A questo punto è ragionevole pensare che un incidente del genere potesse capitare anche in volo, giusto?
Ultima modifica:
Pista chiusa a Londra Heatrow causa fiamme a bordo di 787 fermo ai remoti
- Autore Discussione TSF07
- Data d'inizio
Si, e non essendoci smoke detector nel compartimento dove era alloggiato l'ELT, avrebbe potuto far danni prima di essere scoperto.
Ultima modifica da un moderatore:
Special Bulletin S5/2013 - Boeing 787, ET-AOP
Report name:
S5/2013 - Boeing 787-8, ET-AOP
Registration:
ET-AOP
Type:
Boeing 787-8
Location:
London Heathrow Airport
Date of occurrence:
12 July 2013
Category:
Commercial Air Transport - Fixed Wing
Summary:
A fire event occurred on a parked, unoccupied and electrically un-powered Boeing 787 aircraft at London Heathrow Airport. Subsequent examination of the fire-affected area has focussed on the Emergency Locator Transmitter (ELT). Two Safety Recommendations have been made.
Ed ecco il bollettino.
http://www.aaib.gov.uk/cms_resources.cfm?file=/S5-2013 ET-AOP.pdf
Report name:
S5/2013 - Boeing 787-8, ET-AOP
Registration:
ET-AOP
Type:
Boeing 787-8
Location:
London Heathrow Airport
Date of occurrence:
12 July 2013
Category:
Commercial Air Transport - Fixed Wing
Summary:
A fire event occurred on a parked, unoccupied and electrically un-powered Boeing 787 aircraft at London Heathrow Airport. Subsequent examination of the fire-affected area has focussed on the Emergency Locator Transmitter (ELT). Two Safety Recommendations have been made.
Ed ecco il bollettino.
http://www.aaib.gov.uk/cms_resources.cfm?file=/S5-2013 ET-AOP.pdf
Leggevo oggi le BN sulla CNN e ti confermo che, ad esempio, negli USA non è obbligatorio
Una cosa buona per il comfort dei passeggeri, avere il 15% di umidita' in cabina invece del 4-5% degli aerei convenzionali, forse (con tutte le verifiche e le conferme necessarie) si trasforma in un problema.
Non ho comunque dubbi che si possano trovare contromisure. Al limite, detto come sempre da 'gnurant, forse si puo' semplicemente ritornare a climatizzare la cabina con umidita' a livelli piu' bassi almeno fino a che non sono stati messi in atto interventi piu' strutturali, che so, ventilazione, impianti elettrici stagni ... Se anche le compagnie a cui sono stati consegnati i primi 787 li dovranno climatizzare per sempre "asciutti" come gli aerei tradizionali non sarebbe una tragedia, penso.
Non ho comunque dubbi che si possano trovare contromisure. Al limite, detto come sempre da 'gnurant, forse si puo' semplicemente ritornare a climatizzare la cabina con umidita' a livelli piu' bassi almeno fino a che non sono stati messi in atto interventi piu' strutturali, che so, ventilazione, impianti elettrici stagni ... Se anche le compagnie a cui sono stati consegnati i primi 787 li dovranno climatizzare per sempre "asciutti" come gli aerei tradizionali non sarebbe una tragedia, penso.
Il che capita quasi sempre, in qualunque campo. C'e' sempre qualcosa di diverso dal capitolato, soprattutto quando acquisti sulla carta oggetti complessi.
Magari gli potranno offrire compensazioni. Comunque influirebbe solo su un aspetto del comfort rendendolo identico alla concorrenza, non sull'operativita', sicurezza ed economia di esercizio.
Magari gli potranno offrire compensazioni. Comunque influirebbe solo su un aspetto del comfort rendendolo identico alla concorrenza, non sull'operativita', sicurezza ed economia di esercizio.
Work in progress per riparare i danni dell'incendio.
http://www.airliners.net/photo/Ethiopian-Airlines/Boeing-787-8-Dreamliner/2344623/L/
http://www.airliners.net/photo/Ethiopian-Airlines/Boeing-787-8-Dreamliner/2344623/L/
@flightradar24: Today Boeing is planning to make a test flight from Heathrow to Manston, with the repaired Ethiopian Airlines B787 Dreamliner ET-AOP.
Boeing 787 Heathrow Battery Fire Linked to Beacon Wiring
U.K. investigators linked the fire on board a parked Boeing Co. (BA) 787 Dreamliner at London’s Heathrow Airport last year to faulty wiring in the plane’s emergency locator transmitter.
The blaze began in a battery in the unit made by Honeywell International Inc. (HON), the U.K.’s Air Accidents Investigation Branch said in a report released today. The battery wires were improperly installed, and an inspection of the beacon’s flame-damaged case suggested a short circuit, the agency said.
“This incident has highlighted that better coordination is required between battery manufacturers, equipment manufacturers, aircraft manufacturers and regulators to ensure equipment-level and aircraft-level safety,” the agency said.
The report into the July 2013 fire on the Ethiopian Airlines Enterprise Dreamliner confirmed investigators’ preliminary focus on the battery wiring. The blaze initially stirred fresh concern that the 787 had a serious electrical flaw after the global fleet was grounded following two meltdowns on a separate lithium-ion battery system.
U.S. regulators that oversee Chicago-based Boeing should develop standards for certifying lithium-metal batteries in aviation, the U.K. board said. Batteries on the Honeywell-made beacons are of the lithium-metal type, and have a different chemistry than lithium-ion models.
