Boeing 787 Dreamliner battery problems From Wikipedia, the free encyclopedia

Boeing 787 Dreamliner battery problems
From Wikipedia, the free encyclopedia


The grounded Japan Airlines 787 at Boston Logan Airport
In the Boeing 787 Dreamliner's first year of service, at least four aircraft suffered from electrical system problems stemming from its lithium-ion batteries. Although teething problems are common within the first year of a new aircraft design's life, after a number of incidents including an electrical fire aboard an All Nippon Airways 787, and a similar fire found by maintenance workers on a landed Japan Airlines 787 at Boston's Logan International Airport, the United States Federal Aviation Administration (FAA) ordered a review into the design and manufacture of the Boeing 787 Dreamliner, following five incidents in five days involving the aircraft, mostly involved with problems with the batteries and electrical systems. This was followed with a full grounding of the entire Boeing 787 fleet, the first such grounding since that of the McDonnell Douglas DC-10 in 1979.[1] The plane has had two major battery thermal runaway events in 52,000 flight hours, which was substantially less than the 10 million flight hours predicted by Boeing, neither of which were contained in a safe manner.[2]

The National Transportation Safety Board released a report on December 1, 2014, and assigned blame to several groups:[3]

GS Yuasa of Japan, for battery manufacturing methods that could introduce defects not caught by inspection
Boeing’s engineers, who failed to consider and test for worst-case battery failures
The Federal Aviation Administration, that failed to recognize the potential hazard and did not require proper tests as part of its certification process
Contents  [hide]
1 Timeline
2 Groundings
3 Solution
4 See also
5 References
Timeline
In December 2012, Boeing CEO James McNerney told media outlets that the problems were no greater than those experienced by the company with the introduction of other new models, such as the Boeing 777.[4] However, on January 7, 2013, a battery overheated and started a fire in an empty 787 operated by Japan Airlines (JAL) at Boston's Logan International Airport.[5][6] On January 9, United Airlines reported a problem in one of its six 787s with the wiring located in the same area as where the battery fire occurred on JAL's airliner; subsequently, the U.S. National Transportation Safety Board opened a safety probe.[7]

On January 11, 2013, the FAA announced a comprehensive review of the 787's critical systems, including the design, manufacture and assembly of the aircraft. U.S. Department of Transportation secretary Ray LaHood stated the administration was "looking for the root causes" behind the recent issues. The head of the FAA, Michael Huerta, said that so far nothing found "suggests [the 787] is not safe".[8] Japan's transport ministry also launched an investigation in response.[9]

On January 16, 2013, an All Nippon Airways (ANA) 787 made an emergency landing at Takamatsu Airport on Shikoku Island after the flight crew received a computer warning of smoke present inside one of the electrical compartments.[10][11] ANA said that there was an error message in the cockpit citing a battery malfunction. Passengers and crew were evacuated using the emergency slides.[12] According to The Register, there are no fire-suppression systems in the electrical compartments holding batteries, only smoke detectors.[13]

US-based aviation regulators' oversight into the 2007 safety approval and FAA certification of the 787 has now come under scrutiny, as a key US Senate committee prepares for a hearing into the procedures of aviation safety certification "in coming weeks". However, an FAA spokesperson defended their 2007 safety certification of the 787 by saying, "the whole aviation system is designed so that if the worst case happens, there are systems in place to prevent that from interfering with other systems on the plane".[14]

On February 12, 2013 the Wall Street Journal reported that "Aviation safety investigators are examining whether the formation of microscopic structures known as dendrites inside the Boeing Co. 787's lithium-ion batteries played a role in twin incidents that prompted the fleet to be grounded nearly a month ago."[15]

On January 14, 2014, Japan Airlines said a maintenance crew at Narita Airport discovered smoke coming from the main battery of one of its Boeing 787 jets, two hours before the plane was due to fly to Bangkok from Tokyo. Maintenance workers found smoke and unidentified liquid coming from the main battery, and alarms in the cockpit indicated faults with the power pack and its charger. The airline said no other equipment was affected by the incident. The cause was not immediately known, and the airline is investigating the incident.[16]

In January 2014, a battery in a Japanese Airlines 787 emitted smoke from the battery's protection exhaust and partially melted while the aircraft was undergoing pre-flight maintenance. The cause of this latest incident remains under investigation.[17][18][19] Soon after this incident, the Guardian noted that 'The agency [US Federal Aviation Administration] also launched a review of the design, manufacture and assembly of the 787 in January last year and said its report would be released last summer, but it has so far not released the report and has not responded to questions about when it will be finished.'[20]

Groundings
On January 16, 2013, both major Japanese airlines ANA and JAL announced that they were voluntarily grounding or suspending flights for their fleets of 787s after multiple incidents involving different 787s, including emergency landings. These two carriers operated 24 of the 50 Dreamliners delivered to that date.[21][22] It was estimated the grounding could cost ANA over $1.1 million a day.[23]

Wikinews has related news: FAA orders review of Boeing 787 Dreamliners following week of incidents
On January 16, 2013, the Federal Aviation Administration (FAA) issued an emergency airworthiness directive ordering all U.S.-based airlines to ground their Boeing 787s until yet-to-be-determined modifications were made to the electrical system to reduce the risk of the battery overheating or catching fire.[24] This was the first time that the FAA had grounded an airliner type since 1979.[1] The FAA also announced plans to conduct an extensive review of the 787's critical systems. The focus of the review was on the safety of the lithium-ion batteries[1] that use lithium cobalt oxide(LiCoO2) as the positive electrode. These electrodes are known for their thermal runaway hazard and provide oxygen for a fire. The 787 battery contract was signed in 2005,[25] when LiCoO2 batteries were the only type of lithium aerospace battery available, but since then newer and safer[26] types (such as LiFePO4) and LiMn2O4 (Lithium Manganate), which provide less reaction energy during thermal runaway, have become available.[27][28] The FAA approved a 787 battery in 2007 with nine "special conditions".[29][30] A battery approved by the FAA (through Mobile Power Solutions) was made by Rose Electronics using Kokam cells,[31] but the batteries installed in the 787 were made by Yuasa.[32]


