facthunter

I just spent TIME on PPRuNe. I'm exhausted. Nev

Maybe it's just Breathing heavily? Nev

Plenty of People and Pilot and Regulatory Organisations watching this KG. The 787 is in widespread use and has a good record in service. Nev

Airport are experts at CHARGING. Nev

The Gazelle still had it with a speed limit of 85 kts especially IF any "G" involved. Any more weight in the Nose would require some in the rear and that's not a good idea. They are a small dia steel tube fuselage that sometimes gets corroded. Doesn't have a fail safe pitch actuation either. This is NOT a design I would "Hotrod". Nev

Unlikely and BOTH of them? Flight engineers disappeared in the 80's, that's 40 years ago. There's nothing for them to do in today's aeroplanes and they'd be Bored $#itless. They can also make mistakes and MISS others making them. I share the Indian Airpilots group warning against putting the Blame on the crew before it's finally assessed which may still be a while yet. The only place a High PSV would be located is after the Engine HIGH pressure pump probably in the engine fuel control unit ON the engine. Nev

Once the aircraft has rotated there's NO reason to have the PF's hand anywhere near the throttles. You are past the accelerate-stop decision point. Fuel tank valving has nothing to do with engine cut off switches. Nev

Of Course that plane had positive climb. You can see it in the Vids. Check what altitude it reached. The ONLY way to do the cut off is to move the switch. The response is to put them back on and try a relight for which there was not enough time. The RAT would deploy with no electrical Power There would be no program to cut off BOTH Engines in such circumstances. I think we can be sure of that as it wouldn't get certification. Nev

They should break that record with Ease. Max airtime of about 25 minutes. Nev

The Lever Latch switch cannot be accidently moved either way. The #1 followed by #2 after brakes parked is done at every shutdown. The uncommanded shut down of Both engines at low altitude, take off Power and gear still not retracted would be so dire as to require protection. Why wasn't the Gear retracted? It's done on a call of "Positive climb" by the PNF and usually initiated by 150 ft. The rotation and initial climb was "Normal". while the gear position didn't CAUSE the crash there appears to be a deviation from Normal ops at that point. Nev

I understand that and I should have Bracketed the words. I Bob. kgw What You" reckon" would be one of the most unlikely systems logic you could Imagine. Pilots wouldn't wear such a possibility. Auto feather does exist on a lot of turbo props. but the Basis of that is usually a Torquemeter .Auto feather permits better climb performance where windmilling prop drag can be more than Max thrust. Auto feather is not applied to the second failure IF it happened. for obvious reasons. Nev

Things like seems likely and might. nev

I have no idea what you mean. Nev

Seems Likely is not part of a finding worth anything. The action of those switches is (intended) to shut off the fuel. Another function (in that plane) is a rapid relight when in the air. Takes over 20 seconds. A once in many lifetimes event. Nev

Used every time you shut down when park brakes applied, before deplaning the Passengers. Nev