Posts by user "Propellerhead" [Posts: 23 Total up-votes: 0 Pages: 2]

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Propellerhead
June 12, 2025, 10:08:00 GMT
permalink Post: 11898997
If the runway length they used was too short then it wouldn\x92t have got that high before descending again.

Subjects: None
Propellerhead
June 12, 2025, 12:52:00 GMT
permalink Post: 11899179
Originally Posted by Axel-Flo
Is there any auto linked monitoring of systems on the 787 perhaps by either AI or Boeing autonomously throughout flight?
Probably to engineering yes.

Subjects: None
Propellerhead
June 12, 2025, 13:04:00 GMT
permalink Post: 11899188
Originally Posted by CW247
Not a big or busy airport. Taxi time would've been minimal. Aircraft was on the ground for around 2 hours from the previous flight which is enough in most cases. It's every so slightly possible though.
that\x92s not a Boeing procedure. The RTO case is more limiting so if you can take off you can retract the gear straight away.

Subjects: None
Propellerhead
June 12, 2025, 13:23:00 GMT
permalink Post: 11899208
Originally Posted by PoacherNowGamekeeper
Item 1) On the 787, is the gear lever on the main panel facing the flight crew, or on the centre console? I'd imagine they'd (flap and gear levers) need to be adjacent to each other for that to happen. All good points though.
Main panel. And the handle is a rubber wheel. The flap lever is shaped like a flap. But that hasn\x92t stopped it happening multiple times in the past. The yellow and red lines on the speed tape will start to converge and should be an indication to PF. On all Boeing / Airbus that\x92s it\x92s happened on the pilots have recovered by re selcting flaps. Selecting F1 will save you. It\x92s a Boeing procedure written in the manual.

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

Propellerhead
June 12, 2025, 14:10:00 GMT
permalink Post: 11899250
Originally Posted by dragon6172
Not sure that is a 787 wing. Maybe from a different crash?
isn\x92t that the high speed aileron at the bottom of the picture?

Subjects: None
Propellerhead
June 12, 2025, 14:12:00 GMT
permalink Post: 11899253
Originally Posted by Icarus2001
You do understand that the B787 is FBW right? You understand what that means..
what does that mean? Can still stall any Boeing. But don\x92t need to be in a full stall to lose lift and crash. Look at Asiana. Not much point pulling through the stick shaker! That\x92s max lift. And it\x92s hard to do as out of trim.

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

Propellerhead
June 12, 2025, 14:34:00 GMT
permalink Post: 11899274
It\x92s obviously producing plenty of thrust as it rotates from the dust. It would take longer than that for the aircraft to lose lift if the flaps were retracted instead of the gear. It take a while for them to run.

Subjects: None
Propellerhead
June 12, 2025, 14:40:00 GMT
permalink Post: 11899282
Originally Posted by The Nutts Mutts
The more i watch that video it really looks to me like it used the entire length of the runway before finally struggling into the air without enough airspeed to maintain flight, crashing nose-high just seconds later.
think I\x92ve found the location of the camera on google earth. It\x92s only just beyond the touchdown zone of the runway so a long way from the end. ie) hard to judge distance in a highly zoomed image.

If you search for V M Hosiery I think it\x92s abeam there!!



Subjects: None
Propellerhead
June 12, 2025, 15:00:00 GMT
permalink Post: 11899303
Aerodynamically it would fit with taking off without flaps - normal rotation and climb until clear of ground effect at around 200ft at which point the lift would drop a lot. It\x92s not a single engine failure as no sign of yaw.

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

Propellerhead
June 12, 2025, 15:28:00 GMT
permalink Post: 11899339
Originally Posted by Golfss
Considering the RAT is 100% out as evidenced from footage both visually and audibly; the initial conclusion can only be both engines have failed, or one failed, and the other unfortunately shut down.
Nonsense. Please don\x92t post things as fact that are just speculation.