Three All Nippon Airways 787 aircraft grounded at Tokyo on January 27, 2013
On January 20, the NTSB declared that overvoltage was not the cause of the Boston incident, as voltage did not exceed the battery limit of 32 V,[33] and the charging unit passed tests. The battery had signs of short circuiting and thermal runaway.[34] Despite this, on January 24 the NTSB announced that it had not yet pinpointed the cause of the Boston fire; the FAA would not allow U.S.-based Dreamliners to fly again until the problem was found and corrected. In a press briefing that day, NTSB Chairwoman Deborah Hersman said that the NTSB had found evidence of failure of multiple safety systems designed to prevent these battery problems, and stated that fire must never happen on an aircraft.[35] The Japan Transport Safety Board (JTSB) has said on January 23 that the battery in ANA jets in Japan reached a maximum voltage of 31 V (lower than the 32 V limit like the Boston JAL 787), but had a sudden unexplained voltage drop[36] to near zero.[37] All cells had signs of thermal damage before thermal runaway.[38] ANA and JAL had replaced several 787 batteries before the mishaps.[37] As of January 29, 2013, JTSB approved the Yuasa factory quality control[39][40][41] while the American NTSB continues to look for defects in the Boston battery.[42]

Industry experts disagreed on consequences of the grounding: Boeing's competitor Airbus was confident that Boeing would resolve the issue[43] and that no airlines would switch to a different type of aircraft,[44] while other experts saw the problem as "costly"[45] and "could take upwards of a year".[46]

Only two U.S.-based airlines operated the Dreamliner at the time – United Airlines and American Airlines.[47] Chile's Directorate General of Civil Aviation (DGAC) grounded LAN Airlines' three 787s.[48] The Indian Directorate General of Civil Aviation (DGCA) directed Air India to ground its six Dreamliners. The Japanese Transport Ministry made the ANA and JAL groundings official and indefinite following the FAA announcement.[49] The European Aviation Safety Agency also followed the FAA's advice and grounded the only two European 787s, operated by LOT Polish Airlines.[50] Qatar Airways announced it was grounding its five Dreamliners.[51] Ethiopian Air was the final operator to announce temporary groundings, of its four Dreamliners.[52]

As of January 17, 2013, all 50 of the aircraft were grounded.[52][53][54] On January 18, Boeing announced that it was halting 787 deliveries until the battery problem was resolved.[55] On February 4, 2013, the FAA permitted Boeing to conduct test flights of 787 aircraft to gather additional data.[56]

Solution
Ambox current red.svg
This section needs to be updated. Please update this article to reflect recent events or newly available information. (August 2016)
The Federal Aviation Administration decided on April 19, 2013 to allow US Dreamliners to return to service after changes were made to their battery systems to better contain battery fires.[57] Japanese authorities announced they were doing the same for their airplanes. The causes of the battery failures are still unknown. There is still concern that because the root cause of the fires were not identified, the solutions put in place by Boeing will not be able to cover the full range of possible failure modes. These include problems that may arise from poor systems integration between the engine indicating and crew alerting system (EICAS) and the battery management system [58]

In December 2014 the NTSB criticized the FAA, Boeing and the battery manufacturer for the faults,[59][60][61][62][63][64] as well as the performance of the flight data recorder.[65] The Japan Civil Aviation Bureau wants Boeing to redesign the battery.[66]

See also
Aviation portal
Lithium Ion Batteries and Safety
Lithium Cobalt Oxide - LiCoO2
Plug-in electric vehicle fire incidents (related to lithium-ion batteries)
UPS Airlines Flight 6, a crash caused by the thermal runaway of its lithium-ion battery cargo.
References[edit]
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Jump up ^ Ostrower, Jon (2013-02-11). "Microscopic 'Dendrites' a Focus in Boeing Dreamliner Probe - WSJ.com". Online.wsj.com. Retrieved 2013-02-22.
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^ Jump up to: a b CHRISTOPHER DREW, HIROKO TABUCHI and JAD MOUAWAD (January 29, 2013). "Boeing 787 Battery Was a Concern Before Failure". The New York Times. Retrieved January 30, 2013.
Jump up ^ Hradecky, Simon (Feb 5, 2013). "ANA B788 near Takamatsu on Jan 16th 2013, battery problem and burning smell on board". Aviation Herald. Retrieved Feb 6, 2013.
Jump up ^ "JTSB report JA804A" (Archive). Japan Transport Safety Board - See Japanese version (Archive) (The Japanese version is the version of record, and it prevails in case of any differences between it and the English version) and "航空重大インシデント調査報告書説明資料" (Archive).
Jump up ^ TABUCHI, HIROKO (January 28, 2013). "No Quality Problems Found at Battery Maker for 787". The New York Times. Retrieved January 30, 2013.
Jump up ^ Chris Cooper and Kiyotaka Matsuda (January 28, 2013). "GS Yuasa Shares Surge as Japan Ends Company Inspections". BusinessWeek. Retrieved January 29, 2013.
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Jump up ^ "Airbus CEO `Confident' Boeing Will Find Fix for 787" Bloomberg, January 17, 2013.
Jump up ^ Robert Wall & Andrea Rothman (January 17, 2013). "Airbus Says A350 Design Is 'Lower Risk' Than Troubled 787". Bloomberg. Retrieved January 17, 2013. “I don’t believe that anyone’s going to switch from one airplane type to another because there’s a maintenance issue,” Leahy said. “Boeing will get this sorted out.”
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^ Jump up to: a b "U.S., others ground Boeing Dreamliner indefinitely". Reuters. January 16, 2013. Retrieved January 17, 2013.
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Jump up ^ Trimble, Stephen (29 December 2014), "Japan presses Boeing to redesign 787 battery", Flightglobal, Reed Business Information, archived from the original on 30 December 2014, retrieved 30 December 2014

