- Campbell Soup apologizes for SpaghettiOs’ Pearl Harbor tweet
- Former Reagan aide James Baker: President regretted apartheid veto
- Some donations to gay waitress who allegedly forged hate note refunded
- German President Joachim Gauck boycotting Sochi Olympics
- Dr. Ezekiel Emanuel: If you want to pay more for your doctor, you can under Obamacare
- Sen. Rand Paul: ‘I am seriously thinking about’ running for president in 2016
- Sleet, ice, deepfreeze hit large swath of U.S.
- ‘Welcome to the edge of freedom’: Biden’s boots touch down in DMZ
- Obama: Hole U.S. ‘digging out of’ requires billions more in unemployment benefits
- Obama’s regulatory agenda will cost U.S. economy $143B next year: report
Independent voices from the The Washington Times Communities
Topic - John Goglia
Federal regulators let Boeing write the safety conditions for the problematic battery system in its beleaguered 787 "Dreamliner," prescribe how to test it and carry out those tests itself, according to testimony and documents released at a hearing Tuesday.
The battery that caught fire in the Japan Airlines 787 Dreamliner in Boston was not overcharged, but government investigators said Sunday there could still be problems with wiring or other charging components.
It's likely that burning lithium ion batteries on two Boeing 787 Dreamliners were caused by overcharging, aviation safety and battery experts said Friday, pointing to developments in the investigation of the Boeing incidents as well as a battery fire in a business jet more than a year ago.
Lithium batteries that can leak corrosive fluid and start fires have emerged as the chief safety concern involving Boeing's 787 Dreamliner, a problem that apparently is far more serious than government or company officials acknowledged less than a week ago.
The government stepped in Friday to assure the public that Boeing's new 787 "Dreamliner" is safe to fly, even as it launched a comprehensive review to find out what caused a fire, a fuel leak and other worrisome incidents this week.
It's been 43 months since the last deadly airline crash in the United States, the longest period without a fatal domestic accident since commercial aviation expanded after World War II. That sounds like unvarnished good news, but one consequence of having such a remarkable record is that it's difficult to justify imposing costly new safety rules on the economically fragile industry.
"In a way, the designee system is admitting the FAA doesn't have the manpower to do what is required, and also that they may not have the expertise," said John Goglia, a former NTSB board member and aviation safety expert.
If industry had to wait for government employees to develop enough technical knowledge to assess new aviation technologies, "we would just never get any products certified," Mr. Goglia said.