Posts by user "TURIN" [Posts: 54 Total up-votes: 54 Page: 3 of 3]¶

Originally Posted by MikeSnow

SLF here, but I did read all 3 threads. To me, this doesn't seem likely. But it got me thinking, what about the fuel switches being partially cross-connected left to right and right to left? If each of the 8 channels (4 for each switch) has its own connector, it could be possible. From what I understood from earlier posts, from the 4 channels of each switch, there are 2 can shut down an engine. If that's the case, assuming some cross-connection, a single switch movement might be able to affect both engines.

But, even if this were possible, there are problems with this hypothesis too. The problem would most likely be discovered during engine startup, if the engines are started one by one, not at the same time, as they probably wouldn't start unless both switches are set to RUN. And not sure how this would fit the various delays recorded on the FDR. And you still need something/somebody to move at least one of the switches after rotation to trigger the issue. Both switches being moved by the pilots still seems much more likely to me than some technical issue.



"Software faults" do not usually come out of the blue, for no particular reason. Just because it's recorded by software it doesn't mean that it's not something hardware related that triggers it. In a previous reply, not sure if in this thread, it was mentioned that the message meant that there was implausible data coming from those STAB cutoff switches, if I remember correctly. Something like a channel showing both on and off at the same time, or the other way around, or some other inconsistency. That could have been an intermittent issue, that might indeed not be reproducible with a BITE test, and just be cleared. But if the STAB cutoff switches did indeed have a problem, or one was suspected due to recurring reports, is it really so unlikely that they might try to look for some hardware issues, such as a loose connector? For the Lion Air accident involving MCAS, after repeated issues during previous flights, they did exactly that: disconnected and reconnected some connectors to check for issues, among other things.

Originally Posted by Leonakua

"Wait for the report".

One might ask....why? Everything publicly recorded, reported, and speculated upon is in public domain. Patiently waiting for approval and reporting from those directly (and in my opinion extralegally) retaining in secret important evidence is part of the problem. Am I too too cynical? Public white papers are written generally by those who are employed by politicians, not by the public, though some would argue that is not legally accurate .....

"So the situation in India is not as unprecedented as I thought (and said). Even so, together with a segment on the NZ Mt Erebus case, it would add to public international air law curricula, someday maybe."

Those harmed, and must be made whole, are the citizens of Louisville, and environs.
Jurisdiction belongs to those who claim it. There is well understood legal framework for following settled law.

But the airport is owned by the Federal Government? Probably leased to. ... That does not give the Fed jurisdiction, it makes the Fed a defendant.

Originally Posted by Leonakua

Not wrong, they are there to write history....holding all the evidence....what could possibly go sideways...

AAIB INDIA...... Not trying to establish blame? Blatantly setting the foundation for same?

Originally Posted by VicMel

The Landing Gear System I am familiar with determined and set WoW status, as well as computing aircraft weight from a load cell situated on the LG structure. Only one system, only one bit for WoW status, just one failure; then the TCMA does the rest. I read somewhere that the Pilots tried to do an engines restart by recycling the fuel cutoff switches, so I have no idea where the switches might have ended up - but TCMA does not care!

Originally Posted by TURIN

Did the aircaft operate that particular sector after the crew reported the 'fault' or did they continue?

Originally Posted by Musician

"Left fuel control switch slips from run to cut off when pushed down slightly. It does not lock in its position."

Originally Posted by DaveReidUK

The aircraft pushed back at 21:19 - that's STD+14, not 35.

Originally Posted by Abbas Ibn Firnas

With respect, you've not addressed point 1.
That it is possible to cut of fuel at take off thrust and below 400'
2.are you saying a failed switch shutting down an engine isn't an issue, or that the inherent design eliminates that possibility?

Originally Posted by Magplug

I am not aware of a spate of pilots purposely (or even accidentally) moving both fuel switches to cut-off at rotate that would require the investment of an interlock to prevent it. In fact, the very presence of such an interlock might introduce it's owns risks.

The chances of a centre fuel tank exploding in flight killing everybody on board may now be less that one in ten million. (It happened once so designs were modified). The chances of a pilot wishing to commit suicide may also be one in ten million. If he is denied the fuel cut-off switches then there are plenty of other options. If a pilot decides to execute a half-roll and pull-through on final approach, or some other non-recoverable manouvre then there is not a lot to prevent him.... not even the bloke sat next to him. (Please don't lecture me on Airbus AOB protections - You get my point)

For all you heating engineers with pet theories on how to design bad stuff out of aeroplanes, and all you wannabe airline pilots and CRM instructors let me tell you..... When I turn up for a trip, very often the other guy/gal is a complete stranger to me. I might have heard good things about them or they might have a bit of a reputation. As a Captain I have a limited amount of time to gauge this guy/gal before I get locked in the inner sanctum and I have to vest my TOTAL trust in them. TBH I have only ever flown with one guy who I would not trust alone in the flight deck, he was hyper-religious and just plain odd. I took my concerns to the adults and learnt I was not the first Captain making the same observation. I don't know what happened to him but our paths never crossed again.

The message here is simple.... Occasionally there are those amongst us who have their demons. It is the responsibility of us all to make sure they get the help they need before they hit rock-bottom and do something stupid.... oblivious to the 350 innocent souls sat behind the door.