Patrick Brown (politician) Political views

Political views

Brown characterizes himself as a 'pragmatic conservative' and has noted his limited support from labour unions.[citation needed]


During his Ontario PC Party leadership campaign, Brown was noted for his social conservatism,[2][3] and his criticism of Ontario's sex education in schools.[4] However, since his victory he has been successful in pushing the Ontario PC Party towards the "political centre." [5] Patrick Brown would go on to become the first Ontario PC Leader to march in the Toronto Pride Parade.[6] At his first Ontario PC Convention as Leader, Brown boldly affirmed his belief in anthropogenic climate change and announced his support for a revenue-neutral price on carbon.[7]


His new progressivism, stands in contrast to his voting record from a decade ago. In December 2006, as an MP, Brown voted to repeal same-sex marriage in Canada.[2][8] Brown also voted against several bills between 2011 and 2013, which were aimed at amending the Canadian Human Rights Act to include gender expression and identity, and the Criminal Code, to prevent discrimination.[9] On September 26, 2012, Brown voted in favour of Stephen Woodworth's private member's bill to create a special committee to examine the legal definition of when a fetus becomes a human being,[10] which many argued would reopen the abortion debate in Canada. Brown did so, even though then Prime Minister Stephen Harper voted against the bill and said that Canadians did not want to reopen the abortion debate.[11][12] Since becoming Ontario's Progressive Conservative party leader, Brown has stated that it's not a provincial issue, and doesn't intend to revisit it in the Ontario Legislature.[13]


Patrick Brown's first Private Member's Bill in the Ontario Legislature, Bill 151 the Estate Administration Tax Abolition Act, was an attempt to eliminate the death tax.[14] His bill was voted down at Second Reading by the Liberal Government's majority.


His critics have called him 'policy-lite' since he made no policy statements during the Progressive Conservative leadership campaign.[15] Since winning the leadership race, he has focused his plan on four main issues which he suggests will lead to a more "prosperous province"; less red tape, improved transportation corridors, affordable energy, and addressing Ontario's growing skills gap.[16]


Municipal politics
Brown was elected to the Barrie City Council in 2000 at age 22 while still a student, becoming the youngest councillor ever elected to the Barrie City Council. He defeated the incumbent councillor. He was re-elected in 2003 with 72 percent of the vote.


Brown was seen as a very active member of council, serving on various Committees, including the Budget Committee. Brown's primary focus while on council was health care, despite it being a provincial responsibility. In response to a shortage of doctors, Brown founded the Physician Recruitment Task Force with the Royal Victoria Hospital to help attract more doctors to Barrie.[17]


Federal politics
In the 2004 federal election, Brown ran as the Conservative Party candidate in the riding of Barrie. He lost to incumbent Aileen Carroll by 1,295 votes.[18] Brown ran again in 2006 this time defeating Carroll by 1,523 votes.[19] He was re-elected in the 2008 election by 15,295 votes over Liberal candidate Rick Jones.[20]


In November 2010, the Canadian Taxpayers Federation expressed concern about how Patrick Brown used his Canadian House of Commons account. He sent flyers to his riding which included a letter of support and a flyer from Barrie City Councillor Michael Prowse. Brown used his House of Commons account to pay for the mailing because Michael Prowse could not afford to send the flyer out himself.[21]


In the 2011 election, Brown was elected to his third term in office.[22]


On September 28, 2014, he announced his intention to run in the 2015 Ontario party leadership election. He registered as a leadership candidate on November 20, 2014. He said that, unlike the other candidates, he was not involved in the four consecutive losses that have kept the Ontario PCs out of power since 2003.[23] Fellow Ontario MP Rick Dykstra endorsed him.[24]


Provincial politics
See also: Progressive Conservative Party of Ontario leadership election, 2015
In September 2014, Brown announced his intention to run in the contest to replace PC Party Leader, Tim Hudak. From the outset of his campaign, Brown positioned himself as an outsider, challenging the leadership of the PC Party, which had been defeated in the last four provincial elections. In the most recent election campaign, in 2014, the party election platform included a commitment to "cut 100,000 government jobs". As the only one of the original five leadership candidates who was not a member of the Ontario legislature, Brown claimed not to have been involved in the promise, which he considered "ill-advised",[23][25] despite attending the announcement in his home riding.[26] Brown's rivals attempted to use this same lack of previous involvement in provincial politics as an argument against his leadership bid.[27][28]


In March, Brown emerged as the front-runner in the leadership election, having sold over 40,000 of the 70,000 memberships in the party.[29][30][31][32] During the campaign, Brown was successful in bringing many new members to the party. The past four leadership contests had been won by those who sold the most memberships.[33]


Brown was endorsed by the Campaign Life Coalition and the Ontario Landowners Association.[34][35] During Brown's leadership bid both special interest groups actively supported him by selling Ontario PC Party memberships amongst their members.[36][37]


Brown was criticized by his rivals and in the media for not resigning his federal seat during the leadership campaign.[38] Brown was frequently absent from the House of Commons for votes during the leadership campaign and had one of the worst voting attendance records in the Conservative Party caucus and of any MP between September to December 2014.[39] A spokesperson for Prime Minister Stephen Harper confirmed that members aren't expected to step down but are expected to "continue to fulfill their parliamentary responsibilities, including membership on committees and attendance at votes."[40]


The campaign started with five candidates including Vic Fedeli, Lisa MacLeod, and Monte McNaughton. All three withdrew in early 2015 citing membership recruitment or financial reasons. On May 9, 2015, Brown was elected leader, defeating his only remaining opponent, Christine Elliott, winning with 61.8% of the membership vote.[41][42]


