Posts by user "bobbytables" [Posts: 8 Total up-votes: 23 Pages: 1]

Originally Posted by Obba

Condolences to all the people who have lost loved ones:

I have a question about that: As the plane would have been fully fueled (say 50t), a full flight and full luggage etc - and if it didn't have enough speed for - say no flaps, short takeoff, pulled up before V1 - and assuming both engines were 'ok':

Aren't aircraft nowadays require only one engine for a takeoff in an emergency (one assumes that would be a in fully loaded configuration)...?

If so, then surely two fully good engines should have no problem, particularly when it's taken off already...?

Originally Posted by LOWI

I'm sorry but pilots are taught to recognise lack of acceleration during takeoff. They're also taught about cross checking FMC entries during setup. How are they taught? By me and many others.

Even if the pilots had the wrong FMC performance, it would be noticed in the before takeoff cxl.

Originally Posted by Screamliner

Hi everyone, 787 driver here, well lets look at the facts we see
very late rotation, but pitch and departure path look like normal up until stalling point.
mayday was called but without clarification or purpose, for me this indicates stress in the flight deck, especially low level
no smoke or fire from engines, I would rule out severe damage or birdstrikes at this point
Flaps 5 departure would be difficult to see as a pixel on a bad video, but they would not have made the rotation at that speed so I assume they used flaps during departure, also you would neglect to ECL's and a config warning
no RAT to be seen either, again ruling out dual engine failure, also the climb would not have been so parabolic
maybe single engine fuel starvation/Mechanical issue/dirty fuel, but seems unlikely, the flight path is too gentle
Gear stays down, and even though the pitch remains the same, they start losing lift and basically stall the aircraft into the ground
don't forget, Air India uses 64/67K engines on they're 787's, with temp of 41 degrees (ambient, so even more above tarmac) and a QNH of 1001, those engines will be pushed to "hard work mode" already

IMHO, two things I could assume happend
- either single engine failure, no pitch adjustment and speed fell below Vstall, OR, most likely
- mixup of Flaps moved to up position in stead of Gear moved to up position, that would clarify the gear, would clarify the loss of lift and that the engines have no smoke, and no RAT,

Originally Posted by Porto Pete

There have been reports of a Mayday call but I cannot find it online. Is this a rumour by the press or did it really happen?

Originally Posted by overstress

Where does that put the loss of thrust theory?

Above quote from article in today\x92s Daily Telegraph

(Current 777 Captain)

Originally Posted by overstress

Yet credence is given here to his recollection of a bang and green lights etc, yet his comments about THRUST increasing are ignored by the RAT theorists\x85

Originally Posted by directsosij

The recordings are simply of too low quality to draw any conclusions from.

If it was dual engine failure shortly after rotation, that is very bad luck and I doubt any crew could recover from something like that.

I could speculate further but I think it\x92s just too hard to say without better quality footage or FDR data.

Originally Posted by SpGo

Retracting the flaps would put them at the back of the power curve where drag increases with decreasing speed, causing the speed to reduce further!
The trouble seems to start at the exact moment the gear should have been raised, putting the flaps up, iso the gear, would cause the kind of loss of lift you see in the video. From there on, being at the back of the power curve, only firewalling the thrust levers and extending the flaps again could have saved them.