Latest ads
-
Colombo Red Hat Certified System Administrator (RHCSA) - RHEL 10- Sanjeewani95
- Updated:
-
NURSING , CAREGIVER , HOTEL & BEAUTY COURSES- IVA Para Medical Campus
- Updated:
-
Handmade Character Soft Toys Peppa Pig Family- anil1961
- Updated:
-
Video Content Creator
- pramukag
- Updated:
-
QA Engineer Intern
- pramukag
- Updated:
Why the RAT Changes Everything – Air India 171 Update
- Thread starter imhotep
- Start date
Saw this in FB. AAIB - India preliminary report findings.
Flight: AI-171 | Aircraft: Boeing 787-8 | Date: June 25, 2025 | Route: Ahmedabad (VAAH) → London Heathrow (EGLL)
Crash Site: ~1.2 km from VAAH Runway 23, post-V1 and rotation.
AAIB Preliminary Report Highlights
1. Primary Cause – Electrical Power Transfer Interruption (PTI) During Rotation
• During transition from ground to airborne electrical configuration, the aircraft experienced a cascading dual-engine FADEC (Full Authority Digital Engine Control) failure.
• Root cause: Uncommanded bus transfer failure due to arcing in the main power relay box (PRB-A), traced to water ingress during pre-flight GPU disconnection in heavy rain.
• This led to loss of electronic engine control at rotation, resulting in both GEnx engines rolling back to ground idle within 4–5 seconds.
2. Flight Data Record Timeline
• +0:11 sec: Nose gear lifts off.
• +0:13 sec: Sudden engine rollback begins. Thrust reduces from 92% N1 to <27% within 3 seconds.
• +0:16 sec: Master caution + ENG FAIL L/R warnings. FO calls, “Both engines dropping!”
• +0:20 sec: Autopilot and flight control reverts to Direct Mode. Pitch up attitude peaks at 18°.
• +0:25 sec: Aircraft stalls at 186 ft AGL.
• +0:30 sec: Full aerodynamic stall; nose drops rapidly.
• +0:38 sec: Ground impact at 54° nose-down attitude, 174 knots.
Contributing Factors
• Environmental Conditions:
• Torrential rain during pushback.
• Moisture intrusion into PRB-A connector (P/N: HLN8471) — a known corrosion-risk component.
• Latent Maintenance Issue:
• Power transfer relay unit showed signs of thermal damage in a previous MEL deferral 2 weeks prior.
• No replacement had been conducted; aircraft was cleared under repetitive deferral.
• Design Oversight:
• Boeing 787 has no physical engine control backup (i.e., no direct mechanical linkage in FADEC loss scenario).
• Loss of power supply to both EEC channels resulted in engine “freeze” at ground idle instead of flameout.
• Flight Crew Response:
• Attempted engine relight sequence not completed before stall onset.
• Emergency power selector not activated — possibly due to confusion from multiple ECAM warnings.
@imhotep what do you think? Is that plausible?
------ Post added on Jun 18, 2025 at 10:05 AM
Flight: AI-171 | Aircraft: Boeing 787-8 | Date: June 25, 2025 | Route: Ahmedabad (VAAH) → London Heathrow (EGLL)
Crash Site: ~1.2 km from VAAH Runway 23, post-V1 and rotation.
1. Primary Cause – Electrical Power Transfer Interruption (PTI) During Rotation
• During transition from ground to airborne electrical configuration, the aircraft experienced a cascading dual-engine FADEC (Full Authority Digital Engine Control) failure.
• Root cause: Uncommanded bus transfer failure due to arcing in the main power relay box (PRB-A), traced to water ingress during pre-flight GPU disconnection in heavy rain.
• This led to loss of electronic engine control at rotation, resulting in both GEnx engines rolling back to ground idle within 4–5 seconds.
2. Flight Data Record Timeline
• +0:11 sec: Nose gear lifts off.
• +0:13 sec: Sudden engine rollback begins. Thrust reduces from 92% N1 to <27% within 3 seconds.
• +0:16 sec: Master caution + ENG FAIL L/R warnings. FO calls, “Both engines dropping!”
• +0:20 sec: Autopilot and flight control reverts to Direct Mode. Pitch up attitude peaks at 18°.
• +0:25 sec: Aircraft stalls at 186 ft AGL.
• +0:30 sec: Full aerodynamic stall; nose drops rapidly.
• +0:38 sec: Ground impact at 54° nose-down attitude, 174 knots.
Contributing Factors
• Environmental Conditions:
• Torrential rain during pushback.
• Moisture intrusion into PRB-A connector (P/N: HLN8471) — a known corrosion-risk component.
• Latent Maintenance Issue:
• Power transfer relay unit showed signs of thermal damage in a previous MEL deferral 2 weeks prior.
• No replacement had been conducted; aircraft was cleared under repetitive deferral.