Brown, who resigned his seat in the House of Commons on May 13, 2015, days after winning the provincial leadership, led the Progressive Conservative party from outside the legislature during most of the summer.[43] On July 22, 2015, Garfield Dunlop agreed to step down as MPP for Simcoe North on August 1 in order to open up a seat for Brown. A provincial by-election, called for September 3, 2015, was won by Brown.[44][45][46]


Electoral record

ntario provincial by-election, September 3, 2015: Simcoe North

Resignation of Garfield Dunlop

Party Candidate Votes % ∆%

Progressive Conservative Patrick Brown 21,095 53.68 +9.74

Liberal Fred Larsen 9,281 23.62 –8.90

New Democratic Elizabeth Van Houtte 6,637 16.89 +1.34

Green Valerie Powell 1,791 4.56 –3.43

New Reform James Gault 200 0.51 –

People's Political Party Kevin Clarke 146 0.37 –

Libertarian Darren Roskam 104 0.26 –

Pauper John Turmel 47 0.12 –

Total valid votes 39,301 100.0

Total rejected, unmarked and declined ballots 170 0.43

Turnout 39,471 40.71

Eligible voters 96,950

Progressive Conservative hold Swing +9.32

Source(s) [show]

[hide]Canadian federal election, 2011

Party Candidate Votes % ∆% Expenditures

Conservative Patrick Brown 32,121 56.69 +4.32

New Democratic Myrna Clark 11,846 20.91 +8.90

Liberal Colin Wilson 9,111 16.08 -7.80

Green Erich Jacoby-Hawkins 3,271 5.77 -5.33

Libertarian Darren Roskam 150 0.26 -0.23 –

Marxist–Leninist Christine Nugent 82 0.14 -0.02 –

Canadian Action Jeff Sakula 77 0.14 –

Total valid votes/Expense limit 56,651 100.00 –

Total rejected ballots 174 0.31 –

Turnout 56,825 60.70 – –

Conservative hold Swing -2.29

[hide]Canadian federal election, 2008

Party Candidate Votes % ∆% Expenditures

Conservative Patrick Brown 27,927 52.37 +10.5 $91,512

Liberal Rick Jones 12,732 23.88 -15.3 $80,023

New Democratic Myrna Clark 6,403 12.01 -0.2 $16,038

Green Erich Jacoby-Hawkins 5,921 11.10 +4.3 $58,204

Libertarian Paolo Fabrizio 260 0.49 N/A $171

Marxist–Leninist Christine Anne Nugent 84 0.16 N/A $0

Total valid votes/Expense limit 53,327 100 $92,671

[hide]Canadian federal election, 2006

Party Candidate Votes % ∆% Expenditures

Conservative Patrick Brown 23,999 41.88 +1.8 $81,530

Liberal Aileen Carroll 22,476 39.18 -3.5 $69,313

New Democratic Peter Bursztyn 6,984 12.18 +1.5 $14,496

Green Erich Jacoby-Hawkins 3,874 6.76 +0.2 $19,036

[hide]Canadian federal election, 2004

Party Candidate Votes %

Liberal Aileen Carroll 21,233 42.7

Conservative Patrick Brown 19,938 40.1

New Democratic Peter Bursztyn 5,312 10.7

Green Erich Jacoby-Hawkins 3,288 6.6

References[edit]

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Jump up ^ "Patrick Brown says he supports putting a price on carbon". CBC.ca. The Canadian Press.

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Jump up ^ Payton, Laura (September 21, 2012). "'Human being' motion excuse to open abortion debate, MPs say". CBC News.

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Jump up ^ Watt, Laurie (Feb 12, 2006). "MP Brown off to Ottawa 'to make Barrie better'". Huntsville Forester.

Jump up ^ "Election results...riding by riding". The Globe and Mail. June 29, 2004. p. A14.

Jump up ^ "Election results...riding by riding". The Globe and Mail. January 24, 2006. p. A16.

Jump up ^ "Ontario Results". The Toronto Star. October 15, 2008. p. U2.

Jump up ^ Raj, Althia (2010-11-14). "Call for review of MPs' mailing privileges". Toronto Sun. Retrieved 2010-12-03.

Jump up ^ Bowe, Raymond (May 3, 2011). "Brown wins third term". Barrie Examiner. Retrieved 2015-03-25.

^ Jump up to: a b "Tory MP Patrick Brown joins Ontario PC leadership race". 2014-09-28. Retrieved 2015-03-25.

Jump up ^ "Rick Dykstra will not seek Ontario PC leadership bid". News Talk 610 CKTB Radio. September 12, 2014. Retrieved 2015-03-25.

Jump up ^ Morrow, Adrian (September 28, 2014). "Brown launches bid for Ontario PC leadership, promises 'fresh start'". The Globe and Mail. Retrieved March 26, 2015.

Jump up ^ Benzie, Robert; Ferguson, Rob; Brennan, Richard J. (May 9, 2015). "Patrick Brown wins Ontario PC leadership". Toronto Star. Retrieved May 10, 2015.

Jump up ^ Benzie, Robert (February 11, 2015). "Sparks fly at PC Debate over Patrick Brown's lack of a seat". Toronto Star. Retrieved March 26, 2015.

Jump up ^ McInroy, Ian (September 28, 2014). "Brown seeking Ontario PC leadership". Barrie Examiner. Retrieved March 3, 2015.

Jump up ^ Benzie, Robert; Ferguson, Rob (March 1, 2015). "Patrick Brown sells more than 40,000 Ontario PC memberships". Toronto Star. Retrieved April 4, 2015.

Jump up ^ Chase, Sean (2015-03-29). "Patrick Brown promises to reset PC party". Daily Observer. Retrieved 2015-04-27.

