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tumtiddle
2025-06-13T10:10:00 permalink Post: 11900286 |
One has to assume that, given the seeming lack of lateral deviation from the flight path, and with no obvious yawing or rudder input visible on the videos, there's only two realistic conclusions here? Simultaneous dual engine failure of unknown cause if the RAT was indeed deployed; or flaps reduced too early leading to a stall if the RAT wasn't deployed.
Evidence in this thread would lean me toward the RAT deployed and therefore dual engine out scenario. As for the cause of that, well, only a couple of likely scenarios exist that could cause simultaneous shutdown of both engines, including mistaken or intentional use of the fuel cutoff levers. 3 users liked this post. |
Tu.114
2025-06-13T10:11:00 permalink Post: 11900287 |
So what is known at the moment?
- The flight crew consisted of an experienced Captain and a First Officer with a little more than 1000 hours. Whether or not this flight was a training event appears not yet determined. - The aircraft departed from Ahmedabad, using full length of the runway, lifting off at an appropriate distance from the departure end and reaching an altitude of less than 1000ft before descending again to an impact. It therefore got out of ground effect. Also, the power selected for takeoff was sufficient to get the aircraft airborne within the constraints of the field. - The landing gear was left down much longer than usual and remained so for the whole duration of the flight. - Flaps appear to have been extended normally to a setting not triggering any pre-takeoff configuration warning. On the 787, extended TE flaps are not as obviously visible as on other types, especially with low quality pictures, but a gap between the flaps and the wing proper was visible, showing a glimpse of the engine nacelle through it. - Whether or not the RAT was out appears not entirely clear, although there are strong indicators of it being deployed. If this is confirmed, this seems to point to a major engine or electric issue. - Engine noise is surprisingly low on the available videos, either drowned out by environnmental noise (the 787 is not a noisy bird) or due to lack of power produced. - Descent was at a very high AOA and appears not intentional. The crew did not decide to push the nose down. - The aircraft appears to have been structurally intact with nothing issuing from it. No debris, smoke, fumes or liquids were in trail, no parts were observed to have been lost or dropped. - There seems to have been a mayday call from the aircraft, possibly indicating power issues. The crew seems to have found no reason to abort the takeoff before V1. Whatever befell them must have struck past that speed and given them cause not to retract the landing gear. Whether the lever was not moved or the systems did not react to it is not determined yet. The aircraft had enough energy to climb to about 600, in any case less than 1000ft altitude. Ahmedabad seems not to call for a specific NADP, but whether it was NADP1, 2, A or B that was flown, it is fairly safe to assume that its normal regime would have been takeoff power and takeoff flap settings at that time. Multiple other aircraft departed from or arrived at Ahmedabad before the accident, of which at least one must in all probability have taken onboard the fuel from the local bowsers in substantial amounts and used it without troubles, or else there would have been other flights in trouble due to this. I am awaiting the preliminary report from the authorities and the readout of the data recorders with much interest. Last edited by Tu.114; 13th Jun 2025 at 10:32 . 14 users liked this post. |
Damonjames
2025-06-13T10:12:00 permalink Post: 11900291 |
I\x92d like to ask a legitimate question here regarding the runway footage.
there seems to be little to no change in aircraft attitude from point of lift off until just before impact. I have no experience on commercial jets, so I am waiting to be corrected, but first thing in engine failure after take off is lower the nose? If RAT deployed they should have at least been able to do so? The fact the attitude remains unchanged, would this not suggest they at least thought they had a chance of flying their way out of this situation? im sure 787 is not prone to pitot/static blockage? time will tell, until then we can only speculate I guess. |
Sailvi767
2025-06-13T10:25:00 permalink Post: 11900309 |
Just as an example of how many misconceptions, mistruths, half truths and complete BS there is in this, and any accident, thread consider this\x85
I am very sure the only variant of the 757/767 that had a RAT was the 767-400, which was not in production in 1986. I flew the 767-200 and -300 with 3 different engine combinations (around 30-40 different airframes and 2 airlines) and none of them had a RAT. Happy to be corrected if this model 757 (or 767 as someone in a later post says) had a RAT. 3 users liked this post. |
MPN11
2025-06-13T10:28:00 permalink Post: 11900312 |
1 user liked this post. |
neila83
2025-06-13T10:37:00 permalink Post: 11900323 |
Why are people still talking about flaps and incorrect takeoff data settings? 14 users liked this post. |
neila83
2025-06-13T10:45:00 permalink Post: 11900333 |
I think this is the wrong attitude and technique, but it's an opinion.
