I'm concerned with how much politics could influence the final report with this.
Unless I missed it, the article didn't mention the final position of the fuel control switches. Only perhaps that they were actioned. If the crew experienced a double engine roll back, the first memory item in the checklist is to turn off, then on the fuel control switches.
So this article could shed some light, or it could be much ado about nothing.
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I'm concerned with how much politics could influence the final report with this.
Unless I missed it, the article didn't mention the final position of the fuel control switches. Only perhaps that they were actioned. If the crew experienced a double engine roll back, the first memory item in the checklist is to turn off, then on the fuel control switches.
So this article could shed some light, or it could be much ado about nothing.
Interesting, I understand it being a memory item but do you know if any training is given to a scenario that is that low to the ground after departure? Or just better to make it a "muscle memory" reaction regardless of altitude?
Interesting, I understand it being a memory item but do you know if any training is given to a scenario that is that low to the ground after departure? Or just better to make it a "muscle memory" reaction regardless of altitude?
I can't speak to Air India's training. But it wouldn't be typical training event, no.
With a duel engine failure at that altitude you're kind of in desperation mode anyway, and you back that up with your training and system knowledge. Sort of like how Sully turned on the APU out of sequence with the checklist.
I hesitate to call it muscle memory, even though it kind of is. You don't want pilots just flipping fuel control switches at the first sign of trouble. A typical duel engine fail scenario in training would be at a higher altitude and both pilots would positively identify the failure and call for the checklist before switches are actioned. But you can't prepare a checklist or SOP for every single scenario, so training, experience and system knowledge comes into play in scenarios like this.
We're deep into hypotheticals now though.
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Both engine fuel cutoff switches were moved from RUN to CUTOFF almost immediately after takeoff, within 1 second of each other. CVR captured audio of both pilots denying having touched it.
If the switches moved on their own then the 787 would be grounded by now.
They don't just move on their own, someone moved them.
Yuuup. Impressive what the plane did automatically after the event:
Quote:
As for the Boeing 787, it seems the aircraft did everything it could to save itself. When the fuel cutoff switches led to engine power below idle thrust the RAT auto deployed to provide hydraulics. The APU began auto start. When fuel switches moved back to RUN, the FADEC tried to relight the engines