Jump up ^ Maloney, Ryan (April 14, 2015). "Patrick Brown Leads Christine Elliott In Ontario PC leadership race, poll suggests". The Huffington Post Canada. Retrieved April 27, 2015.

Jump up ^ Matys, Frank (April 21, 2015). "Patrick Brown: From long shot to front runner". Barrie Advance. Retrieved April 27, 2015.

Jump up ^ Benzie, Robert; Ferguson, Rob (March 1, 2015). "Patrick Brown sells more than 40,000 Ontario PC memberships". Toronto Star. Retrieved March 26, 2015.

Jump up ^ "Patrick Brown wins Ontario PC leadership". Toronto Star. May 9, 2015.

Jump up ^ "Ontario PCs pick a pro-lifer to lead their rebirth". Toronto Star. May 9, 2015.

Jump up ^ "Ontario Progressive Conservatives to crown new leader". Innisfil Examiner. May 9, 2015.

Jump up ^ "Ontario PC Leadership Endorsement by CLC". Campaign Life Coalition. January 29, 2015.

Jump up ^ "Christine Elliott says she didn't know specifics of job cut plan". February 12, 2015. Retrieved March 26, 2015.

Jump up ^ Fekete, Jason (January 16, 2015). "Ontario PC leadership contender Patrick Brown has spotty voting attendance in Commons". Ottawa Citizen. Retrieved March 26, 2015.

Jump up ^ O'Malley, Kady (January 22, 2015). "Patrick Brown does double duty as MP and Ontario PC leadership contender". CBC News. Retrieved March 26, 2015.

Jump up ^ Elliot, Josh (May 9, 2015). "Patrick Brown elected leader of Ontario PC party". CTVNews.ca. Retrieved May 9, 2015.

Jump up ^ "Patrick Brown wins Ontario PC leadership race". CBC News. 2015-05-10. Retrieved 2015-05-10.

Jump up ^ "Barrie MP Patrick Brown resigns seat as he shifts to lead provincial PCs". Ottawa Citizen. May 13, 2015. Retrieved May 14, 2015.

Jump up ^ "Ontario PC leader Patrick Brown seeking seat in Simcoe North riding". Globe and Mail. July 22, 2015. Retrieved July 22, 2015.

Jump up ^ "PC Leader Patrick Brown projected to win in Simcoe North byelection". CBC News. September 3, 2015. Retrieved September 3, 2015.

Jump up ^ "Wynne changes course, gives PC leader chance to run in early byelection". Toronto Star. Retrieved August 2, 2015.

External links[edit]

Ontario Legislative Assembly Parliamentarian History

Patrick Brown – Parliament of Canada biography

Speeches, votes and activity at OpenParliament.ca

Emirates Flight 521 3 August 2016

Emirates Flight 521
From Wikipedia, the free encyclopedia
Emirates Flight 521
Boeing 777-31H, Emirates AN1633283.jpg
A6-EMW, the aircraft involved in the accident, pictured in 2009 at Dubai International Airport
Accident summary
Date 3 August 2016
Summary Crashed during go-around attempt, fire, under investigation
Site Dubai International Airport
Dubai, United Arab Emirates
Runway 12L
Passengers 282
Crew 18
Injuries (non-fatal) 14[1][2]
Fatalities 1 (firefighter)[1][3]
Survivors 300 (all)
Aircraft type Boeing 777-300
Operator Emirates
Registration A6-EMW
Flight origin Trivandrum International Airport
Thiruvananthapuram, India
Destination Dubai International Airport
Dubai, United Arab Emirates
Emirates Flight 521 was a scheduled international passenger flight from Thiruvananthapuram, India, to Dubai, United Arab Emirates,[4] operated by Emirates using a Boeing 777-300.[5] On 3 August 2016, the aircraft carrying 282 passengers[6] and 18 crew[7] crashed upon landing at Dubai International Airport, at approximately 12:45 local time.[8][9]

All 300 people on board survived the accident and were evacuated from the aircraft. Thirteen injuries were reported; ten of those injured were taken to a local hospital, while the remaining three received treatment at the airport.[10] An airport firefighter died during the rescue operation.[3] This accident was the first hull loss of an aircraft operated by Emirates airlines.[11]

Contents  [hide]
1 Aircraft
2 Flight
3 Passengers and crew
4 Investigation
5 Aftermath
6 References
7 External links
Aircraft
The aircraft involved was a 13-year-old Boeing 777-31H with the registration A6-EMW, serial number 434. It made its first flight on 7 March 2003. It was delivered new to Emirates on 28 March 2003 and was equipped with two Rolls-Royce Trent 892 engines.[12]

Flight
On 3 August 2016, Flight EK521 took off from Trivandrum International Airport (TRV) at 10:34 IST (05:04 UTC), 29 minutes after its scheduled departure time. It was scheduled to land at Dubai International Airport (DXB) at 12:24 GST (08:24 UTC).[13]

The approach and landing were normal from the air traffic control (ATC) point of view, with no emergency declared according to ATC recordings at the time.[10][14] The crew reported that they were going around, after which the tower instructed them to climb to 4,000 feet, which was acknowledged by the crew. Shortly after, the tower instructed the next flight to go around and alerted emergency services.[10] Wind shear and an ambient temperature of 48 °C (118 °F) were reported.[15] Eyewitness accounts suggested that the landing gear retracted during a failed go-around attempt.[10]

The incident occurred at 12:44 Gulf Standard Time (08:44 UTC). Footage was taken showing the aircraft skidding along runway 12L after striking the tarmac with its right wing.[16][15] All 300 passengers and crew were safely evacuated.[17] Reports were of a major fire and large amounts of black smoke on the runway. The airport was closed during and following the incident, which resulted in major diversions.[18]

