Posts by user "LTC8K6" [Posts: 30 Total up-votes: 0 Pages: 2]

LTC8K6
June 12, 2025, 20:50:00 GMT
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Post: 11899720
I think people on the ground have confirmed that the plane took off from the end of the runway, not the middle. So this is likely FR24 incorrect data.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): FlightRadar24

LTC8K6
June 12, 2025, 20:54:00 GMT
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Post: 11899725
Originally Posted by nike
You don't make a mayday call after mistakenly selecting flap 1
If you don't realize what you did, you might?

Last edited by T28B; 12th June 2025 at 22:38 . Reason: typo correction

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): MAYDAY

LTC8K6
June 12, 2025, 22:50:00 GMT
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Post: 11899809
So, looking around the interwebs it seems like the 787 RAT takes 8 seconds to deploy, and only provides full RAT power at 130 knots or better.

Does it seem like the RAT should already be deployed in the videos we have seen, given an 8 second deployment time, and adding in the time needed for the system or pilot to decide it should be deployed?

It must take a little time for the engines to spool down and the other power sources to fail after takeoff.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): RAT (All)  RAT (Deployment)

LTC8K6
June 14, 2025, 21:04:00 GMT
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Post: 11901829
Originally Posted by WITCHWAY550
Each time I look at the video it strikes me as a flap retraction below clean climb speed. It looks as if the rate of pitch change and extreme nose high occurred gradually and at a rate which could be the pilot input for deteriorating climb rate based on the corresponding change in wing lift coefficient. I would assume also he was not instantly aware the flaps had been reselected to zero and if he became aware it was only a few seconds from impact. As far as my theory goes I would assume either the Captain commanded "FLAPS UP" erroneously or if he commanded "GEAR UP" the F/O just brain glitched without taking normal care in the cockpit with things like that. A normal procedure but with the same consequences of dealing with an engine fire after V1 IF you misidentify the switch or handle. Thats my opinion. As far as the crew experience it can be recognized the F/O was the weakest link in experience. Nothing new or different than that unless his training show deficiencies managing that cockpit.
IIRC, you would get a warning if you try to retract the flaps too early in the 787.

The gear and flap controls are not easily confused in the 787. They look nothing alike and are not near each other.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): V1

LTC8K6
June 14, 2025, 21:09:00 GMT
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Post: 11901833
Originally Posted by Scorpygixxer
Senior pilot Captain Sumit Sabharwal sent a distress call to the Ahmedabad ATC right after the plane took off. In the five-second audio, the pilot can be heard saying: \x93MAYDAY\x85 MAYDAY\x85 MAYDAY\x85 NO POWER\x85 NO THRUST\x85 GOING DOWN\x85"
Over to you Boeing.
Don't you mean GE?

Subjects: None

LTC8K6
June 14, 2025, 22:56:00 GMT
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Post: 11901928
Originally Posted by BugBear
There was banging prior the failed generator in the 787 Emergency landing....plus loss of altitude, direction, and EE Does all elec load go to the opposite engine? Because if it does and that engine either fails or gets shut down mistakenly ....OOPS no Thrust, no Electrical power, only instruments from APU. If the APU started on climb, we know exactly what occurred....
Does the RAT make a banging noise on deployment?

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): APU  Generators/Alternators  RAT (All)

LTC8K6
June 14, 2025, 23:04:00 GMT
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Post: 11901939
Originally Posted by directsosij
Imaginations are running wild for some people here. Major electrical fault that leads to double engine failure at v2? Really? If that were the case the 787 fleet would be grounded by now given the black box has almost certainly been examined.
How about the other way around? Double engine failure stops most of the electrical power?

The 787 is far more heavily dependent on electrical power than previous Boeing designs.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Dual Engine Failure  Electrical Failure  Engine Failure (All)

LTC8K6
June 15, 2025, 13:10:00 GMT
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Post: 11902453
Originally Posted by H Peacock
Cognitive failure: the brain confuses one motor skill with another. You don’t confuse the switch/knob/lever, rather when you mean to complete one action (say, raise the gear) your brain erroneously decides to complete another motor-action that it knows, ie to raise the Flaps! Nothing to do with similar or adjacent selectors!
I no longer believe in the no flaps / flaps raised early theory.

I think this was a major electrical failure most likely due to the engines quitting.

The 787 is far more heavily dependent on electrical power to run it's systems than previous Boeing planes.

It requires about 1.5 megawatts of power according to Wiki. 5X more than previous designs.

Things that were done by engine driven pumps/compressors and engine bleed air are all done electrically on the 787.

Flight cointrols that were moved hydraulically or pneumatically are moved by electric actuators. Etc.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Electrical Failure

LTC8K6
June 15, 2025, 13:23:00 GMT
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Post: 11902467
Originally Posted by Pelican
Trying to keep an open mind, but\x85.

Is no one surprised the lone survivor remembers a bang just before impact, and other things like apparently emergency lights, but has not mentioned the power going from takeoff power to nothing. Even the power change at thrust reduction altitude is often very noticeable in the cabin, so it surprises me nothing about the noise (and startle/panic) of full-power to no-power has been mentioned. I think we are getting into absurd scenarios trying to make the scenario of a simultaneous double engine failure just after liftoff fit, based on perhaps not the best evidence.
It's been mentioned a few times that the bang might be the RAT deploying. But who really knows?