Worst Case
The U.S. Federal Aviation Administration should ask manufacturers to determine the worst possible effects of a thermal runaway and to demonstrate that damage to a single battery cell wouldn’t spread to others, causing a fire, the U.K. board said. The FAA and Boeing didn’t immediately respond to requests for reaction to the report.
The FAA told operators last year to inspect planes with certain Honeywell-made beacons, which are used in thousands of aircraft.
Lithium-metal batteries are high-energy storage devices that aren’t rechargeable, unlike the 787’s rechargeable lithium-ion batteries. While Honeywell created cell separators and safety vents to mitigate the risk of thermal runaway, all five cells of the beacon’s battery overheated, the British safety board determined.
The “most probable cause” of the Heathrow 787 fire “was a short-circuit caused by the improperly installed battery wires, leading to an uncontrolled discharge of the battery,” the board said. “This condition in isolation should not have caused a battery thermal event, if the battery short-circuit protection features had effectively limited the current to a safe level.”
Beacon’s Role
The locator transmitter is used to notify authorities of an aircraft’s location in the event of an emergency. It can be set off by an internal sensor or manually by flight crew.
According to the report, Honeywell became aware of battery wiring issues in the same beacon used in the Ethiopian jet in February 2013 when one was returned with wires trapped under the cover plate. There was no evidence of thermal damage and no inspections or modifications were made, the U.K. board said.
Mandatory inspections of all other Honeywell beacons of that model after the Heathrow fire turned up 26 cases through mid-March in which trapped wires were found, according to the U.K. report.
In May, Honeywell routed the wiring underneath the battery on all ELTs to prevent the wires from becoming trapped. The Morris Township, New Jersey-based company is looking at other options “to improve the robustness” of the short-circuit protection feature on the beacon batteries, the report said.
Honeywell has worked with regulators in the U.S. and Canada, where the batteries are made, to assure that all of the designated beacons are inspected “to verify that the error is not present,” Steve Brecken, a company spokesman, wrote in an e-mail.
http://www.bloomberg.com/news/2014-...row-battery-fire-linked-to-beacon-wiring.html
U.K. investigators linked the fire on board a parked Boeing Co. (BA) 787 Dreamliner at London’s Heathrow Airport last year to faulty wiring in the plane’s emergency locator transmitter.
The blaze began in a battery in the unit made by Honeywell International Inc. (HON), the U.K.’s Air Accidents Investigation Branch said in a report released today. The battery wires were improperly installed, and an inspection of the beacon’s flame-damaged case suggested a short circuit, the agency said.
“This incident has highlighted that better coordination is required between battery manufacturers, equipment manufacturers, aircraft manufacturers and regulators to ensure equipment-level and aircraft-level safety,” the agency said.
The report into the July 2013 fire on the Ethiopian Airlines Enterprise Dreamliner confirmed investigators’ preliminary focus on the battery wiring. The blaze initially stirred fresh concern that the 787 had a serious electrical flaw after the global fleet was grounded following two meltdowns on a separate lithium-ion battery system.
U.S. regulators that oversee Chicago-based Boeing should develop standards for certifying lithium-metal batteries in aviation, the U.K. board said. Batteries on the Honeywell-made beacons are of the lithium-metal type, and have a different chemistry than lithium-ion models.
Worst Case
The U.S. Federal Aviation Administration should ask manufacturers to determine the worst possible effects of a thermal runaway and to demonstrate that damage to a single battery cell wouldn’t spread to others, causing a fire, the U.K. board said. The FAA and Boeing didn’t immediately respond to requests for reaction to the report.
The FAA told operators last year to inspect planes with certain Honeywell-made beacons, which are used in thousands of aircraft.
Lithium-metal batteries are high-energy storage devices that aren’t rechargeable, unlike the 787’s rechargeable lithium-ion batteries. While Honeywell created cell separators and safety vents to mitigate the risk of thermal runaway, all five cells of the beacon’s battery overheated, the British safety board determined.
The “most probable cause” of the Heathrow 787 fire “was a short-circuit caused by the improperly installed battery wires, leading to an uncontrolled discharge of the battery,” the board said. “This condition in isolation should not have caused a battery thermal event, if the battery short-circuit protection features had effectively limited the current to a safe level.”
Beacon’s Role
The locator transmitter is used to notify authorities of an aircraft’s location in the event of an emergency. It can be set off by an internal sensor or manually by flight crew.
According to the report, Honeywell became aware of battery wiring issues in the same beacon used in the Ethiopian jet in February 2013 when one was returned with wires trapped under the cover plate. There was no evidence of thermal damage and no inspections or modifications were made, the U.K. board said.
Mandatory inspections of all other Honeywell beacons of that model after the Heathrow fire turned up 26 cases through mid-March in which trapped wires were found, according to the U.K. report.
In May, Honeywell routed the wiring underneath the battery on all ELTs to prevent the wires from becoming trapped. The Morris Township, New Jersey-based company is looking at other options “to improve the robustness” of the short-circuit protection feature on the beacon batteries, the report said.
Honeywell has worked with regulators in the U.S. and Canada, where the batteries are made, to assure that all of the designated beacons are inspected “to verify that the error is not present,” Steve Brecken, a company spokesman, wrote in an e-mail.
http://www.bloomberg.com/news/2014-...row-battery-fire-linked-to-beacon-wiring.html
Pubblicato il report finale dell'AAIB.
Per chi avesse voglia: https://www.gov.uk/aaib-reports/aircraft-accident-report-2-2015-boeing-b787-8-et-aop-12-july-2013
Per chi avesse voglia: https://www.gov.uk/aaib-reports/aircraft-accident-report-2-2015-boeing-b787-8-et-aop-12-july-2013