Photographs of the aircraft on its belly[19] suggest the landing gear may have collapsed on landing or been up for the whole approach. It is unclear whether the landing gear was retracted during a go-around attempt. Passengers were told by the pilot moments before landing that there was a problem with the landing gear.[19] Before the aircraft finished skidding down the runway, the number 2 (starboard) engine detached.[20] Large explosions were observed flipping objects around during the post-evacuation fire. The aircraft was completely destroyed by the ensuing fire.[21] An explosion resulted in the death of a firefighter, a Ras al-Khaimah resident named Jasim Issa Mohammed Hasan.[19]

Passengers and crew
The aircraft had 282 passengers and 18 crew members.[22] The captain was a Dubai native and the first officer was Australian.[23] Passengers were criticized for giving priority to luggage instead of deplaning urgently.[24]

Investigation
The General Civil Aviation Authority (GCAA) is responsible for investigating civil aviation accidents in the United Arab Emirates. It has opened an investigation into the accident.[25] According to the GCAA, the investigation will take three to five months to complete and will be assisted by Emirates, Boeing and Rolls-Royce.[26] In addition, the NTSB have sent a five-person team to join the other investigators.[27] On 4 August 2016, the flight data recorder and cockpit voice recorder were recovered.[28][29]

Aftermath

A memorial poster in a fire station in Kerala of Jasim Issa Mohammed Hasan, the Emirati fire fighter who lost his life in the rescue efforts.
Following the accident, the airport was closed for 5½ hours; several flights were diverted to nearby airports such as Sharjah International Airport and Al Maktoum International Airport.[30] The closure led Emirates and Flydubai to cancel several of their flights,[31][32] and also affected 23,000 passengers at the airport.[33] Dubai International Airport resumed operations at 18:30 local time,[34][35] at restricted capacity, utilizing only one runway and maximizing the use of the runways at Al Maktoum International Airport.[33] Arrival flights were prioritized over departure flights.[36]

On 4 August 2016, Emirates and Dubai Airport announced that there would be flight disruptions for 48 hours, the airport being in recovery mode as an effort to handle backlogged flights affected by the accident.[36][37] Around 19,000 passengers were affected by the disruption when several inbound and departing flights were cancelled.[38] The second runway was repaired and reopened at 17:45 local time.[39] On 6 August 2016, the airport resumed normal operations, 72 hours after the accident.[40][41]

References
^ Jump up to: a b Dean, Jon (3 August 2016). "Emirates plane crash fire: Live updates after jet crash-lands at Dubai International Airport with 24 Brits on board". Mirror. Retrieved 3 August 2016.
Jump up ^ Burke, Louise (3 August 2016). "Dubai plane crash: Emirates expects network-wide delay after flight EK521 bursts into flames on crash-landing". Telegraph (UK). Retrieved 3 August 2016.
^ Jump up to: a b "Firefighter dies responding to Emirates plane fire at Dubai airport". The National (UAE). 3 August 2016. Retrieved 3 August 2016.
Jump up ^ Emirates (3 August 2016). "Emirates airline on Twitter" (Tweet).
Jump up ^ "Playback of Emirates flight EK521". Flightradar24. Retrieved 3 August 2016.
Jump up ^ Mitchell, Georgina (3 August 2016). "Smoke pours from plane after 'crash-landing' incident at Dubai Airport". The Sydney Morning Herald. Retrieved 3 August 2016.
Jump up ^ "Emirates flight EK521 from Thiruvananthapuram crash lands at Dubai airport – Firstpost". 3 August 2016. Retrieved 3 August 2016.
Jump up ^ Emirates (3 August 2016). "Emirates airline on Twitter" (Tweet).
Jump up ^ "Emirates plane crash-lands at Dubai airport". BBC News. Retrieved 3 August 2016.
^ Jump up to: a b c d "Accident: Emirates B773 at Dubai on Aug 3rd 2016, touched down during go-around without gear, aircraft on fire". Aviation Herald. Retrieved 3 August 2016.
Jump up ^ "Fire guts Emirates jet after hard landing; one firefighter dies". Reuters. 3 August 2016. Retrieved 3 August 2016.
Jump up ^ "mages Of The Emirates Plane That Burst Into Flames In Dubai". NDTV. NDTV Convergence Ltd. Retrieved 6 August 2016.
Jump up ^ "Emirates 521 – 03-Aug-2016/ TRV – DXB". FlightAware. Retrieved 8 July 2013.
Jump up ^ "OMDB Towers, 3 Aug 2016 0830-0900Z". LiveATC.net. Retrieved 3 August 2016.
^ Jump up to: a b "A6-EMW Accident description". Aviation Safety Network. Retrieved 3 August 2016.
Jump up ^ "Dubai airport fire: Emirates plane in flames on runway after 'crash landing'". Independent.
Jump up ^ DXBMediaOffice (3 August 2016). "All reported safe" (Tweet).
Jump up ^ FlightRadar24 (3 August 2016). "Dubai International Airport remains closed for takeoffs & landings after earlier #EK521 accident." (Tweet).
^ Jump up to: a b c "Alive! 300 passengers – including 24 Brits – escape when their Emirates jet crash-lands at Dubai airport after catching fire in the air and EXPLODING on landing". Daily Mail. Retrieved 3 August 2016.
Jump up ^ Flight_Report (3 August 2016). "Seconds after the crash, aircraft sliding on his belly with engine No. 2 detached" (Tweet).
Jump up ^ UAVPilot07 (3 August 2016). "Flight 521 explosion on DXB tarmac" (Tweet).
Jump up ^ "Emirates airliner with 300 on board crash-lands in Dubai ." Associated Press at the Los Angeles Times. 3 August 2016. Retrieved 3 August 2016.
Jump up ^ "Australian co-pilot Jeremy Webb escaped Emirates plane crash in Dubai". News.com.au. 5 August 2016. Retrieved 6 August 2016.
Jump up ^ Bhattacharya, Sindhu (5 August 2016). "Emirates flight EK521 crash: Why passengers think about bags, not lives in emergency". Firstpost. Retrieved 6 August 2016.
Jump up ^ General Civil Aviation Authority [gcaa_uae] (3 August 2016). "(untitled)" (Tweet).
Jump up ^ Alexander Cornwell (4 August 2016). "Exclusive: Emirates EK521 investigation to take 3 to 5 months". Gulf News. Al Nasir Publishing. Retrieved 4 August 2016.
Jump up ^ "Emirates jet tried to abort landing shortly before Dubai crash (VIDEO)". Malay Mail Online. Dubai. 6 August 2016. Retrieved 7 August 2016.
Jump up ^ Kelly Clarke (4 August 2016). "DXB facilities now 'fully operational', black box recovered". Khaleej Times. Retrieved 4 August 2016.
Jump up ^ Alexander Cornwell (4 August 2016). "Investigators recover EK521 recorders". Gulf News. Al Nasir Publishing. Retrieved 4 August 2016.
Jump up ^ "Flight EK521: Landing gear issues not confirmed". Gulf News. Al Nasir Publishing. 4 August 2016. Retrieved 4 August 2016.
Jump up ^ Sneha May Francis (3 August 2016). "Flydubai cancels all flights". Emirates 247. Dubai Media Incorporated. Retrieved 4 August 2016.
Jump up ^ "Flight operations resume at Dubai airport". Khaleej Times. 3 August 2016. Retrieved 4 August 2016.
^ Jump up to: a b "Dubai airport day 2: Flight cancellation and warning of delays". Gulf News. Al Nasir Publishing. 4 August 2016. Retrieved 4 August 2016.
Jump up ^ Kelly Clarke and Nivriti Butalia (4 August 2016). "Emirates incident: Guess what costs $1 million a minute?". Khaleej Times. Retrieved 4 August 2016.
Jump up ^ Sneha May Francis; Bindu Rai (3 August 2016). "DXB departures, arrivals resume". Emirates 247. Dubai Media Incorporated. Retrieved 4 August 2016.
^ Jump up to: a b Nadeem Hanif (4 August 2016). "Flight disruptions expected at Dubai airport for 48 hours following crash landing". The National. Abu Dhabi Media. Retrieved 4 August 2016.
Jump up ^ Aarti Nagraj (4 August 2016). "Dubai airport on 'recovery mode' for next 48 hours". Gulf Business. Motivate Publishing. Retrieved 4 August 2016.
Jump up ^ Cleofe Maceda (4 August 2016). "19,000 passengers affected by EK521 accident". Gulf News. Al Nasir Publishing. Retrieved 4 August 2016.
Jump up ^ Shoshana Kedem (4 August 2016). "Dubai International Airport reopens runway after fire on Emirates flight". 7Days. Catchpole Communications FZ-LLC. Retrieved 4 August 2016.
Jump up ^ Alexander Cornwell. "Dubai International returns to full capacity after Emirates fire". Gulf News. AL Nasir Publishing. Retrieved 6 August 2016.
Jump up ^ Ismail Sebugwaawo (6 August 2016). "Dubai airport flights 'back to normal' after Emirates accident". 7Days. Catchpole Communications FZ-LLC. Retrieved 6 August 2016.

