Posts by user "Capn Bloggs" [Posts: 48 Total up-votes: 193 Pages: 3]

Capn Bloggs
2025-06-12T10:03:00
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Post: 11898985
Originally Posted by Pug
Surely a fairly simple solution.
What, a takeoff warning horn? Seriously? There's no indication where the flaps were for takeoff .

Subjects: None

1 user liked this post.

Capn Bloggs
2025-06-12T15:21:00
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Post: 11899332
Originally Posted by Golfss
or one failed, and the other unfortunately shut down.
Ridiculous. The jet's only been airborne a few seconds... do you really think they would have had enough time to shut down the wrong engine? Do you fly?

Subjects: Engine Failure (All)  Wrong Engine

12 users liked this post.

Capn Bloggs
2025-06-13T12:24:00
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Post: 11900448
Originally Posted by Chesty
Are there any memory items, or indeed emergency checklists, to complete between V1 and 400 feet?
Maybe a dual flameout?

Subjects: V1

Capn Bloggs
2025-06-13T13:02:00
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Post: 11900497
Originally Posted by vpb.net
What about the flaps were accidentally retracted, hence loss of lift and start of descent, then extended again, but too late to recover.
No, these jets are designed to fly on one engine after takeoff. With two running, a flap retraction and then extension wouldn't be an issue.

Subjects: Flap Retraction  Flaps (All)

Capn Bloggs
2025-06-14T00:55:00
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Post: 11901046
@FDR, you made a comment earlier re the gear sequencing. It appears that you were referring to the 787-9 (doors then tilt). The 787-8 is different, according to this post and this YT video:


In it, the -8 tilts the bogies then opens the doors.

Subjects: FDR  MLG Tilt

1 user liked this post.

Capn Bloggs
2025-06-14T07:06:00
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Post: 11901181
Originally Posted by B2N2
I know there is a brake MEL/DMI that requires gear to remain down for 2 min.
Perhaps a reason for the gear down situation.
Does the gear tip forward in this case? Because it's tipped forward in the crash aircraft.

Plane crash near Ahmedabad..

Originally Posted by Parishiltons
Is it possible that a reduced power takeoff error is a factor, similar to the EK407 near-accident in Melbourne?
Originally Posted by B2N2
​​​​​​​ Yes, very much so.
Really? What would you do when you realised you stuffed up the power settings for takeoff? Just sit there for many seconds and crash?? Of course not. You'd slam the throttles to the firewall, just like the EK 407 captain did. Even if you then forgot the gear, it'd still fly. And the Miami incident is a red herring because once the aircraft was airborne, it was always going to fly, because the takeoff thrust was correct.

Last edited by Capn Bloggs; 14th Jun 2025 at 07:22 . Reason: Punctuation.

Subjects: Gear Retraction  MLG Tilt

Capn Bloggs
2025-06-14T07:54:00
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Post: 11901218
Originally Posted by Draglift
Many people are surprised to hear that a pilot's first actual flight on a new to him airliner is with passengers on board.
They don't work in the industry then. What happens at your outfit?

Subjects: None

2 users liked this post.

Capn Bloggs
2025-06-14T09:28:00
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Post: 11901302
Originally Posted by Sisiphos
Not sure where the idea comes from the gear was partially retracted...
I think they meant the retraction had "commenced". A previous post said the bogeys on the -8 tip forward, then the doors open. In the video, the bogeys are tipped forward but the doors remain closed.

Plane crash near Ahmedabad..
​​​​​​​

Subjects: Gear Retraction  MLG Tilt

3 users liked this post.

Capn Bloggs
2025-06-15T00:30:00
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Post: 11901993
The longer the regulators remain silent, the greater the probability that this has been caused by an operational error...

Subjects: None

9 users liked this post.

Capn Bloggs
2025-06-15T23:19:00
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Post: 11902951
Originally Posted by Seven-Five
If - and I say if - they in this stressed situation managed to shot down the wrong engine following the engineout procedures...
Originally Posted by EDML
Who would start the engine out procedure at just 100-200ft AGL? No airline teaches that and it doesn't have any advantage.
The funny/worrisome part about that is @Seven-Five said he is an experienced 777 driver! Seriously.

Subjects: EDML  Engine Failure (All)  Wrong Engine

3 users liked this post.

