Pilots, experts grapple with Guj crash videos
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Kolkata: Veteran pilots, who told TOI about the possibility of inadvertently switching off the second live engine in the Air India Dreamliner in the event of the stalling of the first engine during take-off, have identified another error that might have occurred in the cockpit during the critical take-off phase: the retraction of flaps that assist lift instead of the landing gear that causes drag.
"After take-off, when instruments show positive climb rate, the monitoring pilot announces 'positive rate'. The flying pilot verifies and commands 'gear up' to retract landing gear. This sequence occurs seconds after lift-off, approximately 100 ft above ground, to reduce drag and enhance lift. The pilot might have mistakenly retracted the flaps, crucial for lift, instead of the gear," a seasoned pilot explained.
The impact of such an error, if it occurred, will be confirmed only after experts analyse the Digital Flight Data Recorder and Cockpit Voice Recorder.
Video evidence of the 31-second flight shows the landing gear remaining deployed even as the aircraft exceeded 600 ft before descending and crashing on a populated area. But the footage quality prevents confirmation of flap positions. "Retracting flaps, while the landing gear remains down, reduce lift.
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The aircraft, carrying fuel for a 10-hour journey, required maximum lift. The deployed landing gear at crash time suggests either pilot distraction during an emergency or an error," the pilot said.
He noted that Ahmedabad's high temperature (around 40°C) created thin air, hampering lift and engine performance, reducing thrust during take-off and ascent.
Though such errors should not occur with experienced crew members, like AI 171's (Capt Sumeet Sabharwal: 8,200 hours, First Officer Clive Kunder: 1,100 hours), a source pointed at the co-pilot's previous experience on Airbus A320 before Boeing Dreamliner training.
"Different manufacturers have distinct cockpit configurations. Pilots should ideally progress within the same manufacturer's aircraft family.
The co-pilot should have advanced to an A330, but pilot shortages may have prevented this," the source explained.
Another pilot suggested an incident during the final take-off might have distracted the crew, leading to errors with insufficient reaction time. But an experienced aviator differed with the suggestion, pointing out that the Boeing Dreamliner's sophisticated flight control system incorporates multiple safety mechanisms.
These include prevention of stalling through pitch-up restrictions, speed control via elevator and auto-throttle adjustments, automatic trimming for stability and safeguards against extreme banking angles and G-force loads.
Pilots agree that regardless of mechanical or human factors, the event occurred when corrective action time was minimal. Additional altitude would have provided more response time, but the available 20 seconds proved insufficient.
Kolkata: Veteran pilots, who told TOI about the possibility of inadvertently switching off the second live engine in the Air India Dreamliner in the event of the stalling of the first engine during take-off, have identified another error that might have occurred in the cockpit during the critical take-off phase: the retraction of flaps that assist lift instead of the landing gear that causes drag.
"After take-off, when instruments show positive climb rate, the monitoring pilot announces 'positive rate'.
The flying pilot verifies and commands 'gear up' to retract landing gear. This sequence occurs seconds after lift-off, approximately 100 ft above ground, to reduce drag and enhance lift. The pilot might have mistakenly retracted the flaps, crucial for lift, instead of the gear," a seasoned pilot explained.
The impact of such an error, if it occurred, will be confirmed only after experts analyse the Digital Flight Data Recorder and Cockpit Voice Recorder.
Video evidence of the 31-second flight shows the landing gear remaining deployed even as the aircraft exceeded 600 ft before descending and crashing on a populated area. But the footage quality prevents confirmation of flap positions. "Retracting flaps, while the landing gear remains down, reduce lift. The aircraft, carrying fuel for a 10-hour journey, required maximum lift. The deployed landing gear at crash time suggests either pilot distraction during an emergency or an error," the pilot said.
He noted that Ahmedabad's high temperature (around 40°C) created thin air, hampering lift and engine performance, reducing thrust during take-off and ascent.
Though such errors should not occur with experienced crew members, like AI 171's (Capt Sumeet Sabharwal: 8,200 hours, First Officer Clive Kunder: 1,100 hours), a source pointed at the co-pilot's previous experience on Airbus A320 before Boeing Dreamliner training.
"Different manufacturers have distinct cockpit configurations. Pilots should ideally progress within the same manufacturer's aircraft family.
The co-pilot should have advanced to an A330, but pilot shortages may have prevented this," the source explained.
Another pilot suggested an incident during the final take-off might have distracted the crew, leading to errors with insufficient reaction time. But an experienced aviator differed with the suggestion, pointing out that the Boeing Dreamliner's sophisticated flight control system incorporates multiple safety mechanisms. These include prevention of stalling through pitch-up restrictions, speed control via elevator and auto-throttle adjustments, automatic trimming for stability and safeguards against extreme banking angles and G-force loads.
Pilots agree that regardless of mechanical or human factors, the event occurred when corrective action time was minimal. Additional altitude would have provided more response time, but the available 20 seconds proved insufficient.
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