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

Propellerhead
June 16, 2025, 09:06:00 GMT
permalink Post: 11903291
Boeing and the AAIB only arrived at the scene this morning. Black boxes were recovered on Friday.

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

Propellerhead
June 16, 2025, 09:06:00 GMT
permalink Post: 11903753
Boeing and the AAIB only arrived at the scene this morning. Black boxes were recovered on Friday.

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

Propellerhead
June 18, 2025, 06:38:00 GMT
permalink Post: 11904960
https://www.bbc.co.uk/news/articles/c4gkd555jlko.amp

This is a rare good piece of journalism. A good summary of how the accident investigation will proceed. Anyone thinking it will be solved in the next few days should probably read this first. The what went wrong is usually established before the how.

Subjects: None
Propellerhead
June 20, 2025, 14:06:00 GMT
permalink Post: 11907000
Sorry if this has been covered in the previous 1 million posts, but do we know if the training captain or trainee was handling the takeoff? The one thing that does change at V1 is PF\x92s hand comes off the thrust levers and joins the other hand on the control column. How long until people then put their hand back on the thrust levers varies a lot. Especially if turbulent or there is a perception of difficult handling ie) engine failure which often delays it. If your hand is on the thrust lever then should be able to feel them moving - unless gripping them so firmly it over rides the clutches.

Oh, and the FDRs haven\x92t been read yet as they were damaged in the fire.

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

Propellerhead
July 09, 2025, 12:32:00 GMT
permalink Post: 11918361
Originally Posted by Fursty Ferret
For what it's worth, if the fuel control switches were rapidly cycled as per the dual engine failure memory actions, the engines should both have restarted and recovered full thrust within a matter of seconds. This is part of the certification and Rolls Royce publish the procedure (unofficially) as a last-ditch attempt to recover an engine that's experiencing a locked-in surge condition.
Not sure about this. I don\x92t think the loss of thrust on both engines memory items were envisaged to be done after liftoff. It\x92s way outside the ram air start envelope. The engines would spool down fairly quickly at that low airspeed. Procedures to the operator are written by Boeing, not the engine manufacturer. And there is no procedure official or otherwise to recover a single surging engine - you either run it surge and stall free at a lower thrust or shut it down.

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)  Fuel (All)  Fuel Cutoff Switches  Memory Items

Propellerhead
July 09, 2025, 12:36:00 GMT
permalink Post: 11918364
No, not easily. Need to be done separately. Unless done from the jump seat with 2 hands.

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

Propellerhead
July 09, 2025, 13:08:00 GMT
permalink Post: 11918381
Boeing will try to blame the operator, and the operator / country will try and blame Boeing. It goes back to USA litigation culture. Whoever is seen to be at fault is on the hook for a multi million or billion dollar lawsuit. Plus national pride, corporate reputations.

Subjects: None
Propellerhead
July 09, 2025, 13:20:00 GMT
permalink Post: 11918394
One thing that I remember from when I was a simulator TRI/TRE on a Boeing was that as an instructor you get very used to operating critical
switches rapidly without following any procedure, in order to set the sim up for a single engine landing etc. When I was then line flying next I had to guard against doing the same thing in the real aircraft.

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

Propellerhead
July 09, 2025, 16:38:00 GMT
permalink Post: 11918511
Theory alert : If you don\x92t have, or delete the cruise altitude in the FMC the aircraft will command a level off at 400ft, with the thrust levers reducing thrust significantly (I\x92ve seen it in the sim and happened at least once for real to my operator). It\x92s easy to do when loading the descent winds if you hit the wrong button. Could this have been confused with a loss of thrust?

And I would say the cut off switches do make a fairly unique click when being moved - I can hear it in my head as I write this!

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

Propellerhead
July 09, 2025, 16:48:00 GMT
permalink Post: 11918517
Originally Posted by Musician
The CCTV video proves that the aircraft never reached 400 ft. See for yourself, the wingspan is ~200 ft.
Yeah, but a commanded level off at 400ft requires it capturing a 400ft level off almost immediately.

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

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