Dreamliner Down in India

[sportingrifle]

Setting 0 in the MCP altitude will result in the autothrust system taking the engines to idle, but not shutting them down. Additionally, the thrust levers can easily be pushed up manually if that were to happen.

The RAT deployment and apu autostart wouldn’t have occurred if the engines just rolled back to idle.

[Rooster69]

Setting 0 in the MCP altitude will result in the autothrust system taking the engines to idle, but not shutting them down. Additionally, the thrust levers can easily be pushed up manually if that were to happen.

The RAT deployment and apu autostart wouldn’t have occurred if the engines just rolled back to idle.

Agreed. Only way RAT comes out is if both engines fail or manually deployed. Engines did roll back. Did RAT come out because the engines failed or was RAT manually deployed by someone doing the dual engine failure drill? Whether they failed or went to idle is what we are waiting to find out.

“Thrust levers can easily be pushed up”. There already has been an accident where the pilots did not notice that the thrust levers had not moved forward during a go around. Not saying that this is the case. Just saying that it happens.


Anyhow, just going to sit back and wait for the silence to be broken.
Fly safe.

[goldeneagle]

So my question for a 787 driver, cuz I've never seen the front end of one of those. Where are the fuel cutoffs located ?

Thinking back to an accident report I read years ago, seat lock let go, seat slid back just as person flying pitched up into the climb. Instinct reaction was to reach out and grab something to stabilize oneself, ad in that case, they reached and grabbed onto a mixture control, which basically got yanked out to the 'engine very quiet' setting.

So, in a 787, are the fuel cutoff handles in a spot where a seat suddenly sliding back could be what gets grabbed accidentally ? If so, would they go to the cutoff position if that happened ? If so, what would happen if they got pushed right back immediately ? I know in some cases engines will pick up where they left off, in others, engines will be very 'not happy' if you just put the fuel cutoff back to on after unintentionally putting it to the off position without going thru a few other steps for the restart.

[Eric Janson]

https://www.alamy.com/stock-photo-boein ... 58013.html

The fuel control switches are located just aft of the thrust levers. They are the black round switches marked "Run" and "Cutoff"

You need to pull them out and lift them over a gate to switch their positions - moving them is a deliberate act. It's not something that can be done accidently. Jmho

[pdw]

OK, you gotta remember though, the main reason why an operator wants to go easy on their engines is for their longevity; but also sometimes for fuel savings, emissions reductions and noise reduction.

[boeingboy]

The switches are close together there, just like the intakes from the two fuel lines are closest together when sucking from the centre tank; so both engines would have been getting their fuel from basically the same area of the airframe’s supply. That way any contamination possibility would affect each engine equally, given the high rate of fuel flow at that time.

The other thing is still, suppose if having entered the 5-10 knot tailwind along with the TO2/CLB2 fixed computation on instead of 5knots headwind, and 10C hotter for the actual temp. Would it still work to be enough thrust if 5-10 percent is lost in a contamination (or other further loss) incident?

Jesus......please just stop.

[Old fella]

The switches are close together there, just like the intakes from the two fuel lines are closest together when sucking from the centre tank; so both engines would have been getting their fuel from basically the same area of the airframe’s supply. That way any contamination possibility would affect each engine equally, given the high rate of fuel flow at that time.

The other thing is still, suppose if having entered the 5-10 knot tailwind along with the TO2/CLB2 fixed computation on instead of 5knots headwind, and 10C hotter for the actual temp. Would it still work to be enough thrust if 5-10 percent is lost in a contamination (or other further loss) incident?

Jesus......please just stop.

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