Posts by user "Icarus2001" [Posts: 42 Total up-votes: 96 Pages: 3]

​​​​​​​You do understand that the B787 is FBW right? You understand what that means..

That is the opposite of how an MEL works. Is it school holidays?

Priceless. Take off is ALWAYS at the end of the TO ROLL, so yes, very late.

Why would it be “locked up”?

What relevance does that have to the crash?

No, no, no and again no.

This is a transport category aircraft. It will happily climb on one engine to a safe altitude where procedures are followed.

There is zero evidence of any engine "failures" or shutdowns by the crew.

However the gear is still down at around 500' agl.

That would depend on where the game of spin the bottle of liability lands.

Most authorities aim for an initial report within thirty days.

If it is an aircraft fault, Air India will leak details as soon as they have them.

If the data points to "whoops wrong lever" expect a dragging of feet and much wailing and gnashing of teeth from Air India.

The Boeing 717?
The Boeing 737?
The Airbus 220?

​​​​​​​Yes, yes there is. Because it is SOP to set the cleared altitude when receiving the airways clearance, on the bay or PDC. It is then covered in the departure briefing. Stop trying to reinvent the wheel.

The big thing to watch over the next 24 hours is whether Boeing or any B787 operators ground the fleet.

This act, or lack of this occurring will speak volumes.

I see that the India DGCA has gone in early with some narrative guidance and also some corporate bum steel plating.

DGCA requires inspections on all B787 aircraft before they leave India, various disparate systems, even so far as the cabin pressurisation system. Yep, that would cause a crash a minute after take off.

They are carefully showing that they are DOING something even if it is mostly meaningless and more importantly they are sowing the seeds of doubt in the aircraft. This accident could not possibly be due to the action or inaction of DGCA licenced pilots.

Strong move.

That is because the take off roll and initial climb looks normal. Things go pear shaped at about the time the gear should be retracting.

No evidence of engine failure

No evidence of RAT deployment from a poor image.

No evidence of electrical failure.

The teams of lawyers in the UK representing 53 grieving families will be working over the weekend to sign up said families to a class action.

​​​​​​​This is going to get messy.
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Dont be afraid. I am following along. There is no evidence. Can you vouch for the authenticity of the audio recording? I cannot see a RAT in that image only a blur.

I tell you what I am watching closely, the words and subtle meaning in the press conference of Civil Aviation Minister, Shri Ram Mohan Naidu, who has set up a “special high level committee” to oversee the investigation of this “incident.

A little odd given they have the DGCA and AAIB in place, dont you think?

He indicates they are to report within three months.

It is now 48 hours since the EAFR was recovered. A small group of people know the answer NOW.

A thrust reduction is not an engine failure. Engine shutdown due to an action of crew (or inaction) is not a failure.

There is no evidence of an electrical failure. What evidence? A surviving passenger thought he saw flickering lights? Give me a break.

The word evidence in English has a very specific meaning.

Look for the simplest explanation here and then ask why the worldwide B787 fleet is still flying with no urgent inspection requirements from Boeing or GE. Think about that "evidence".

Brilliant, now what is your point? Are you suggesting a double engine failure, a roll back to idle thrust or an incorrectly set AAI causing VNAV level off and a thrust reduction. You can only choose one.

For the team pointing to the RAT out as a failure indicator, it could have been deployed by the crew after the initial reduction in climb performance. I am not convinced it is deployed but it really does not make a convincing argument for any type of failure.

For the children on holiday, yes I fly transport category jets, current on two types.
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The better quality video does show something. It certainly could be the RAT. Automatic or manual deployment?
Assuming GE receive data from these engines in flight, a massive failure would prompt a swift communication from GE. Or a massive electrical issue could put Boeing on edge and also prompt urgent inspections on their aircraft.
Since here we are two days after the EAFR was found then either both the aircraft manufacturer and the engine manufacturer know they are off the hook. That can only be for one of two reasons. They know there was a maintenance issue with this aircraft ( no IFE and call buttons?) or they know it was a handling error.
Of course, tonight we may get urgent bulletins from Boeing or GE but the longer that does not happen, as Bloggs wisely stated, then we are left with a grim reality. Send in the clowns.

Nope. I think they will know by now what happened, they may not know the why but they will already be able to see what was going on as well as hear the CVR.

​​​​​​​The rest is now narrative management, damage control and pass the liability parcel.

No please read above.

The engines will just keep running despite total electrical failure.

FADEC units are self powered and independent.

Even a completely “dark” flight deck still has the ISIS.

You answered your own question. The units would have had power. One pilot made a radio call so electrical power was available at the very least at emergency level.

It has been established that the B787 utilises a EAFR, a combined CVR and DFDR.

Because the EAFR has been out of the aircraft for three days now. A small group of people know what happened but perhaps not why.

If Boeing or GE had any inkling that their product killed around 270 people they would quickly order inspection of the offending item or system or quickly amend a procedure. The fact they have not done this is illuminating.

A good summary, perhaps leave it there instead of constructing highly unlikely scenarios that are in the realm of fantasy from a handful of data points.