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BrogulT
2025-06-12T20:41:00 permalink Post: 11899711 |
Without getting into how an MEL actually works, here's an excerpt from an actual 787 MEL.
![]() AGCU = APU Generator Control Unit, VFSG = Variable Frequency Starter Generator. IDK what exactly the AGCU does nor why the left one is important. Subjects: APU Generators/Alternators MEL |
BrogulT
2025-06-12T21:22:00 permalink Post: 11899748 |
IMO the problem is the relentless comments by people that apparently think they will win something by cracking the case or "calling it first" or those that can look at some AI rendering of a blurry picture and conclude they know the flap settings. Or concluding that a likely cause for this crash was that both engine master switches were turned off. Of course dual fuel cutoff is a remote but possible answer, but not one worth speculating about at this point let alone concluding that's what happened. Last edited by BrogulT; 12th Jun 2025 at 22:47 . Subjects: Fuel (All) Fuel Cutoff 10 users liked this post. |
BrogulT
2025-06-12T23:07:00 permalink Post: 11899822 |
Flight Radar 24 has now posted granular data, including the AGL corrected for density altitude: (flightradar24.com/blog/flight-tracking-news/major-incident/air-india-171-crashes-shortly-after-take-off-from-ahmedabad/ - I can't link)
I can't include the photo, but it appears to show the following sequence:
Subjects: None |
BrogulT
2025-06-13T03:27:00 permalink Post: 11899954 |
Also, I'm not sure exactly what you mean by "just off the runway after V1". I think V1 was probably some ways back. Subjects: Engine Failure (All) V1 1 user liked this post. |
BrogulT
2025-06-13T15:12:00 permalink Post: 11900618 |
Subjects: FlightRadar24 |
BrogulT
2025-06-14T00:49:00 permalink Post: 11901040 |
Default setup is left tank left engine, right tank right engine. Each engine also has two redundant pumps feeding it, meaning it can operate fully and normally on one operational engine fuel pump.
Furthermore, the engines cannot run from the center tank. There's no such thing. The center tank transfers to the outer tanks, when necessary or when running low or to resolve imbalances, either automatically or manually initated by the pilot for whatever reason. The engine fuel pumps only ever draw from their respective tank. It is as thus impossible for the center tank being empty to cause engine shutdown unless the main tanks were also empty, in which case we would: be in a lot of trouble, shouldn't be taking off, and wouldn't have a massive orange fireball. https://kb.skyhightex.com/knowledge-...7-fuel-system/ Can you state the source of your information? I have no way of independently verifying what I've provided. According to that, however, the two center tank pumps are higher pressure than the L/R tank pumps and will override them if both are activated. So the center tank fuel is used first, then the L/R tank pumps. If no pumps are operating, the engines can suction fuel from their respective L or R tanks provided there's enough atmospheric pressure. The end result is still that an empty center tank cannot cause an engine shutdown absent some other malfunction. Subjects: Centre Tank Engine Failure (All) Engine Shutdown Fuel (All) Fuel Pumps 3 users liked this post. |
BrogulT
2025-06-14T03:42:00 permalink Post: 11901116 |
Subjects: RAT (All) RAT (Deployment) 4 users liked this post. |
BrogulT
2025-06-14T14:35:00 permalink Post: 11901533 |
Even though there is no point speculating about the cause of this accident, it is the nature of the beast to have questions. As pilots (most of us at least), we do have an inquiring mindset.
For me, a dual engine flameout seems the only possible explanation, now we only have to wait for its cause. I'm asking this as a question, not claming to have "cracked the case". I'm not an aviation fuel system expert. Can anyone who is or has direct knowledge comment? The reason I thought of it is that I've seen very similar issues with diesel engine systems where the mechanical injection pump can typically suck fuel but is normally fed with pressure. An internal (or external) leak can cause it to not be able to suction fuel properly but as long as the other pumps keep it pressurized it can work forever. Subjects: ADSB APU Fuel (All) Fuel Pumps Hydraulic Failure (All) Hydraulic Pumps 2 users liked this post. |
BrogulT
2025-06-14T19:36:00 permalink Post: 11901758 |
People really need to stop using FR24 data if they don't understand it.
The map view connects these dots, so it looks like a proper track. But in reality the ADS-B receiver barely received anything. It's therefore silly to argue the aircraft stopped transmitting ADS-B data based on this poor recording. The only thing you can say with certainty is that FR24's ADS-B receiver at Ahmedabad has really, really poor coverage... Subjects: ADSB FlightRadar24 4 users liked this post. |
BrogulT
2025-06-14T22:17:00 permalink Post: 11901893 |
Now, if I assume the speculation that the RAT deployed is correct, I keep coming up with two potential scenarios that could explain what's known regarding this accident:
1) TCMA activation shutdown the engines or 2) The fuel cutoff switches were activated. I literally can come up with no other plausible scenarios Subjects: Fuel (All) Fuel Cut Off Switches Fuel Cutoff Fuel Pumps RAT (All) RAT (Deployment) TCMA (Activation) TCMA (All) |
BrogulT
2025-06-15T03:21:00 permalink Post: 11902071 |
![]()
Massive loss of lift misidentified as loss of thrust. If any one pilot just had a dual engine failure scenario on a recent sim ride, brain and muscle memory would jump to loss of thrust in dual engine, prompting them to accomplish the recall memory items which called for both engine fuel switches to OFF and then RUN, and physically deployed the RAT.