• Design Oversight:
• Boeing 787 has no physical engine control backup (i.e., no direct mechanical linkage in FADEC loss scenario).
• Loss of power supply to both EEC channels resulted in engine “freeze” at ground idle instead of flameout.
• Flight Crew Response:
• Attempted engine relight sequence not completed before stall onset.
• Emergency power selector not activated — possibly due to confusion from multiple ECAM warnings.
@imhotep what do you think? Is that plausible?
------ Post added on Jun 18, 2025 at 10:05 AM
As usual b!@#$t from the Fakebook, eveything is fake including the date < | Date: June 25, 2025 >Saw this in FB. AAIB - India preliminary report findings.
Flight: AI-171 | Aircraft: Boeing 787-8 | Date: June 25, 2025 | Route: Ahmedabad (VAAH) → London Heathrow (EGLL)
Crash Site: ~1.2 km from VAAH Runway 23, post-V1 and rotation.
AAIB Preliminary Report Highlights
1. Primary Cause – Electrical Power Transfer Interruption (PTI) During Rotation
• During transition from ground to airborne electrical configuration, the aircraft experienced a cascading dual-engine FADEC (Full Authority Digital Engine Control) failure.
• Root cause: Uncommanded bus transfer failure due to arcing in the main power relay box (PRB-A), traced to water ingress during pre-flight GPU disconnection in heavy rain.
• This led to loss of electronic engine control at rotation, resulting in both GEnx engines rolling back to ground idle within 4–5 seconds.
2. Flight Data Record Timeline
• +0:11 sec: Nose gear lifts off.
• +0:13 sec: Sudden engine rollback begins. Thrust reduces from 92% N1 to <27% within 3 seconds.
• +0:16 sec: Master caution + ENG FAIL L/R warnings. FO calls, “Both engines dropping!”
• +0:20 sec: Autopilot and flight control reverts to Direct Mode. Pitch up attitude peaks at 18°.
• +0:25 sec: Aircraft stalls at 186 ft AGL.
• +0:30 sec: Full aerodynamic stall; nose drops rapidly.
• +0:38 sec: Ground impact at 54° nose-down attitude, 174 knots.
Contributing Factors
• Environmental Conditions:
• Torrential rain during pushback.
• Moisture intrusion into PRB-A connector (P/N: HLN8471) — a known corrosion-risk component.
• Latent Maintenance Issue:
• Power transfer relay unit showed signs of thermal damage in a previous MEL deferral 2 weeks prior.
• No replacement had been conducted; aircraft was cleared under repetitive deferral.
• Design Oversight:
• Boeing 787 has no physical engine control backup (i.e., no direct mechanical linkage in FADEC loss scenario).
• Loss of power supply to both EEC channels resulted in engine “freeze” at ground idle instead of flameout.
• Flight Crew Response:
• Attempted engine relight sequence not completed before stall onset.
• Emergency power selector not activated — possibly due to confusion from multiple ECAM warnings.
There was another one indicating the pilot seat moved forward. Fake report using another incident.
The recent LATAM Airlines Boeing 787 - 9, March 11, 2024 Flight Sydney to Auckland. The aircraft entered into a dive but recovered. The pilot was pushed into the control column.
Never trust anything in the Fakebook. Sorry
Lol didn't saw the date. However it came from a aircraft maintenance engineer at Easyjet so thought it's somewhat true.As usual b!@#$t from the Fakebook, eveything is fake including the date < | Date: June 25, 2025 >
ඔය Air India පරණ Flight එකකට නැගලා බලපන් ඇතුලට ගියපු ගමන් බය හිතෙනවා
ඔවා අහසේ නෙවෙයි පාරේ යන්න වත් හොඳ තත්වයක නෑ
එහෙම එකක් අහසේ අරගෙන යනවා කියන්නේ ම වීර කමක් බං
උන්ගේ ඇතුලේ Service එක එහෙම මාර හොදයි Pilots ලාගේත් අවුලක් නැහැ අවුල තියෙන්නේ Flights Maintenance වල
fuel starvation due to vapor lock? Do we know how long this airplane kept running/taxing before take off? Obviously ambient temperature is pretty high and in tarmac it might have been even higher.
https://shop.boeing.com/aviation-supply/p/100-3020-100=IE
In addition to the FDR , the RIPS battery directly powers the Cockpit area mic AND an independent 3 axis accelerometer assembly (this is on an MPFR on the part 91 helicopters I work on - don't know what's required for part 121 & 135 )
beoing 787 ekaka aniwa athi helicopters walath thiyena eke,
+ engine eken power loss unoth ewalema RIPS ekata maru wenna athi
mokada godak crashes wenne flight land karaddi or take off karaddi
http://rpcaero.com/wp-content/uploads/2023/10/Radiant-Type-III-RIPS-Final-11-2-21.pdf
Last edited:
Similar threads
