Accident
investigators within days plan to issue an interim report that isn't
expected to pinpoint the cause of last week's fire inside an Ethiopian
Airlines Boeing 787 but could prompt some temporary safety measures,
according to people familiar with the matter,
Britain's Air
Accidents Investigation Branch is likely to lay out the known series of
events that occurred inside the unoccupied jetliner when it was parked
at London's Heathrow Airport, without drawing any conclusions about what
touched off the blaze, the people said.
AAIB investigators have
said they are focusing on several systems in the area of the burn,
including a beacon used to locate a plane in the event of a crash, known
as an emergency locator transmitter or ELT. The small, battery-powered
device is attached near the location of the fire but it remains unclear
if it was the combustion source or was burned in a fire that started
elsewhere, two of these people said.
The Dreamliner's ELT is
produced by Honeywell International Inc. which on Monday was invited to
participate in the investigation. Thousands of similar devices have
operated on planes for several years without incident, Honeywell and
industry officials said. The model is used on planes built by Boeing
Co., Bombardier Inc. of Canada and the Airbus unit of European
Aeronautic Defence and Space Co., according to industry officials.
Amid
uncertainty about the cause of the fire, the AAIB nevertheless appears
poised to call for some interim steps as precautionary measures.
Investigators are preparing to ask the U.S. Federal Aviation
Administration and the European Aviation Safety Agency to assess the
necessity of the devices on 787s, according to a person familiar with
the matter. The AAIB may suggest temporarily removing ELTs from
Dreamliners while the investigation continues, this person said.
ELTs
are required for a plane to be used for passenger flights in the U.S.,
and they are widely used by airlines around the globe. But under U.S.
rules, operators can fly with ELTs inoperative for up to 90 days before
replacement or repair is required. European, Asian and African carriers
tend to have the transmitters attached to the fuselage, as in the
Ethiopian 787.
A spokesman for the AAIB in London declined to comment.
Boeing declined to comment.
A
Honeywell spokesman said the company hasn't been contacted by
investigators or regulators to remove any beacons, but left open the
possibility of doing so.
"While we do not have any orders to
temporarily remove our ELTs from 787s at this time, as a safety-first
company, we would support an action like this as a precautionary measure
if our team, or the AAIB and NTSB, determine it's necessary to do so,"
the Honeywell spokesman said.
Industry officials expect that over
coming weeks the FAA, EASA and airlines operating Dreamliners will pore
over ELT maintenance records and databases for any incidents related to
the beacons. Discussions about possible removal of beacons is the
strongest sign yet that investigators suspect they may have played an
important role in the Heathrow event.
But so far, according to
officials familiar with the matter, no particular maintenance issues
have cropped up with ELTs, which haven't helped locate any big U.S. or
European jetliners after a crash in the past two decades.
Industry
and government officials familiar with the investigation say they still
don't know how a device as small as an ELT could have sparked the
intense fire inside the plane.
The AAIB is leading the
investigation with input from the FAA and the U.S. National
Transportation Safety Board, EASA, Boeing, Honeywell and Ethiopian
Airlines. Investigators plan to end their on-site analysis this weekend
and the FAA representative would then return to the U.S. and analysis
will continue on both sides of the Atlantic, according to industry and
government officials.
In an unusual move, some FAA officials are
quietly arguing inside the agency that the AAIB may lack jurisdiction to
conduct the investigation under rules of the United Nations'
International Civil Aviation Organization.
Air-accident
investigations are usually led by the country where they occur. But
according to people familiar with the FAA officials' reading of ICAO
rules, this only holds for aircraft in flight or that have "intention of
flight." FAA officials, according to these people, believe that a
parked plane that was certified by the FAA should be investigated by the
FAA.
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