Voice of the cockpit deepens the journey puzzle 171 accidents

Investigators revealed the discovery of a chill in the initial investigation into the crash of the Air India Flight 171, which killed 260 people in June.

Just seconds of takeoff, Boeing 787 Dreamliner-suddenly fuel governing fuel to the “pieces” mode, is hungering the fuel engines and causing total energy loss. The shift to “pieces” is a step that usually takes place after landing.

The steering cockpit is one of the pilots asking the other about the reason for “doing the pieces”, which a person responds to that he did not. The registration does not explain who said what. At the time of takeoff, the co -pilot was flying the plane while the captain was watching.

The keys were returned to normal, which led to the automatic offering of the engine. At the time of the accident, one of the engine was recovering while the other had seized, but he had not yet recovered.

The flight of India was 171 mobile for less than 40 seconds Before he collided with a crowded neighborhood In the city of Ahmed Abad, Western Indian, on the occasion of one of the most flying disasters in India.

Investigators investigate the debris and cars records in the cockpit to understand the error that occurred immediately after the takeoff. The flight of India increased to 625 feet in a clear weather before losing the site data 50 seconds, for each Flightradar24. On Saturday, a 15 -page department is presented with early visions.

Investigation – led by Indian authorities with Boeing experts, General Electric, India, Indian organizers, and US and UK participants – raises many questions.

The researchers say the lock fuel switches in order to prevent accidental activation – must be withdrawn to cancel the lock before stirring, a safety feature dating back to the fifties. It is designed according to strict standards, it is very reliable. Protection protection brackets protect them from accidental bumps.

“It would be almost impossible to pull both keys with one movement from a hand, and this makes the accidental publication unlikely,” said Canada -based air accidents, who wanted to remain unprecedented.

This is what makes the Air India case stand out.

If one of the pilots is responsible for closing the keys, on purpose or not, then he “does not plead to the question: Why … pull the keys to the position.”

“Was it intentionally, or as a result of confusion? This seems unlikely, because the pilots did not report something unusual. In many emergency situations in the cockpit, pilots may pressure the wrong buttons or make incorrect choices – but there was no indication of such a situation here, or any discussion indicating that the fuel keys have been chosen by mistake. This type of error does not usually happen without any continuous problem.”

“The result is very annoying – that the pilot closed the fuel key within seconds of flying.”

“It is possible that there will be a lot on the cockpit audio recorder more than shared. A single note like” Why did you cut the keys “not enough,” he said.

“The new details indicate that someone in the cockpit closed those valves. The question is, and why, and why was both keys turned off and then restarted within seconds. The audio recorder will reveal more: Was the flying pilot trying to restart the engines, or monitor?”

Investigators believe that the cockpit sound recorder – with the sound of experimental microphones, radio calls and surrounding cockpit sounds – carries the key to this mystery.

“They have not yet identified votes, which is very important. Usually, when the audio recorder is reviewed, there are people familiar with the pilots to help match the voices. So far, we still do not know which pilot extinguishes the keys and return.”

In short, the investigators say what is required is to determine the clear sound, the full text of the cockpit with loudspeakers bearing marks, and a comprehensive review of all connections from the moment when the plane was paid from the gate until the time it crashed.

They also say that this emphasizes the need for the cockpit video, as recommended by NTSB. Seeing above the shoulder would show her hand on the cutting key.

Before the trip to climb up to 171, both pilots and crew passed the breathing tests and were cleared for flying, says the report. The pilots, their headquarters in Mumbai, arrived at Ahmedabad on the day before the trip and were at enough comfort.

But investigators are also in the chest in what they describe is an interesting point in the report.

It says in December 2018, the US Federal Aviation Administration has released a special information information bulletin in the field of aviation aircraft information (Saib) that highlights that some Boeing 737 fuel control keys have been installed with the lock feature.

While the problem was observed, it was not considered an unsafe condition that requires a friend of a friend (AD) – a legally implemented regulation to correct unsafe conditions in a product.

The same key design is used in the Boeing 787-8 plane, including Air India VT-ANB that crashed. Since Saib was a consultant, Air India did not perform recommended inspections.

Mr. Pruchnici said he wondering whether there is a problem with fuel control keys.

“What does this (in the report) mean exactly? Does this mean that with one heart, this switch can close the engine and cut fuel supplies? When the lock feature is separated, what exactly happens? Can the key itself turn to stop it and close the engine?

However, others are not convinced that this is an essential issue.

“I haven’t heard of this, which seems to be a low release in the Federal Aviation Administration. I haven’t heard any complaints (about fuel keys) from pilots – who are usually fast to speak. He deserves to be examined since its mention, but it may be just distraction,” said Mr. Guls.

Captain Keshor Cinta, a former investigator of the AAIB aircraft investigation, is wondering whether the keys were stuck due to a problem with the plane’s electronic control unit.

“Is it possible to run the fuel switch keys electronically by the electronic control unit of the plane without movement by the pilot? If the fuel cut keys stalled electronically, this is a reason for anxiety,” he told the BBC.

The report says that fuel samples of fuel tanks were “satisfactory”. Experts earlier suggested fuel pollution as a possible cause of the dual engine failure. It is worth noting that no consultant for Boeing 787 engines or its Genx-1B engines, with the exclusion of mechanical failure pending more investigation.

He also said that the plane’s air turbine (RAT) has published – a clear mark on the failure of the main systems – the landing equipment was found in the “position down” or not withdrawn.

Mice, a small fan that extends from the bottom side of Boeing 787 Dreamliner, works as an emergency spare generator. It automatically publishes flying when the two engines lose energy or if all the three hydraulic systems are seriously low pressure, providing limited energy to maintain basic aviation systems.

“The spread of Air RAM (RAT) turbines supporting the conclusion that the two engines have failed,” said Mr. Brothniki.

Boeing 787 pilot explained the reason for his belief that the landing equipment was not retracted.

“These days, every time I do in 787, I noticed that the process of declining a decline in the landing is closely. By the time when the gear handle is withdrawn, we are already at about 200 feet (60.9 million), and the process of declining the entire gears is about 400 feet – approximately eight seconds in total, thanks to the high -pressure water system.”

The pilot believes that flying had no time to think.

“When both engines fail and the plane begins to go down, the reaction exceeds the only attention – you numb. At that moment, your equipment is not the focus of your focus. Your mind is on one thing: the course of the flight. Where can I put this plane safely? In this case, there was not enough height while working with it.”

Investigators say the crew tried to recover, but it happened very quickly.

“The engines were stopped and then returned to it. The pilots realized that the engines were losing the trend – they are likely to restart the left first, followed by the right.”

“But the right engine did not have enough time to copy the reserve, and the trend was not enough. Both were finally assigned to” running “, but with the closure of the left first and right after it was too late, it was just a very little, it was too late.”