Capn Bloggs
2025-06-16T01:18:00
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Post: 11903027
Originally Posted by Seven-Five
I might see a small puff of smoke and a smoke-ring just before they pass the shed. Indications of en enginefailure. I also see the wings tilt briefly - a few degrees - towards left. Correct procedure after enginefailure is to tilt the wings about 3 degrees toward the engine that is still running. I also see them climb at a - it seems - too high angle for the actual conditions if engine has failed. That will kill the nescessary engineoutspeed in a few seconds and be hard to recover from. If - and I say if - they in this stressed situation managed to shot down the wrong engine following the engineout procedures the RAT would come out. That would probably preoccupy them so much they forget everything about gear and flaps.. It is a situation I believe most experienced 777 / 787 pilots would recognise as a possibility and would explain everything.
Originally Posted by T28
In that poster's defense, you will find that they joined PPRuNe in 2002, and their original profile entry was 767.
The upgrade to 777 between then and now is within reason.
@T28, sorry, I wasn't questioning the "experience" of Seven-Five, I was questioning his comment about doing (and messing up) the engine failure drills with the jet barely of the ground, as if it was SOP for him or his operation. That's crazy. As for an experienced airline referring to bank angle as "tilt", I'll say no more!

Increasingly, the posts in this thread are becoming more ridiculous as time goes on. The hampsterwheel bearings will soon explode. IMO it should be locked.

Subjects: Engine Failure (All)  Flaps (All)  Flaps vs Gear  MLG Tilt  RAT (All)  Wrong Engine

6 users liked this post.

Capn Bloggs
2025-06-17T00:38:00
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Post: 11903892
Originally Posted by M.Mouse
this vey situation happened to a good friend of mine, former Tornado pilot with 25 years on airliners, as a captain and PF on a B777. In his words he was initially totally confused why the aircraft stopped climbing. He engaged the autopilot and quickly realised the problem but they came very close to stalling.

I would not like to place money on how quickly I would recognise the, highly unusual, situation of flaps being retracted with the gear remaining down and react appropriately.
It's interesting how good design ideas don't migrate between aircraft; I haven't flown the 777 or the 787, but in my last steed, the 717, at the bottom left corner of the PFD was the flap position, together with a little arrow that showed what they were doing. It was a simple exercise to glance there, when you told the PF to do something with the flaps/slats, to make sure it was happening (or not). The big one was when calling for Flap Zero. If you saw "Slats" appear, you would start yelling. I don't see such an indication of flap/slat position on the PFD on any 777 or 787 screen images I can find on the 'net.

While this didn't happen in this case, I suppose it is a good reminder to make a conscious effort to be aware of what your other half is doing. It's not difficult when you get used to it. As a side note, one outfit I worked for had a "Selected, three reds" response to "Gear Up".

Last edited by Senior Pilot; 17th Jun 2025 at 00:47 . Reason: Quote

Subjects: Flap Setting  Flaps (All)

2 users liked this post.

Capn Bloggs
2025-06-17T14:17:00
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Post: 11904336

Originally Posted by Squawk7700
Perhaps?

Originally Posted by Squawk7700
  • Takeoff proceeded normally, TOGA used.
  • Autothrottle entered HOLD mode at 80 knots .
  • VNAV or FLCH was NOT engaged after liftoff.
  • Pilot assumed A/T was managing thrust, but it wasn’t.
  • Pilot focused on pitch/flying manually.
  • Thrust stayed fixed or decayed (if levers were moved).
  • Speed decayed, aircraft climbed too steeply, energy bled off.
  • Pilot assumed engine failure due to poor climb response.
Boeing SOPs typically include a callout at 400 ft like:

"LNAV" - "VNAV" or "FLCH SPD"

To ensure:
  • Proper navigation mode is active
  • Autothrottle resumes thrust management
  • Aircraft transitions smoothly into the climb phase
Some questions, if I may:
VNAV or FLCH was NOT engaged after liftoff.
When is the crew expected to do this? Wouldn't it be armed prior to commencing the takeoff so that it (one or the other) would engage automatically?

Pilot assumed A/T was managing thrust, but it wasn’t.
How does the 787 "manage thrust" after takeoff? The jet has only just left the ground; surely the throttles would be at maximum power and pitch would be used to attain and maintain V2 until the end of the second segment.

Pilot assumed A/T was managing thrust, but it wasn’t.
Are you saying the pilot( s ) just sat there while the ATS reduced the thrust (because is all it could have done, as it was at maximum for the actual takeoff).

Thrust stayed fixed or decayed (if levers were moved).
Fixed on what? Or did it "decay" because the PF pulled the throttles back?

​​​​​​​Speed decayed, aircraft climbed too steeply, energy bled off.
There is no evidence the jet climbed too steeply; I assume you saw the granular FR24 plot (from FR24 itself) which showed the initial flight path of this one was in the middle of the range, and the video clearly shows a normal initial climb and deck angle before "the @#$% dropped out of it".

