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Capn Bloggs
June 12, 2025, 10:03:00 GMT permalink Post: 11898985 |
Originally Posted by
Pug
Surely a fairly simple solution.
Subjects: None |
Capn Bloggs
June 12, 2025, 15:21:00 GMT permalink Post: 11899332 |
Originally Posted by
Golfss
or one failed, and the other unfortunately shut down.
Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Engine Failure (All) |
Capn Bloggs
June 13, 2025, 12:24:00 GMT permalink Post: 11900448 |
Originally Posted by
Chesty
Are there any memory items, or indeed emergency checklists, to complete between V1 and 400 feet?
![]() Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Memory Items V1 |
Capn Bloggs
June 13, 2025, 13:02:00 GMT permalink 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.
Subjects: None |
Capn Bloggs
June 14, 2025, 00:55:00 GMT permalink 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 (links are to this post in the relevant subject page so that this post can be seen in context): FDR |
Capn Bloggs
June 14, 2025, 07:06:00 GMT permalink 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. 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.
Last edited by Capn Bloggs; 14th June 2025 at 07:22 . Reason: Punctuation. Subjects: None |
Capn Bloggs
June 14, 2025, 07:54:00 GMT permalink 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.
Subjects: None |
Capn Bloggs
June 14, 2025, 09:28:00 GMT permalink Post: 11901302 |
Originally Posted by
Sisiphos
Not sure where the idea comes from the gear was partially retracted...
Plane crash near Ahmedabad.. ​​​​​​​ Subjects: None |
Capn Bloggs
June 15, 2025, 00:30:00 GMT permalink Post: 11901993 |
The longer the regulators remain silent, the greater the probability that this has been caused by an operational error...
Subjects: None |
Capn Bloggs
June 15, 2025, 23:19:00 GMT permalink 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.
Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Engine Failure (All) |
Capn Bloggs
June 16, 2025, 01:18:00 GMT permalink 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. 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 (links are to this post in the relevant subject page so that this post can be seen in context): Engine Failure (All) RAT (All) |
Capn Bloggs
June 17, 2025, 00:38:00 GMT permalink Post: 11903892 |
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. 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 June 2025 at 00:47 . Reason: Quote Subjects: None |
Capn Bloggs
June 17, 2025, 14:17:00 GMT permalink Post: 11904336 |
Originally Posted by
Squawk7700
Perhaps?
Originally Posted by
Squawk7700
"LNAV" - "VNAV" or "FLCH SPD" To ensure:
VNAV or FLCH was NOT engaged
after liftoff.
Pilot assumed A/T was managing thrust, but it wasn’t.
Pilot assumed A/T was managing thrust, but it wasn’t.
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:
You're clearly implying a complete ballsup by the crew, making multiple serious mistakes or errors of omission. Last edited by T28B; 17th June 2025 at 15:40 . Reason: formatting clean up Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Engine Failure (All) FlightRadar24 TOGA V2 |
Capn Bloggs
June 17, 2025, 14:49:00 GMT permalink Post: 11904367 |
Originally Posted by
EDML on Cury's posts
Stop posting that rubbish. Once and for all!
Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Thread Moderation |
Capn Bloggs
June 17, 2025, 14:53:00 GMT permalink Post: 11904371 |
@Iccy
, have a watch of this; start at 10 minutes.
Subjects: None |
Capn Bloggs
June 18, 2025, 00:52:00 GMT permalink Post: 11904808 |
Originally Posted by
KSingh
what is the DGCA’s extra inspections of Indian 787-8s about? Just to reassure the flying public?
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.
Subjects (links are to this post in the relevant subject page so that this post can be seen in context): V2 |
Capn Bloggs
June 18, 2025, 01:02:00 GMT permalink 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."
https://www.flightradar24.com/blog/f...rom-ahmedabad/ Subjects (links are to this post in the relevant subject page so that this post can be seen in context): FlightRadar24 |
Capn Bloggs
June 18, 2025, 01:20:00 GMT permalink 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.
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 |
Capn Bloggs
June 18, 2025, 01:26:00 GMT permalink 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.
Subjects (links are to this post in the relevant subject page so that this post can be seen in context): TOGA |
Capn Bloggs
June 18, 2025, 01:48:00 GMT permalink 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 ?
Subjects (links are to this post in the relevant subject page so that this post can be seen in context): ADSB |