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Dual Engine Failure  Engine Failure (All)  RAT (All)

LTC8K6
June 15, 2025, 14:24:00 GMT
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Post: 11902501
The 787 is reliant on good electrical power and plenty of it and we have signs of electrical system failures on this 787. We have a RAT deployed. We have data loss. We have previous flight reports of electrical problems in the cabin. We have a survivor report of lights flickering and a bang - which could well be the RAT deploying.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): RAT (All)  RAT (Deployment)

LTC8K6
June 15, 2025, 14:53:00 GMT
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Post: 11902525
Originally Posted by JG1
Or a short. In the TMG bus
I would think that would mean lights out, not lights flickering?

Subjects: None

LTC8K6
June 15, 2025, 18:24:00 GMT
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Post: 11902691
Originally Posted by BritPax
Are we sure no maintenance of any electronic systems was attempted on this aircraft during the turn-around?
We are only sure that the plane did not reach Gatwick.

Subjects: None

LTC8K6
June 15, 2025, 18:41:00 GMT
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Post: 11902705
Originally Posted by matiagr
The biggest news site in Greece claims to have the results of a kind of preliminary report from India AAIB which say that as the plane rotated, the pilot's seat malfunctioned (broken pin) and went suddenly far back forcing the captain to accidentally lower the thrust lever as he already had his hand on it and despite the co-pilots effort to help increase the thrust it was already to late to avoid the stall. I dont believe they would have posted something as serious as this without any credible source cause they are supposed to be a serious news outlet but you never know when stupidity takes over validity. Source is the protothema dot gr site
I would guess that 787 pilot seats are electrically moved and use a worm gear drive.

I'd be surprised if they are mechanically adjusted and held in place by a pin.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): AAIB (All)  Preliminary Report

LTC8K6
June 15, 2025, 18:57:00 GMT
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Post: 11902719
Originally Posted by matiagr
The biggest news site in Greece claims to have the results of a kind of preliminary report from India AAIB which say that as the plane rotated, the pilot's seat malfunctioned (broken pin) and went suddenly far back forcing the captain to accidentally lower the thrust lever as he already had his hand on it and despite the co-pilots effort to help increase the thrust it was already to late to avoid the stall. I dont believe they would have posted something as serious as this without any credible source cause they are supposed to be a serious news outlet but you never know when stupidity takes over validity. Source is the protothema dot gr site
Yes, they are electrically adjusted. So a pin is not involved and a sudden move rearward is highly unlikely.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): AAIB (All)  Preliminary Report

LTC8K6
June 15, 2025, 21:01:00 GMT
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Post: 11902835
Originally Posted by Nick H.
I'm surprised nobody is discussing a possible electrical failure in the context of Boeing's quality problems and whistleblowers and so on. Would that be against the PPRUNE rules? If anyone's interested, here's an article to get you started https://prospect.org/economy/2025-06...hed-air-india/
We are primarily interested in the info we can get from the evidence we have. That being a couple of videos, photos of the crash scene, and the testimony of a survivor.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Electrical Failure

LTC8K6
July 12, 2025, 01:42:00 GMT
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Post: 11920079
Originally Posted by The Ancient Geek
Why are we concentrating on the engine switches .?
What happened before this to cause the engines to run down, resulting in the crew trying the documented procedure of turning the switches off then on to restart ?.

Basically they ran out of time to resolve the problem.
I think the engines were fine until the switches went to "OFF"?

The takeoff run seems to show a normal acceleration to V1.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Relight  V1

LTC8K6
July 12, 2025, 02:00:00 GMT
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Post: 11920091
Originally Posted by The Ancient Geek
Yebbut did the physical switches move to off or did the system see them as being off by looking at the wiring ?
How do the recorders monitor the switches ?
Double pole switches. Pretty simple.You'd have to short (or open) both sets of contacts simultaneously.

One set of poles is for the circuit power, and one set is for the switch position data.



Subjects: None

LTC8K6
July 12, 2025, 02:02:00 GMT
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Post: 11920092
Originally Posted by 13 others
The Service Bulletin (link below) referenced on page 6 of the preliminary report describes just that...fuel control switches without detents or what the bulletin describes as a "locking feature" that can be "disengaged" and still allow the switch to function. It's somewhat of a glaring omission that the report did not state the status (detent or not) of the switches on this aircraft. Presumably if no-detend switches were found then an emergency AD would already have been issued.

https://ad.easa.europa.eu/blob/NM-18...SIB_NM-18-33_1
Wouldn't they already know if the detents were missing in this case? They recovered the switches and told us what position they were in at impact.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Air Worthiness Directives  Fuel (All)  Fuel Cutoff Switches  Fuel Cutoff Switches (detent)  Preliminary Report

LTC8K6
July 12, 2025, 03:07:00 GMT
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Post: 11920130
Originally Posted by jimtx
I think they know. Page 10 Fig. 13. It's telling that they referenced the SAIB in the report.
There would already be an emergency airworthiness directive, for lots of different planes, IMO. But there isn't.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Special Airworthiness Information Bulletin

LTC8K6
July 12, 2025, 04:37:00 GMT
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Post: 11920190
Originally Posted by diclemeg
This is very interesting and a reasonable explanation based on the report.... I think you may be onto something.
I just looked at a picture of the 787 throttle area and I don't see how one would ever confuse the stabilizer cutout switches with the engine fuel cutoff switches. They are completely different in look and feel and operation.

Subjects (links are to this post in the relevant subject page so that this post can be seen in context): Fuel (All)  Fuel Cutoff  Fuel Cutoff Switches