Solution to Boeing 787 Aircraft Lithium Batteries

Solution to Boeing 787 Aircraft Lithium Batteries


Over the years, I’ve discovered problems with aircraft circuit breakers and lithium batteries.  The Follow Post Goes into the Possible Cause of Damage to the Lithium Batteries on the Boeing 787 Aircraft


As a result, I believe my procedure will isolate your problem.

First, I’ve used a lithium batteries in my test instrument, Bartol mag probe, 80,000 to date. Several years ago, I had a problem with lithium battery failures which reached a high of 50%. The batteries would overheat and fail. After intense testing, I isolated the problem. Sudden loading caused battery damage and the battery did not recover. Now, battery damage isn’t even a consideration.                                                                                                                                                                                Just to satisfy my curiosity, I tested circuit breakers using a current generator to establish the point of disengagement, which should agree with the circuit breakers specifications. I was shocked when I discovered that all the circuit breakers disengaged at more than the indicated value. In addition, the response time was slow. Of course, what would happen if the response time was fast? This time is critical on aircraft. Too fast would cause disengagement of components used to control engine or flight controls. I’m sure, redundant systems are included on all aircraft but this problem could also exist in the backup system. Slow circuit breaker response time can result in wire damage, which could also cause adjacent wire damage in a wiring harness.




I’m a firm believer in lithium batteries. I’ve concluded exhaustive tests on the lithium batteries I use in the mag probe test instrument. For example, -80°F to +160°F, in a Bell jar at one times 10 to the minus fifth torr. A shock test of +70°F to -20°F in 5 min. No problems were encountered.

Here’s my procedure for locating your problem. Please see the attached diagram.

Circuit breakers typically don’t disengage when a sharp current spike occurs. However, if the bottom of the current spike is wide enough, the circuit breaker will disengage. If current spike one and two occur at the same time, the current drain on the battery will be seen as the sum of the two. However, circuit breaker one and two may not disengage. All this will be random, therefore it’s necessary to use a current graph and store into memory. Observing the graph should identify which load is causing the battery problem.

I’m in the process of designing a new circuit breaker that will overcome the spike problem without sacrificing safety.

Best Regards, Bob Bartol

Bartol Research 208-321-7566

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About the Author

Bob Bartol has spent his whole life working with electronics in almost every capacity and spent many hours in Physics classes.

He currently holds 4 U.S. patents and has been making a living off one of the patents “The Bartol Mag-Probe” for over twenty years. Bartol Research’s Mag-Probe now has a global reach and is dramatically reducing trouble shooting downtime anywhere a solenoid valve. relay, or contactor is used.

F111 Air Force Projects – European Flight Competition
January 1968

Bob attended electronics school in the Air Force. Upon graduation he was assigned to a fighter wing in Germany. During his assignment he prepared seven aircraft for European competition. The fighter wings aircraft won the competition.

Bob then returned to the United States and taught advanced radar for two years.

Two years later, he returned to Europe. During this assignment, Air Force headquarters Europe selected Bob to open a Precision Measuring Equipment Laboratory (P.M.E.L) in England. It was the first of its kind in the Air Force.

Upon his return to the United States, Air Force headquarters assigned Bob to Air Force research command in Florida. This was strictly a scientific assignment for research and development.

After three years he moved from Eglin AFB in Florida to Edwards Air Force Base in California where he had direct contact with the National Bureau of Standards and supported research and development aircraft.

During this assignment, he designed a modification for the TF X fighter (F-111). This modification made possible an additional 9800 flying hours per year. The F111 was the first swing wing aircraft in history. General Dynamics completed the modification prior to acceptance by the U.S. Air Force.

Modification of F111 Aircraft
General Dynamics
March 1963

As a result of increasing this flying time Bob Received an award from Edwards Air Force Base for Increasing flying time of the F111 by 9,800 hours per year. The Award was Presented by Colonel Grumbles to TSGT Bob Bartol on June 17, 1963

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