Lukács v. Canadian Transportation Agency Federal Court of Appeal Decision copy

http://decisions.fca-caf.gc.ca/fca-caf/decisions/en/item/145216/index.do?r=AAAAAQA4THVrw6FjcyB2LiBDYW5hZGlhbiBUcmFuc3BvcnRhdGlvbiBBZ2VuY3ksIDIwMTYgRkNBIDE3NCAB


Date: 20160609


Docket: 16-A-17
Citation: 2016 FCA 174

CORAM:
GAUTHIER J.A.
WEBB J.A.
GLEASON J.A.

BETWEEN:

GÁBOR LUKÁCS
Appellant

and

CANADIAN TRANSPORTATION AGENCY AND NEWLEAF TRAVEL COMPANY INC.
Respondents

Dealt with in writing without appearance of parties.

Order delivered at Ottawa, Ontario, on June 9, 2016.

REASONS FOR ORDER BY:

GLEASON J.A.
CONCURRED IN BY:
GAUTHIER J.A.
WEBB J.A.


Date: 20160609


Docket: 16-A-17
Citation: 2016 FCA 174

CORAM:
GAUTHIER J.A.
WEBB J.A.
GLEASON J.A.

BETWEEN:

GÁBOR LUKÁCS
Appellant

and

CANADIAN TRANSPORTATION AGENCY AND NEWLEAF TRAVEL COMPANY INC.
Respondents

REASONS FOR ORDER

GLEASON J.A.