To me the radio call signals possibly helplessness and confusion.I do not think a pilot who understands what is going on would make the call. He would be too busy trouble shooting. It could be a sign that is was NOT an engine failure or a bird strike ( in both cases they would have mentioned it). Nor a deliberate crash. They had no idea why they could not climb and that tells me they most probably retracted the flaps. Time will tell. Of course the didn't know why they'd lost power, they just knew they'd lost it. Yeh they would have felt pretty helpless 200 feet above the ground surrounded by tall buildings. My heart goes out to them being by that point no more than passengers to their own death. At least the actual passengers didn't have to watch the building coming at them knowing there was no escape. It's unthinkable. So I don't know how on earth you think this suggests the flap theory. You're reading an awful lot into the words of a man who was likely processing the fact he's about to die in a horrific way. Can we just forget about flaps? We have pictures of the wing at the crash site with flaps extended. The plane is on video with no engine noise and the RAT audible and visible. The pilot sent a mayday saying they'd lost thrust. The only survivor says the lights were flickering and the cabin went dark. Why are some people so desperate to pin this on a pilot mistake there is zero evidence for? 33 users liked this post. |
pampel
2025-06-13T10:46:00 permalink Post: 11900336 |
The idea that the flaps weren't set for take off also seems incredibly dubious given that in several frames of the original footage you can see the engines through the wings, on both sides, something not explainable by grainy footage or compression artifacts, and only possible if the flaps are down. Edit to add: the reports on social media from the previous passengers complaining about non-functional electronics have been confirmed Last edited by pampel; 13th Jun 2025 at 11:31 . 3 users liked this post. |
ZeBedie
2025-06-13T10:55:00 permalink Post: 11900342 |
One thing which could cause simultaneous unexpected idle power is the autothrottle. I'm thinking about this, leading to a crew too startled to retract the gear and too distracted to push the thrust levers forward, as a possible cause. As others have said, the RAT could have been manually deployed - an action which would make sense to pilot convinced that he was about to lose both engine driven generators.
2 users liked this post. |
C2H5OH
2025-06-13T11:32:00 permalink Post: 11900388 |
One has to assume that, given the seeming lack of lateral deviation from the flight path, and with no obvious yawing or rudder input visible on the videos, there's only two realistic conclusions here? Simultaneous dual engine failure of unknown cause if the RAT was indeed deployed; or flaps reduced too early leading to a stall if the RAT wasn't deployed.
Evidence in this thread would lean me toward the RAT deployed and therefore dual engine out scenario. As for the cause of that, well, only a couple of likely scenarios exist that could cause simultaneous shutdown of both engines, including mistaken or intentional use of the fuel cutoff levers. |
Someone Somewhere
2025-06-13T11:34:00 permalink Post: 11900389 |
It's fine that the \x93Enhanced Airborne Flight Recorders\x94 have 10 minutes battery backup. If the bits of equipment/sensors sending data to be recorded don't have power, you will be recording 10 minutes of silence/blank data.
The concept of powering 'critical (sensor) equipment' has been floated - the problem being that it must be possible to power down malfunctioning equipment in case of fire - real or suspected. Having independent power supplies and battery back-ups all around the airframe, each with an ability to lose their magic smoke, is a poor idea. Commercial passenger jet aircraft already have robust power supplies with multiple generators and emergency battery support. However, if one malfunctions, rather than fails completely, it can be difficult to decide which one to disable, as it can cause problems in all systems. Once the RAT deployed at least some data should have come back.
Now, I am probably wrong about this, but if you forget to set the altitude window to the first altitude in departure and leave it at 0 (which with some airlines the previous crew will do on shutdown) the following might possibly occur. At 50 feet LNAV engages, at 100 feet the autopilot engages, at 400 feet VNAV engages but as the altitude window is set to 0 the aircraft (on autopilot) now descends to capture 0 feet. The speed at this point in VNAV is low (max V2 + 20 kts) so, to maintain that, both thrust levers close. This, of course, would be totally unexpected and could have a startle effect. If you do not realise what has caused this you might think that there is a problem with the engines and you have very little time to deal with it. I would suggest that putting out a Mayday call at this stage is not a good use of time.
As I stated at the beginning this is probably very unlikely and may not be possible, but could be tried in a simulator. It does not explain the RAT and generally you would expect crews to shove the thrust levers fully forward. 1 user liked this post. |
pampel
2025-06-13T11:35:00 permalink Post: 11900390 |
Evidence in this thread would lean me toward the RAT deployed and therefore dual engine out scenario. As for the cause of that, well, only a couple of likely scenarios exist that could cause simultaneous shutdown of both engines, including mistaken or intentional use of the fuel cutoff levers.
