Re: [SystemSafety] NTSB report on Boeing 787 APU battery fire at Boston Logan

From: Matthew Squair < >
Date: Fri, 5 Dec 2014 07:55:32 +1100

As you both point out there's plenty of information out there. The fruitful question IMO is what were the organisational, regulatory and cognitive factors were at work to make them disregard it? Plus they (the 787 team) and the FAA completely misunderstood the value and limitations of testing in their specific context.

I wrote a bit on where I thought they'd lost the plot when the interim report came out. In fact I wrote quite a bit, as it's an excellent case study of experimenters regress amongst other things, so perhaps we should really thank the players*? .

*As no one was hurt.

Matthew Squair

MIEAust, CPEng
Mob: +61 488770655
Email; Mattsquair_at_xxxxxx

On 5 Dec 2014, at 3:11 am, Peter Bernard Ladkin <ladkin_at_xxxxxx wrote:

On 2014-12-04 16:44 , Mike Ellims wrote:

So could the assumption have been validated as it should have been?

Simplest way to test this is to do a literature search.

You didn't mention Linden's Handbook of Batteries, ed. Reddy, McGraw-Hill, 4th Edition 2011, Ist
edition 1984. Then there's Ley and Bro, Battery Hazards and Accident Prevention, Springer, 1994.
Then there is Daniel and Besenhard, Handbook of Battery Materials, Wiley VCH, 2nd edition 2011,
first edition 1999. As far as I can tell, they are required items on the bookshelf of any battery
person and they are on ours too. All of them deal with the issue of thermal runaway of lithium
batteries, and the first two with how this is affected by design. Then there are the many annual
conferences on batteries.

Or you can simply ask people who know. Like, any one of those authors of the thousands of papers,
some of whom are very distinguished scientists indeed, as well as being well-known.

PBL Prof. Peter Bernard Ladkin, Faculty of Technology, University of Bielefeld, 33594 Bielefeld, Germany
Tel+msg +49 (0)521 880 7319

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systemsafety_at_xxxxxx Received on Thu Dec 04 2014 - 21:55:57 CET

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