​​​​​​​Pilot assumed engine failure due to poor climb response.
So BOTH pilots just sat there, didn't pull the gear up, did nothing else and crashed it (pretty well, I might add, with superb pitch control right to the last second).

Boeing SOPs typically include a callout at 400 ft like:
"LNAV" - "VNAV" or "FLCH SPD"
To ensure:
  • Proper navigation mode is active
  • Autothrottle resumes thrust management
  • Aircraft transitions smoothly into the climb phase
Interesting but totally irrelevant as the jet never got above 200ft.

You're clearly implying a complete ballsup by the crew, making multiple serious mistakes or errors of omission.

Last edited by T28B; 17th Jun 2025 at 15:40 . Reason: formatting clean up

Subjects: Engine Failure (All)  FlightRadar24  TOGA  V2  VNAV

9 users liked this post.

Capn Bloggs
2025-06-17T14:49:00
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Post: 11904367
Originally Posted by EDML on Cury's posts
Stop posting that rubbish. Once and for all!
​​​​​​​Agree. Ban them, mods. Maintain Prune's high standard.

Subjects: EDML

4 users liked this post.

Capn Bloggs
2025-06-17T14:53:00
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Post: 11904371
@Iccy , have a watch of this; start at 10 minutes.

Subjects: None

3 users liked this post.

Capn Bloggs
2025-06-18T00:52:00
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Post: 11904808
Originally Posted by KSingh
what is the DGCA’s extra inspections of Indian 787-8s about? Just to reassure the flying public?
I wouldn't be surprised.

Originally Posted by Chieftp
​​​​​​​ 767 pilot here, on the 767 it would capture the altitude, but more importantly, it would freeze the airspeed at whatever speed the alt capture occurred at. So the thrust levers would retard to maintain the much slower speed at the point of capture. This could be a possible scenario, especially if the crew was slow to realize what happened, AND the 787 has a similar low altitude capture issue.
The speed should be at least at V2 and probably higher. Why would the ATS not just hold that speed, albeit being a shock to the crew. Within a few seconds I'll bet the throttles would end up back in the forward position as the ATS says "hey, we're slowing down fast here!". It would be ugly but I can't see that the jet's going to drop out of the sky. The throttles aren't going to come right back and stay right back.


Subjects: V2

Capn Bloggs
2025-06-18T01:02:00
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Post: 11904814
Originally Posted by Squawk7700
"The Air India Boeing 787-8 Dreamliner that tragically crashed on June 12, 2025, reached a maximum altitude of approximately 625 feet above sea level—about 425 feet above the airport’s elevation of 200 feet—before it began descending. Other reports indicate the aircraft may have reached up to 825 feet before losing lift."
Have a look at the latest data from FR24 (from post 439 in the previous thread).

https://www.flightradar24.com/blog/f...rom-ahmedabad/

Subjects: FlightRadar24

1 user liked this post.

Capn Bloggs
2025-06-18T01:20:00
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Post: 11904820
Originally Posted by Lookeft
My point being the T/L should always have the PFs hand on them so that they know what the T/Ls are doing.
Yes, while there were other complications in play, this accident was caused by a single- throttle rollback after takeoff that wasn't detected by the crew:

https://en.wikipedia.org/wiki/TAROM_Flight_371

To my way of thinking, if you are in the habit of having your hand on the TLs, you're more likely to push them up when needed.

Subjects: None

3 users liked this post.

Capn Bloggs
2025-06-18T01:26:00
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Post: 11904824
Originally Posted by Shep69
Because they are in `hold` after the takeoff thrust is set by engaging the TOGA levers. VNAV will engage at 400` AGL and set them at THR REF — referencing takeoff or climb thrust as programmed.
My comment was in relation to the scenario being discussed: a low-level level-off because the altitude selector was set properly before takeoff. And in any case, that Air India jet didn't look like it had climb thrust on as it topped out and started descending; it was pretty much gliding.

Subjects: TOGA  VNAV

Capn Bloggs
2025-06-18T01:48:00
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Post: 11904834
So,if the recorded data shows the crew firewall the t/l but the engines didn't respond, and the recorded data didn't give any causality,wouldn't you have to ground the fleet ?
I wonder if, given the ADS-B stopped at the threshold, no data at all was recorded after that (including the crew firewalling the throttles)? Happened in the Jeju 737 prang.

Subjects: ADSB

1 user liked this post.