Air India plane crash

ChasenSFO said:
I just realized the seat he's in is the same seat I swore to avoid at all costs on UA 787s as the door impedes your legroom significantly and the arm rest only works for your elbow. EWR-SFO made the mistake of saying "Sure, I'll take the exit row". Spent the whole flight after takeoff in the middle seat to the dismay of the nonrev in the aisle seat lol. Even with an open middle, it was miserable for even 30 minutes. I can't imagine SIN-SFO. Air India and United sell that as a row of 3 seats, many Asian carriers sell it as a 2 seat row missing the window. But synergies and stuff.

But, at least the door is right there, I guess. As are the lavs, and all the passengers doing their weird no social awareness stretches.
Click to expand...
Ugh. I just booked that row in premium economy on American for a trip in the fall. Wonder if I should change it? I only picked that row because I didn't want someone reclining into me while we are trying to eat or something.
 
Roger Roger said:
Because he was a cranky old git who thought he knew better than the FH. Same guy got us yelled at two days in a row by ORD ground, cussed out the van company over the phone, and yelled at pretty much every ramp crew we had for 3 days. Thankfully he’s retired now
Click to expand...
It would take effort for me to be that miserable.
 
JordanD said:
It would take effort for me to be that miserable.
Click to expand...
I can’t remember I might have even messaged you afterward as a “can you believe this •” kinda thing.

Apparently he didn’t used to be that bad but he got really angry at everything after his wife left.
 
Skåning said:
There have been a surprising high number of accidents in the airline world too that would have been prevented by the pilot flying just having their hand on the thrust levers in the terminal environment. It's very common that guys are flying around without their hands on them and your brain kinda checks out if you arent touching them. I learned early on to keep your hand close when you are below 10k and especially if AP/AT is off. Just a technique thing like if you have speed brakes out keep your hand touching the lever.
Click to expand...
also isn’t this in our FH? Certainly you’re supposed to shadow the A/T any time (not just below 10k) you’re doing a level off or altitude change, and I try to always shadow the thrust and the yoke below 10k if it’s still engaged.
 
///AMG said:
Other question I have is whether it is possible for the throttles to inadvertently roll back during takeoff? I'm trying to think of a way that would happen in my Boeing. Not that the 737 and 787 are necessarily anything alike in their automation (I have no idea, looks kinda similar but probably isn't).......but could it have something to do with accidental and unrecognized disengagement of A/T when an A/T takeoff was intended? I can't fathom how two different motors would fail simultaneously for any other reason than massive bird ingestion. Maybe there are other ways I haven't considered, not being familiar with this particular airplane. We have lost airplanes in the Navy landing at the boat because people thought A/T were engaged when they had actually disengaged. I say that plurally because the number is more than 1 in the span of my career. Granted we don't have that loud annoying horn, but it could be more subtle if for example, A/T was never actually engaged in the first place but it was thought to have been?
Click to expand...
just too much none of us seem to know about how the 78 automation works. I believe that it does move the thrust levers tho so it is probably similar to ours where it goes the THR HLD at 80 to prevent exactly that? Ive also seen it happen that the CA forgets to arm AT after the config check “set power” “uhhhhhh….”
 
Yes, you’re supposed to.

ALL FHE FOLLOWING IS ASSUMING A/T is ARMED for TAKEOFF:



Personally, I only reach up at THR Red when I know it’s going to come back to climb power and follow through with it (like we are supposed to).


I’ve never understood guys that immediately after liftoff, go hands on the power levers. Human instinct when something goes bad is to flinch, and that involves moving their extremities closer to the body. It’s just priming oneself to inadvertently move the thrust levers back, if something goes wrong. And a thrust reduction right after liftoff is bad juju.

From liftoff until just before thrust reduction at 800 ft, there just isn’t a reason to go hands on the power.

I saw this much more so as a FO with CAs. I don’t see it much as CA with FOs.
 
Ian_J said:
It sounds like he shadowed/ guarded the thrust levers while they did their thing. Like, just normal jet pilot stuff.
Click to expand...

Cherokee_Cruiser said:
Yes, you’re supposed to.

ALL FHE FOLLOWING IS ASSUMING A/T is ARMED for TAKEOFF:



Personally, I only reach up at THR Red when I know it’s going to come back to climb power and follow through with it (like we are supposed to).


I’ve never understood guys that immediately after liftoff, go hands on the power levers. Human instinct when something goes bad is to flinch, and that involves moving their extremities closer to the body. It’s just priming oneself to inadvertently move the thrust levers back, if something goes wrong. And a thrust reduction right after liftoff is bad juju.

From liftoff until just before thrust reduction at 800 ft, there just isn’t a reason to go hands on the power.

I saw this much more so as a FO with CAs. I don’t see it much as CA with FOs.
Click to expand...

I would think that the benefits of following the power levers during critical phases of flight and catching a potential A/T disconnect (think Asiana hitting the seawall and cartwheeling across SFO) would outweigh this potential flinching scenario, which probably not everybody does.

But I’m not a jet pilot so this opinion is worth the 1s and 0s it’s printed on.
 
FB_IMG_1749833766973.jpg
 
You must log in or register to reply here.
Back
Top