As Bert22306 said, "The Chevy Volt and laptop PC batteries, all examples of Li-Ion batteries, have all suffered from these same symptoms" so obviously the probability of an event is not one in a billion flight hours. Furthermore, aircraft cycle through atmospheric pressure changes, operate in high vibration situations, and have much less tolerance for failure. Why is it that electric car and computer users have a more intuitive grasp of battery failure rates than the battery engineers?
There is a March7 Interim Rport on the NTSB website.
In the news, Boeing plans a raft of modifications to the battery pack and wants to get flying asap. As I understand, the root cause has not been found. This is surely unacceptable. At least one example from aviation history (The Comet) where the root cause of a failure was not understood, "fixes" were implemented, but the plane failed again.
I could imagine that the main problem is not to find a technical solution, but to get a new regulatory approval. I do not believe that Boeing can simply replace the battery type and the authorities say: okay, you can fly again.
Still absolutely no new information. For that matter, no information, since we have never been given anything other than the unlikeliest of fault conditions, all of which have been disproven (such as excessive load and incorrectly designed charging cycles).
We should know tonight at 9 PM EDT what the design fix is. Perhaps that will shed some light.
The Chevy Volt and laptop PC batteries, all examples of Li-Ion batteries, have all suffered from these same symptoms. One would think that an aswer would have been more forthcoming, no?
As we unveil EE Times’ 2015 Silicon 60 list, journalist & Silicon 60 researcher Peter Clarke hosts a conversation on startups in the electronics industry. Panelists Dan Armbrust (investment firm Silicon Catalyst), Andrew Kau (venture capital firm Walden International), and Stan Boland (successful serial entrepreneur, former CEO of Neul, Icera) join in the live debate.