[1] The appellant, Dr. Gábor Lukács, is seeking leave to appeal Decision 100-A-2016 of the Canadian Transportation Agency, issued on March 29, 2016 [the Decision]. In the Decision, the Agency made two determinations. First, it decided that resellers of domestic air service are no longer required to hold licences under the Canada Transportation Act, S.C. 1996, c. 10 [the CTA], so long as they do not hold themselves out as an air carrier operating an air service. Second, in application of the foregoing, the Agency held that the respondent, Newleaf Travel Company Inc., was such a reseller and therefore not required to hold a licence. In so deciding, the Agency modified its previous interpretation of subsection 55(1) and paragraph 57(a) of the CTA that it had applied to several other domestic resellers of air services.
[2] Dr. Lukács submits the Agency made an error of law as its changed interpretation of subsection 55(1) and paragraph 57(a) of the CTA is unreasonable. He also alleges that the Agency lacked jurisdiction to undertake the inquiry which led to the new interpretation of the licencing requirements applicable to resellers of domestic air services. The issues in the proposed appeal therefore raise questions that fall within the scope of section 41 of the CTA.
[3] Newleaf does not contest this but rather says that Dr. Lukács lacks standing to commence this appeal as he was not a party to the proceeding before the Agency. It also asserts that Dr. Lukács has failed to raise an arguable case in respect of the issues that he has raised.
[4] Contrary to what Newleaf asserts, the materials filed do raise an arguable case and Dr. Lukács does have standing to commence this appeal, either as a private or public interest applicant.
[5] Dr. Lukács participated in the consultation before the Agency undertaken with respect to the change in the interpretation of the licencing requirements applicable to domestic resellers of air service, which is sufficient to afford him standing to launch this appeal.
[6] Even if this were not the case, he would possess standing as a public interest litigant. The test for public interest standing involves consideration of three inter-related factors: first, whether there is a justiciable issue, second, whether the individual seeking standing has a genuine interest in the issue, and, third, whether the proposed proceeding is a reasonable and effective way to bring the matter before the courts: Canada (Attorney General) v. Downtown Eastside Sex Workers United Against Violence Society, 2012 SCC 45, [2012] 2 S.C.R. 524 at paras. 36-37. As leave is being granted, this appeal raises a justiciable issue. It is undisputed that Dr. Lukács is an air passenger rights advocate, who has frequently brought applications to this Court in respect of Agency decisions, and therefore does have a genuine interest in the issues raised in this appeal. Finally, an appeal by someone like Dr. Lukács is an effective way for the issues raised in this appeal to be brought before the Court as Newleaf would not challenge the Decision rendered in its favour.
[7] Thus, leave should be granted to Dr. Lukács to commence this appeal.
[8] Dr. Lukács requests that this appeal be expedited and joined for hearing with an earlier judicial review application he commenced, challenging the jurisdiction of the Agency to embark upon the inquiry that led to the Decision (Federal Court of Appeal File A-39-16). The judicial review application in File A-39-16 is being conducted on an expedited basis. If the judicial review application is not rendered moot by this appeal, it makes sense that this appeal and the judicial review application be heard one immediately after the other by the same panel of this Court as there is considerable overlap between the files. It also is appropriate to expedite this appeal due both to the fact that the judicial review application is being expedited and to the nature of the issues raised in the appeal.
[9] I would therefore order that the appeal be conducted on an expedited basis if Dr. Lukács files his Notice of Appeal within thirty days of the date of this Order. I would also order that if this matter is expedited, this appeal be heard immediately following the judicial review application in File A-39-16 if that application proceeds to hearing. The other issues raised by the parties regarding production of materials should be dealt with in a separate procedural Order issued concurrently with this Order.
[10] While Dr. Lukács seeks his costs in respect of this motion for leave, it is more appropriate that they be in the cause.
"Mary J.L. Gleason"
J.A.
“I agree
Johanne Gauthier J.A."

“I agree
Wyman W. Webb J.A."

FEDERAL COURT OF APPEAL

NAMES OF COUNSEL AND SOLICITORS OF RECORD


DOCKET:
16-A-17

STYLE OF CAUSE:
GÁBOR LUKÁCS v. CANADIAN TRANSPORTATION AGENCY AND NEWLEAF TRAVEL COMPANY INC.

MOTION DEALT WITH IN WRITING WITHOUT APPEARANCE OF PARTIES

REASONS FOR ORDER BY:
GLEASON J.A.

CONCURRED IN BY:
GAUTHIER J.A.
WEBB J.A.

WRITTEN REPRESENTATIONS BY:

Dr. Gábor Lukács

FOR THE APPELLANT
(ON HIS OWN BEHALF)

Allan Matte

FOR THE RESPONDENT
CANADIAN TRANSPORTATION AGENCY

Brian J. Meronek
Ian S. McIvor
FOR THE RESPONDENT
NEWLEAF TRAVEL COMPANY INC.
SOLICITORS OF RECORD:

Legal Services Branch
Canadian Transportation Agency
Gatineau, Quebec

FOR THE RESPONDENT
CANADIAN TRANSPORTATION AGENCY

D’Arcy & Deacon LLP
Barristers and Solicitors
Winnipeg, Manitoba

FOR THE RESPONDENT
NEWLEAF TRAVEL COMPANY INC.

NewLeaf Legality

source and  Lukács v. Canadian Transportation Agency, 2016 FCA 174 (CanLII)Date: 2016-06-09Docket: 16-A-17Citation: Lukács v. Canadian Transportation Agency, 2016 FCA 174 (CanLII), <http://canlii.ca/t/gs5q4>, retrieved on 2016-06-27

Legality of NewLeaf’s business is up in the air
In order to lawfully run an air service in Canada, one must get a licence from the Canadian Transportation Agency (CTA). NewLeaf does not hold any licence, but the CTA decided that NewLeaf can operate without one anyway.
On June 9, 2016, three judges of the Federal Court of Appeal ruled unanimously against NewLeaf and agreed to review whether NewLeaf needs a licence:

The Right Honourable Beverley McLachlin receives honorary doctorate from McGill Published on 2 Jun 2016

The Right Honourable Beverley McLachlin receives honorary doctorate from McGill
https://www.youtube.com/watch?v=eu7-cPDxTNI

CITATION: R. v. Duffy, 2016 ONCJ 220 ONTARIO COURT OF JUSTICE BETWEEN: HER MAJESTY THE QUEEN — AND — MICHAEL DENNIS DUFFY

CITATION: R. v. Duffy, 2016 ONCJ 220 ONTARIO COURT OF JUSTICE BETWEEN: HER MAJESTY THE QUEEN — AND — MICHAEL DENNIS DUFFY






Before Justice Charles H. Vaillancourt


Heard on April 7-10, 13- 17, 20-24, 27-29, May 4-8, June 1-5, 8-12, 15-17,


August 12-14, 17-21, 24-25, November 19-20, 23, 25, 27, 30,


December 7-11, 14-18, 2015 and February 22-23, 2016


Reasons for Judgment released on April 21, 2016