Subjects: Dual Engine Failure Engine Failure (All) Fuel (All) Fuel Cutoff RAT (All) RAT (Deployment) 11 users liked this post. |
BrogulT
2025-06-15T03:53:00 permalink Post: 11902082 |
Subjects: Fuel (All) Fuel Pumps 1 user liked this post. |
BrogulT
2025-06-15T04:56:00 permalink Post: 11902104 |
I don't think this test is ever done during normal operations or maintenance (at least not on purpose) as it is
very
abusive to the engine driven fuel pump - the sort of cavitation that this causes rapidly erodes the pumping surfaces (it's SOP to replace the engine driven fuel pump after such a test).
Subjects: Fuel (All) Fuel Pump (Engine Driven) Fuel Pumps |
BrogulT
2025-06-15T14:21:00 permalink Post: 11902500 |
Subjects: Fuel (All) Fuel Pumps 1 user liked this post. |
BrogulT
2025-06-17T16:16:00 permalink Post: 11904436 |
Subjects: EDML 6 users liked this post. |
BrogulT
2025-06-17T17:15:00 permalink Post: 11904482 |
I agree. You'll note that I left the quoted post being objected to in the answering post; people can still take a look at the speculation therein.
![]() How many of us, over the years, have seen a case of 'fast hands', and had to catch it, or correct it before things went pear shaped? I don't think anyone intends to do that. I felt that the (valid) objection was to the problem of stating as a fact that which is an estimate or a guess. I certainly am not advocating excluding crew actions from consideration but I am saying that uninformed rank speculation on that particular topic has much more potential to be harmful to actual people. PPRUNE is widely read by news outlets and Youtube pontificators. Give them a "credible" reason and they'll be digging into the personal lives of the crew in ways that none of us would like. If you want to ask "what would happen if the captain just switched off both engines at rotation?" then I suppose the answer might be that the result would be pretty much exactly what happened here. But I think it is a bad idea to go there so soon and without evidence, especially since we're likely to have more evidence soon. Last edited by BrogulT; 17th Jun 2025 at 17:16 . Reason: typos Subjects: FCOM 3 users liked this post. |
BrogulT
2025-06-18T00:45:00 permalink Post: 11904805 |
Subjects: None 3 users liked this post. |
BrogulT
2025-06-19T17:48:00 permalink Post: 11906226 |
This explanation comes with a money-back guarantee and if I'm wrong I'll send out refunds. First, vapor lock is simply where a pump or other device becomes inoperative because it is designed to pump liquids but is presented with a gas (vapor) at it's inlet and thus cannot develop pressure and pump the fuel. Think of a very old car with a mechanical fuel pump on the engine block that draws fuel through a long tube from the fuel tank. If you shut the car off on a hot day, the residual heat may boil off the fuel in the lines and carburetor so that when you try to restart, there's no fuel anywhere and your pump has lost it's prime. It is key to note that even with a very crude system like this and volatile gasoline as a fuel, vapor lock usually only affects starting and not running engines. There are exceptions, of course. The three key factors are the absolute pressure at a particular point in the fuel system, the vapor pressure of the fuel at whatever temperature it is at and system design. System design has all but eliminated vapor lock as a serious issue in the gasoline automotive world. At near sea level, the outside pressure is about 1 bar (15psi) and at 50C typical jet fuel will have a vapor pressure of perhaps 0.02 bar. So the only way to cause it to vaporize jet fuel, even at 50C+, would be to subject it to a very, very strong suction. AFAIK there are no vulnerable points where you'd have suction during normal operation because the fuel pumps are presumably (I don't actually know) immersed in fuel and the entire system has greater than 1 bar pressure all the way to the high pressure pumps. Even without the electric pumps, the inlet to the mechanical pump is below tank level. So absent some major fuel line restriction, there aren't any points where you'd have strong suction aka very low absolute pressure. The discussions about fuel temperature also seem a big irrelevant to me--even at 60 or 70C the vapor pressure is still very low and I doubt you'd see significant vapors at all under 100C with any reasonable fuel system design and properly blended fuel . I'm assuming the fuel temperature limits are for other reasons, perhaps flash point or ignitabilty (TWA 800) or viscosity and lubricity concerns with the high pressure pump. Again, IDK, but vapor lock with Jet A seems very far fetched to me. I would note that improperly blended fuel could have a much higher vapor pressure and still work OK in most cases as long as positive pressure was maintained. So if the electrics and the pumps went offline and the fuel vapor pressure was way too high, I suppose there could be vapors formed in the suction line going to the mechanical pumps. But I don't have nearly enough knowledge to proclaim that as a possibility. I presume they've taken fuel samples at the source and tested them. Here's a paper on Jet A vapor pressure: https://www.researchgate.net/publica...Kerosene_Jet_A Last edited by BrogulT; 19th Jun 2025 at 19:34 . Subjects: Fuel (All) Fuel Pumps Parameters 6 users liked this post. |
BrogulT
2025-06-19T21:36:00 permalink Post: 11906402 |
Subjects: None |
BrogulT
2025-06-20T03:33:00 permalink Post: 11906558 |
Subjects: None |