Posts by user "Squawk7700" [Posts: 16 Total up-votes: 14 Pages: 1]

Perhaps?

• 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
  

How could the CVR have been "read out" if the CVR hasn't yet been located?

This comment is from a low-budget news source.

That came from a 787 pilot friend. Under the assumption that the RAT deployment is still an assumption.

"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."

Not impling; but merely asking if it were possible.

* Disclaimer - It is unkown if these statistics take into account the barometric pressure at the time.

Spot on, there's so much fuel being sucked at that power setting, it would be super quick and presumably at near enough to the exact same time.

I assume (rightly so) that you're focused on what could cause them to fail at what appears to be the exact same time given the absence of yaw and any correcting rudder input.

One the face of it, it could only be throttle or fuel supply, with fuel supply only being able to be cut off by valves so abruptly. Any kind of blockage or similar wouldn't give such a result, even if there was a low fuel condition, short of the pickups being exactly right next to each other, presumably that wouldn't give the outcome we've seen.

I wouldn't read anything at all into it, as it appeared on a single online news article from some low-budget unknown news source.

Spot on, as we would all know by now, ACARS would have been sending it, IF they are paying for the subscription for the Inmarsat service.

There was talk back then that Boeing were going to cop the costs for this moving forward, however [I believe] that it's still dependent on the operator to pay the Imarsat sub.

For a Boeing 787 (typically equipped with either GE GEnx-1B or Rolls-Royce Trent 1000 engines), the spool-down time from full takeoff power to idle is generally around 4 to 7 seconds.

I haven't read anywhere where the yaw to the right was noticed not that long after takeoff? I'm assuming this was due to the roll-back.

About 9 seconds after wheels-up it's clear that power is well and truly deminishing.
17 seconds after wheels-up, there's a defined yaw to the right.

It looks like the right engine power is lost, a yaw to the right occurs and immediately after, the aircraft pitches up, potentially due to elevator input and subsequently some left rudder. It gives some credit to the theory that one engine was lost.

I can only assume that the associated yaw from a lost engine would be significant, so on the face of it, it doesn't look severe enough, but it does look somewhat upset.

Take a look at the video from the rear.

Do the critical engine control systems run on 5g frequencies?

"Consumer 5G phones do not emit enough power or operate on the right frequencies to bring down a commercial airliner like the 787. Aviation systems are built with much stricter tolerance and protections."

Millions of flight hours unaffected by mobile phones are a testament to this statement.

I fear you might be onto something here. How quickly would the power drop off in this circumstance?

\x93Mayday\x85 mayday\x85 mayday\x85 no thrust\x85 losing power\x85 unable to lift.\x94

Is the cleared altitude available from the ATC tapes and could it have been 2,000 or 20,000 perhaps?

Software is all about logic and impossible to predict, as seem with the MCAS issues coded by an offshore company and not thoroughly checked or fully understood by those that commissioned the code.

I lost my pitot input on my last flight and my auto-pilot started a set of uncontrolled pitches, so I disabled and hand flew. I would have never expected that behaviour. It has a speed tolerance with minimum speed, however it was nowhere near that threshold.

I had been wondering the same until I read that there is a forward and a rear pickup within the tank. Each pump in the centre tank draws from it's own pickup and is piped to the spar valves and then onto the engines.

In a well designed boat, you'd have each engine feeding from a different tank for the utmost in redundancy, but seemingly not so in all aircraft.

Don't get me wrong, I'm not suggesting for even a moment that Boeing don't do the same thing; I have no idea. I was merely pointing out how the centre tank feeds when it does.