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Compton3fox
2025-06-13T11:45:00 permalink Post: 11900402 |
I didn\x92t think this could be a dual engine failure related accident until reports of RAT deployment started to gather steam.
A few years back a B787 previously had a dual engine shutdown after rollout when the TR was deployed too quickly and not allowing the air/GND logic time to transition to ground mode before the TR deployed. If the TCMA had inadvertently latched the TR deployment from the previous rollout then it theoretically could be possible to shutdown on transition back to air mode. Anything is possible with these high tech machines. been examples in the past where it does something it wasn't supposed to do, causing an incident. |
CW247
2025-06-13T11:58:00 permalink Post: 11900416 |
Edit: How do we know it happened at 100ft?
I'm trying to explain the appearance of the RAT and the onboard green/white flashing lights. The alternatives right now are dual engine failure with no birds around. |
DunlopDanglerUK
2025-06-13T12:01:00 permalink Post: 11900420 |
One thing which could cause simultaneous unexpected idle power is the autothrottle. I'm thinking about this, leading to a crew too startled to retract the gear and too distracted to push the thrust levers forward, as a possible cause. As others have said, the RAT could have been manually deployed - an action which would make sense to pilot convinced that he was about to lose both engine driven generators.
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JG1
2025-06-13T12:13:00 permalink Post: 11900427 |
One thing which could cause simultaneous unexpected idle power is the autothrottle. I'm thinking about this, leading to a crew too startled to retract the gear and too distracted to push the thrust levers forward, as a possible cause. As others have said, the RAT could have been manually deployed - an action which would make sense to pilot convinced that he was about to lose both engine driven generators.
2 users liked this post. |
Chesty Morgan
2025-06-13T12:16:00 permalink Post: 11900432 |
I said below 100 feet, it didn't get higher than that. Are there any memory items, or indeed emergency checklists, to complete between V1 and 400 feet?
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Semreh
2025-06-13T12:18:00 permalink Post: 11900437 |
https://skybrary.aero/sites/default/...shelf/2955.pdf I quote from it:
“The CVR function receives audio from three digital audio crew channels provided by the flight deck audio system and one analog audio channel from the cockpit area microphone and preamplifier,” Elliott said.
Data from the crew channels are sent to the forward EAFR and aft EAFR. Sounds from the cockpit area microphone also are sent as a data stream to both EAFRs. The forward EAFR, the cockpit area microphone and the preamplifier for this microphone have 10 minutes of backup power from a forward recorder independent power supply. The whole document is worth reading to glean more details. Last edited by T28B; 13th Jun 2025 at 16:39 . Reason: Formatting assistance |
Loose rivets
2025-06-13T12:19:00 permalink Post: 11900440 |
What about the bang the survivor heard? I suspect you can treat the evidence of anyone involved in an air crash with a pinch of salt.
JG1
Where do you see/hear/think he had no runway to spare?
You don't know what you're talking about. Kindly consider your posts before wasting our collective time. The You Tube captain in his red and white box seems to be logical, but not much is gained. However, he does state quite categorically that the cloud of white dust is showing the aircraft to be unsticking very near the end of the paved surface. I think it's vital that this thread gets some very basic issues agreed on or a universal agreement that we don't know. What echoes clearly in my mind is Mike Lithgow's crash footprint. The BAC 1-11's shape was clearly recognisable after the deep stall. The bang mentioned by the survivor. If the RAT becomes a disc before being fully out, it would snap sharply into its locked position. I can well imagine this being audible. However, the timing of this leaves my mind open for another reason for the noise. I don't think the RAT would be out that soon, but I don't know. Having time and again run the video from left rear, where it goes behind the little wooden structure, I'm convinced it was powered one moment, and totally un-powered, the next. Yes, it leaves one with some very uncomfortable scenarios as possibilities. But that's all they are. Pulling into a deeper stall in the last moments is just being human. 1 user liked this post. |
nachtmusak
2025-06-13T12:20:00 permalink Post: 11900441 |
Related question: I asked earlier at what speed the 787's RAT becomes effective in providing hydraulic power. Is it possible that by the time the RAT deployed, the aircraft had lost airspeed to the point that it would have struggled to produce an adequate amount of pressure? Taking the Gimli Glider incident as an example, my understanding (could be wrong, this was from a magazine article) is that as they bled off speed to land, they ended up short enough of hydraulic power that they started to experience control difficulties, with the plane responding fairly sluggishly. If that's the case and this poor crew was going through something similar, it might explain why they seem to do very little about their situation.
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