Despite these measures, NTSB says a large number of lithium-
Ion batteries are prone to failure.
NTSB says the battery may overheat when a lot of power is taken away and better protection should be installed.
Japanese investigators, while investigating a battery accident in another flight, reached a similar conclusion to that of NTSB and landed on January 16, 2013 at Komatsu airport.
Japan's transport safety commission found in a report dated September 25
The circuit "may" be faulty, although it is not possible to say what caused it.
At the time of 2013 battery failures, Boeing was struggling to overcome design and production mistakes that plagued the development of Dreamliner Chicago
Headquartered in planemaker's first
The new jet of the century.
In 2011, 787 entered the market 1/2 years later than planned, slowing down due to a series of problems
A shortage of titanium fasteners caused an electrical fire in flight.
This year, negative publicity has disappeared as Boeing's pace of production has stabilized.
According to Boeing's website, as of November 19, Boeing had delivered 207 Dreamliners to 23 customers.
Dreamliner is the first commercial jet built with carbon.
Use more power than earlier models to improve efficiency, not aluminum.
Boeing signed a contract with a division in Thales, France, to design electrical systems.
As part of the design, Boeing installed two lithium-
Ion batteries have more energy and longer life than the old technology.
These factors may also make them more dangerous because they are made of flammable chemicals and contain enough energy.
If they fail, they will ignite.
They are related to other aviation incidents and accidents.
Smaller lithium
Ion battery for power supply for emergency-
On July 12, 2013, a beacon caught fire on a 787-square-meter ground in London.
Boeing estimates that the possibility of one of its 787 batteries failing and discharging flammable chemicals is one of the 10 million.
According to the NTSB, the plane only flew for 52,000 hours when the second failure occurred in Japan.
The safety board concluded that this miscalculation is part of a series of chain failures in the design and certification process.
The survey found that the battery tested by GS Yuasa may fail, and unlike the battery installed on the Dreamliner, the test did not anticipate the most serious situation in the service.
NTSB's inspection of GS Yuasa manufacturing plant found evidence that foreign debris was allowed to pollute the battery, "which could lead to a short internal circuit.
"The company's inspection also failed to detect other internal defects that could produce a short circuit.
The report did not attribute the fire to these problems.
The company also failed to anticipate the risk of batteries, said NTSB.
The company's engineers did not even consider the possibility that a single battery would overheat and ignite adjacent batteries, the report said.
According to NTSB, the FAA did not give enough guidance to inspectors to oversee battery design, and the agency lacked expertise.
The safety committee has no regulatory authority and must rely on
Binding advice to improve security.
According to a letter dated August 19, the director of the FAA, Michael Huerta, told NTSB in response to previous suggestions that the agency was working on additional battery testing requirements.
The agency is working with RTCA in Washington.
The FAA provides a non-profit organization for technical advice. -