Background Information on Insulation Blankets

1994 - 1999 + four years more

Inverted Boeing 707

You'd be better off trusting your fate to the clowns in these photos

At least they know what they're doing is dangerous

Statement on MD Operators Meeting in Long Beach

Seattle, Oct. 1, 1998 -- After an accident or major incident, we have a policy of reviewing all steps we could take or recommend that might reduce the possibility of a future accident or incident.

While the cause of the Swissair MD-11 accident is unknown, we are in the process of reviewing all smoke- and fire-related incidents and considering recommending expedited action on selected service bulletins related to smoke and fire, including bulletins related to insulation blankets.

Boeing has scheduled a meeting October 1 and 2 with a selected group of operators to assist in this review of in-service recommendations.

Background Information on Insulation Blankets

Seattle, Oct. 1, 1998 -- Metalized Mylar -- and all other insulation blanket coverings used by McDonnell Douglas and Boeing -- have been tested and meet the applicable flammability requirements for FAA certification.

At this point, there is no indication that any insulation blankets burned or were the cause of, or a contributor to, the tragic loss of Swissair 111. The Canadian investigators will examine any possible involvement of insulation blankets, along with all other possibilities. Boeing will continue to assist in their investigation.

In 1994, as a result of ground fire incidents involving insulation blankets covered with metallized mylar on MD-80s and MD-11s, McDonnell Douglas concluded that an expanded set of test conditions, beyond those required by the FAA, would better determine the flammability characteristics of insulation blanket materials. The company then superseded metalized Mylar with a non-metalized Mylar in production.

As a result of the previous incidents and the availability of a replacement material, in September 1996 McDonnell Douglas recommended that airplane operators replace blankets made with metalized Mylar blanket covering and tape. The company recommended that this be done at the earliest practical maintenance period.

Boeing Statement on Insulation Blanket Replacement

August 11, 1999 - Boeing supports the FAA's efforts to develop and implement new standards for
insulation blanket flammability. Although in-flight airplane fires are rare events, it is this type of
improvement activity that can make commercial aviation even safer than it is today.

In August 1996 Boeing recommended that operators of airplanes with metallized Mylar blankets
should replace those insulation blankets. Today's proposed actions would make those recommendations mandatory for U.S.-registered airplanes and should serve to encourage similar action on a worldwide basis.

U.S. Federal Aviation Administration proposed actions regarding insulation blankets

Seattle, Oct. 14 -- Boeing supports the FAA's efforts to enhance airplane fire protection, and will work with the agency and airplane operators in order to make these improvements to new production and in-service airplanes.

The insulation material currently used on all Boeing aircraft -- including 7-series and MD models -- meets all current federal regulations for heat and fire resistance.

Although in-flight airplane fires are rare events -- and not a single fatality or injury has ever been attributed to an insulation blanket fire -- it is this type of improvement activity that can make commercial aviation even safer than it is today.

Background Information on Insulation Blankets

Boeing, Swissair Agree to Pay Damages

August 5, 1999 - Boeing and the SAirGroup announced Thursday that the two companies will jointly assume financial responsibility for actual (compensatory) damages stemming from the Sept. 2, 1998 crash of Swissair flight 111. This joint assumption of liability does not represent an admission of guilt.

The agreement refers to all current and future claims submitted by victims' family members against Boeing/McDonnell Douglas and the SAirGroup, Swissair, Delta Air Lines and SR Technics. This is a significant step in accelerating the process of settling damage claims and enabling prompt compensation of family members in cases of actual damages.

This action does not represent an admission of guilt, nor does it anticipate any finding of probable cause in the investigation being conducted by the Transportation Safety Board of Canada. The ongoing investigation has not yet determined what may have caused the accident.

Both Boeing and the SAirGroup retain the right to seek compensation from any other responsible parties in the future.