Pilots reveal safety fears over Boeing’s fleet of Dreamliners
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Pilots reveal safety fears over Boeing’s fleet of Dreamliners
Article in today's Guardian.
Snippet:-
Snippet:-
Airline pilots have voiced fears over the safety of a fleet of Boeing aircraft after a crucial fire-fighting system has been found to have the potential to malfunction.
Boeing has issued an alert to airlines using its flagship B787 Dreamliner, warning that the switch used to extinguish an engine fire has failed in a “small number” of instances. The switch also severs the fuel supply and the hydraulic fluid to prevent flames spreading.
UK airlines Tui, British Airways and Virgin Atlantic operate more than 60 Dreamliners between them. The US regulator, the Federal Aviation Administration (FAA), has decided not to ground the fleet, despite admitting a “risk to the flying public”.
Boeing has issued an alert to airlines using its flagship B787 Dreamliner, warning that the switch used to extinguish an engine fire has failed in a “small number” of instances. The switch also severs the fuel supply and the hydraulic fluid to prevent flames spreading.
UK airlines Tui, British Airways and Virgin Atlantic operate more than 60 Dreamliners between them. The US regulator, the Federal Aviation Administration (FAA), has decided not to ground the fleet, despite admitting a “risk to the flying public”.
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The AD was published in February (!!): http://rgl.faa.gov/Regulatory_and_Gu...2019-02-03.pdf
The component now has an inspection interval of 30 days as prescribed in the AD.
The component now has an inspection interval of 30 days as prescribed in the AD.
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Because when you inspect it more often we are afraid the cheap plastic breaks even earlier. And safety is our top priority!
But who cares, it’s only a fire handle (switch, whatever), you hardly use them. Those engines are so reliable.
But who cares, it’s only a fire handle (switch, whatever), you hardly use them. Those engines are so reliable.
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Well it is strange that no „pilot fears“ on this subject have so far appeared on this site. That really is something that can be dealt with by AD and timely replacement. Grounding?
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Recent discussions about 787s around the water holes are not only around stuck fire switches, apparently lots of engine problems as well . Heard that Norwegian has (had) 2 grounded in Gatwick, and Air France has had quite a few AOG at one point (out of a fleet of only 9 ) causing lots of cancellations last month.
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Recent discussions about 787s around the water holes are not only around stuck fire switches, apparently lots of engine problems as well . Heard that Norwegian has (had) 2 grounded in Gatwick, and Air France has had quite a few AOG at one point (out of a fleet of only 9 ) causing lots of cancellations last month.
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Yes, the carbonation of the nozzles that shuts down the engines, that has been an issue for a while...
There is the turbine and hub issues, reducing inspection times, and life cycles, not to mention reduced ETOPS.
All of these new engines have caused everyone a lot of problems.
There is the turbine and hub issues, reducing inspection times, and life cycles, not to mention reduced ETOPS.
All of these new engines have caused everyone a lot of problems.
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A bit off thread for which I apologise;when I was an engineer with Flybe/MAEL, I went for engine ground running and taxiing continuation training on the Q400 in the sim. All's went ok, but the instructor said that there was no need to pull the fire handles. I countered that surely the aircrew did that at least on the first flight to ensure that the fuel/hyd shut-off valves operated, and that the crew didn't want to find out that one of the valves was U/S when he really needed it?! The instructor said that he would look into it, but I never heard any more. However, I continued to check the valve operation.
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Would it not be pertinent for a regulator to reduce the ETOPS certification until such time as the impact is fully known?
That would require less self certification and more oversight which clearly commercially the airlines and manufacturers can't afford and the regulator simply has forgotten how.
That would require less self certification and more oversight which clearly commercially the airlines and manufacturers can't afford and the regulator simply has forgotten how.
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