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FAA grounds Boeing 787s to address battery fires

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Boeing and the airlines will need to move quickly to determine whether the problem is a flaw in the batteries themselves, in the plane's wiring or in some other area that's fundamental to the plane's electrical system.

Boeing has booked orders for more than 800 of the planes from airlines around the world attracted by its increased fuel efficiency.

The jet's lightweight design makes it more of a fuel-sipper, and it's so lightweight in part because it uses electricity to do things that other airplanes do with hot air vented through internal ducts. So a 787 with electrical problems is like a minivan that won't haul kids. It goes to the heart of what the thing was built to do.

Before it carried paying passengers, the 787 was closely reviewed by inspectors from Boeing and the FAA.

Mike Sinnett, chief engineer on the 787, said last week that the plane's batteries have operated through a combined 1.3 million hours and never had an internal fault. He said they were built with multiple protections to ensure that "failures of the battery don't put the airplane at risk."

The lithium-ion design was chosen because it's the only type of battery that can take a large charge in a short amount of time.

Neither GS Yuasa Corp., the Japanese company that supplies the batteries for the 787, nor Thales, which makes the battery charging system, would comment on the recent troubles.

Japan Airlines and All Nippon Airways are two of the 787's biggest customers.

ANA was especially proud of its 787 fleet. Its executives' business cards and the top of its website read "787" and "We fly 1st." ANA got the first one Boeing delivered in late 2011, more than three years late.

Other 787s have had problems with certain electrical panels and fuel leaks.

Back on Jan. 9, ANA canceled a domestic flight to Tokyo after a computer wrongly indicated there was a problem with the 787's brakes. Two days later, the carrier reported two new problems with the aircraft - a minor fuel leak and a cracked cockpit windscreen.

Many of the 787s problems are typical of well-established planes around the world, Hiatt said, adding that he would have no qualms about flying aboard a 787.

"That airplane is the most scrutinized plane in the air," he said. "I would get on the airplane tomorrow."

Hours before the FAA announced its emergency order, Transportation Secretary Ray LaHood dismissed any doubts about the FAA's diligence in certifying the plane.

"Our people are the best, but we need to work with Boeing and to make sure everything we've done has been done correctly," he told reporters Wednesday at a luncheon in Washington.

The FAA's decision canceled plans by LOT Polish Airlines to begin regular 787 service between Chicago's O'Hare Airport and Warsaw. The inaugural flight was due to land at O'Hare late Wednesday, but the airline called off the return trip.

Boeing was already under scrutiny for last week's fire, which was also tied to the battery in the back of the plane.

That fire prompted investigations by the National Transportation Safety Board and the Federal Aviation Administration, and the FAA later said it would review the design and manufacture of the plane, focusing on its electrical systems.

The NTSB said Wednesday that it would send an investigator to Japan to join the latest probe, and that representatives from the FAA and Boeing were on their way, too.

United frequent flier Josh Feller said he changed his plans to fly a United 787 from Los Angeles to Houston next month because of the 787's troubles.

"I've been following the 787 news closely, and the latest incident finally spooked me into changing my flight," he said by email. "It's an unnecessary risk, and since I was going out of my way to fly the plane in the first place, decided to change flights."

Boeing shares dropped $2.60, or 3.4 percent, to close Wednesday at $74.34, and the selloff continued in after-hours trading.

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