Posts by user "TURIN" [Posts: 34 Total up-votes: 97 Pages: 2]

Originally Posted by mobov98423

Supposedly there\x92s a survivor from seat 11a

Originally Posted by CW247

That airport video shows an abrupt loss of lift with the aircraft pointing upwards the entire time which would explain (you know what). An engine failure would create some kind of yawing or change in pitch.

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.

Originally Posted by barrymung

Ok, so...



But, what do flaps do in the event of a major hydraulic/electrical failure? Is there a default that they revert back to? I was under the impression the RAT can't power the flaps?

Originally Posted by bobdxb

Primary trigger: Loss of all four AC power sources.

• These include:
  • Left Integrated Drive Generator (IDG)
    
  • Right IDG
    
  • Left Backup Generator
    
  • Right Backup Generator
    Engine failure alone does not trigger the RAT, must be all of above

Originally Posted by mechpowi

I have no knowledge about 787, but every landing gear system I\x92ve worked with did not sequence Left and Right MLG to retract and extend with each other. In fact it is typical for left and right side to move at slightly different speed due to different friction etc. Retraction assymmetry is probably not a clue to this mystery.

Originally Posted by GVFlyer

The RAT sounds to be deployed in some videos. Does the RAT deploy automatically on the B787?

Originally Posted by Magplug

Speaking as a B787 Captain..... There is so much rubbish and stupid suggestion being written here.

This aircraft was airborne for a grand total of 22 seconds, half of which was climbing to no more than 150' aal.

- No Flaps? Due to the setup of the ECL it is physically impossible to go down the runway without some sort of take-off flap set. The T/o config warning would have been singing it's head off. Despite assertions to the contrary I have seen no video clear enough to detect a lack of flaps.

- RAT out? Almost impossible, I have seen no quality footage that definitively witnesses the RAT being out. Those who think they car hear a RAT type noise might be listening to a motorcycle passing or similar. It takes a triple hydraulic failure or a double engine failure to trigger RAT deploment. They happily went through V1 without a hint of rejected take off so as they rotated the aircraft was serviceable. These are big engines, they take a long time to wind down when you shut them down. I have never tried it however engine failure detection takes 30s or for the aircraft to react and they were not even airborne that long.
- Flaps up instead of gear? The B787 flaps are slow both in and out. Given that the 'Positive rate' call is not made the second the wheels leave the ground, a mis-selection of flaps up would not cause any loss of lift for at least 20 seconds, by which time they had already crashed. I believe the gear remained down not because of mis-selection but because of a major distraction on rotate.

Discounting the impossible, two hypotheses remain:

1. Invalid derate set through incorrect cross-checking. Trundling down the runway takes very little power to reach Vr. It is only when you rotate that you create more drag and discover that you do not have sufficient thrust vs. drag to sustain a climb. Or....
2. Put 200' as the altitude target in the FCU. Immediate ALT capture and all the power comes off. PF is still hand flying trying to increase pitch but is already way behind the aircraft.

It could be after this that Boeing are forced to review the B787 practice of exploring the very edges of the performance envelope.

Originally Posted by Fifthleg

It might appear from this photo that the APU intake flap is in the \x91not closed\x92 position and generally not damaged.
The APU will automatically start in flight , irrespective of SW position, if 3 or more engine VFSGs are lost.

Originally Posted by BugBear

Turin, your name appeared on a thread I was researching regarding generator control units, 787.

Do you recall a 787 made an emergency landing in Louisiana on a revenue flight Houston/Newark in 2012? Your Post referenced an abnormal that may lend credence to a major power loss in this wreck.

Never expected to see any surviving tail cone or Empennage structure. Quite a find

Forgive the intrusion sir

Originally Posted by Magplug

Speaking as a B787 Captain..... There is so much rubbish and stupid suggestion being written here.

This aircraft was airborne for a grand total of 22 seconds, half of which was climbing to no more than 150' aal.

- No Flaps? Due to the setup of the ECL it is physically impossible to go down the runway without some sort of take-off flap set. The T/o config warning would have been singing it's head off. Despite assertions to the contrary I have seen no video clear enough to detect a lack of flaps.

- RAT out? Almost impossible, I have seen no quality footage that definitively witnesses the RAT being out. Those who think they car hear a RAT type noise might be listening to a motorcycle passing or similar. It takes a triple hydraulic failure or a double engine failure to trigger RAT deploment. They happily went through V1 without a hint of rejected take off so as they rotated the aircraft was serviceable. These are big engines, they take a long time to wind down when you shut them down. I have never tried it however engine failure detection takes 30s or for the aircraft to react and they were not even airborne that long.
- Flaps up instead of gear? The B787 flaps are slow both in and out. Given that the 'Positive rate' call is not made the second the wheels leave the ground, a mis-selection of flaps up would not cause any loss of lift for at least 20 seconds, by which time they had already crashed. I believe the gear remained down not because of mis-selection but because of a major distraction on rotate.

Discounting the impossible, two hypotheses remain:

1. Invalid derate set through incorrect cross-checking. Trundling down the runway takes very little power to reach Vr. It is only when you rotate that you create more drag and discover that you do not have sufficient thrust vs. drag to sustain a climb. Or....
2. Put 200' as the altitude target in the FCU. Immediate ALT capture and all the power comes off. PF is still hand flying trying to increase pitch but is already way behind the aircraft.

It could be after this that Boeing are forced to review the B787 practice of exploring the very edges of the performance envelope.

Originally Posted by Fifthleg

It might appear from this photo that the APU intake flap is in the \x91not closed\x92 position and generally not damaged.
The APU will automatically start in flight , irrespective of SW position, if 3 or more engine VFSGs are lost.

Originally Posted by BugBear

Turin, your name appeared on a thread I was researching regarding generator control units, 787.

Do you recall a 787 made an emergency landing in Louisiana on a revenue flight Houston/Newark in 2012? Your Post referenced an abnormal that may lend credence to a major power loss in this wreck.

Never expected to see any surviving tail cone or Empennage structure. Quite a find

Forgive the intrusion sir

Originally Posted by hawkeye red

Just a quick question to any B787 jockey out there\x85will a total electrical failure initiate a full engine shutdown\x85???

Originally Posted by Lead Balloon

There is at least one thing common to the TCMA on each engine: The TCMA software.

My recollection may be inaccurate, but wasn't there something in the software for 787 generator control units that would cause generator shut down if the aircraft was 'powered up' for a continuous 248 days? Same software, so all 4 generators would shut down. Is my recollection inaccurate?

What we do know, for sure, is that the TCMAs have the same 'authority' and effect as the fuel cut-off switches. The difference is that the crew control the latter.

Originally Posted by Squawk7700

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\x92t.
  
• 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
  

Originally Posted by Bristolhighflyer

I really think this is worth looking at. I keep asking a maintenance engineer to comment on what they'd do if a 787 with these issues presented itself to them on a turnaround shift and whether those faults could be connected to engine failure in some way.

Originally Posted by JPI33600

Once again, a question for people who know: what happens if voltage is applied to CLOSED coil of HPSOV when OPEN coil was already energized (dual conflicting inputs)?

Originally Posted by Musician

Draw your own conclusions.
Personally, I trust there were no issues.