After meeting with Boeing executives, top federal aviation officials said on Friday that they would not approve any fix to the battery problems on the 787 jetliner until they were certain that the batteries would not fail again.
“The safety of the flying public is our top priority and we won’t allow the 787 to return to commercial service until we’re confident that any proposed solution has addressed the battery failure risks,” Laura J. Brown, a spokeswoman for the Federal Aviation Administration, said in a statement.
At the meeting on Friday, more than five weeks after the plane was grounded, Boeing executives outlined the company’s latest proposals on how to keep the 787’s new lithium-ion batteries from overheating and how to vent any smoke or hazardous gases out of the plane.
Raymond L. Conner, the president of Boeing’s commercial airplane division, led the group of executives that met with Michael P. Huerta, the administrator of the F.A.A., and John Porcari, the deputy transportation secretary.
The meeting, however, was unlikely to bring about a quick lifting of the 787s’ grounding order. Boeing is asking the F.A.A. to approve the fixes even though safety investigators have not figured out precisely what caused the battery on one plane to ignite and the battery on another to start smoking last month.
After the meeting, federal officials said Boeing would be allowed to conduct a series of test flights to see how the fixes work and to fine-tune its proposals.
Boeing officials say that even though the causes of the battery episodes have not been determined, they have identified the most likely ways in which the new lithium-ion batteries failed. They now want the F.A.A. to approve changes meant to virtually eliminate the odds of future cases and to protect the plane and its passengers if a problem does arise.
In that sense, the meeting on Friday was also aimed at expanding the company’s emphasis from engineering work to the political arena. Besides evaluating the merits of its proposals, Mr. Huerta and the transportation secretary, Ray LaHood, might have to make difficult decisions about how well the fixes minimize the safety risk. Mr. LaHood said last month that the planes “won’t fly until we’re one thousand percent sure they are safe to fly.”
But battery and aviation-safety experts say that it could be hard to meet that standard if the causes of the recent episodes are not totally clear. And the F.A.A. often has to walk a delicate line in balancing its role in promoting aviation as well as ensuring safety.
Engineers at the agency have worked closely with Boeing in developing the possible fixes, and their general support for the concept was crucial in enabling the company to bring those proposals to Mr. Huerta and Mr. Porcari.
But Peter Goelz, a former managing director of the National Transportation Safety Board, an independent board that is investigating the battery problems, said: “These kinds of things always raise the basic question: Is the F.A.A. really a participant or a regulator in this, and how does it play the role of regulator when the only way to get to a solution is by being a partner? It’s always a fine line.”
Mr. Goelz and other former safety officials said Boeing’s proposals were on the right track. But some battery experts said they would like to hear more details about how Boeing would keep the batteries from overheating before judging how well the plans would work.
Boeing has delivered 50 787s so far to eight airlines. The company has much riding on the innovative planes. They are the first commercial jets to be built mostly out of lightweight composite materials that reduce fuel costs. Boeing has orders for 800 more of these planes, nicknamed the Dreamliner.
Investigators at the safety board said a battery that ignited on a 787 parked at Logan Airport in Boston in January had suffered thermal runaway, a chemical reaction that leads the battery to overact. They said the problem started in one of the eight cells in the batteries and spread to the others.
On Friday, Boeing proposed adding insulation between the cells to minimize the risk of a short-circuit cascading through most or all of them.
The company also proposed to add systems to monitor the temperature and activity inside each cell. It would enclose the batteries in sturdier steel boxes to contain any fire, and it would create tubes to vent hazardous gases outside the plane.
Boeing said the redesigned batteries would fit in the same space. After the meeting, it also said in a statement that it was “encouraged by the progress being made toward resolving the issue and returning the 787 to flight for our customers and their passengers around the world.”
F.A.A. Sets Terms for Boeing’s Battery Fixes on 787
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F.A.A. Sets Terms for Boeing’s Battery Fixes on 787
