Fair enough but we must keep an open mind . Not everything is a conspiracy and people have tried to ascertain sequence of events based on fact they know .
Pilot error/suicide is the most possible of the outcome but like you said if this is not the case then truth will be out in next 1 year and we will know entire truth .
I already linked the Wiki page of pilot suicides, but - - technical procedure to shut down fuel/engines doesn't match with blunt, short 1 line CVR data reported &,
- we don't know data on medical & psychological aspects of pilots.
We need the full CVR audio, not just transcript & also FDR data.
In matters of technology i always suggest & request people to focus directly on technology rather than who says what. Why some people are not ready to consider sensor &/or S/w glitch when already happened in past multiple times?
In general, on something outside our academic/professional domain, before expressing ourselves, we should take our time, do some homework & always communicate with a verifiable base.
Our approach & tone should be neutral, not concluding.
That way we are relaying facts.
I already linked the Wiki page of pilot suicides, but - - technical procedure to shut down fuel/engines doesn't match with blunt, short 1 line CVR data reported &,
- we don't know data on medical & psychological aspects of pilots.
We need the full CVR audio, not just transcript & also FDR data.
In matters of technology i always suggest & request people to focus directly on technology rather than who says what. Why some people are not ready to consider sensor &/or S/w glitch when already happened in past multiple times?
In general, on something outside our academic/professional domain, before expressing ourselves, we should take our time, do some homework & always communicate with a verifiable base.
Our approach & tone should be neutral, not concluding.
That way we are relaying facts.
Chances of Sensor glitch on both equipment happening at the same time and at that altitude before Auto pilot kicked in it's very astronomical low .
I hope you are appreciating where I am coming from. This is whole my perspective , if I have to bet on the reason I will place my bet on human error not sensor malfunction happening at both redundant system at the same time
@SKC@haldilal@Vinash , other mods/admins,
it seems some posts have been lost.
Yesterday something was in draft buffer, today that also lost.
You guys said everything will be restored, no loss.
Chances of Sensor glitch on both equipment happening at the same time and at that altitude before Auto pilot kicked in it's very astronomical low .
I hope you are appreciating where I am coming from. This is whole my perspective , if I have to bet on the reason I will place my bet on human error not sensor malfunction happening at both redundant system at the same time
Technology doesn't work on bet. 1 in bilion or trillion thing can happen in last, middle, 1st instance itself.
Crash due to sensor malfunction with every civil & military jet has happened, especially during T/o & landing.
When redundant sensors give multiple values, it confuses FMC, then which value is right? Lowest, highest, average, median, standard deviation, etc?
Static ports, pitot's tubes are HOLE based sensors, measure air pressue to derive velocity & altitude.
So these are like our nose & ears for example.
The kind of awareness our eyes give is not given by nose & ears. A deaf person can navigate better than blind person.
When some dirt, insect, etc gets into our nose, ears we immediately detect it due to nerves, hairs, But such analogous detection is not there in air data sensors AFAIK. The FCS S/w has to be made cognitive based on flight segment & ambient conditions recorded so far, to decide which sensor is likely to be reporting wrong value. So the design engineers must be doing this already, but still crashes have happened for every jet due to bad sensor data.
The MCAS issues happened due to relying on only 1 AoA sensor, bad MCAS S/w not in sync with flight segment, ambience & other sensors.
In 5gen fighters the AoA sensor is replaced with IMU (Inertial Measurement Unit)/Accelerometer, i guess redundant too. They still have static ports, probes for temperature & pressure.
In this AI-171 case during T/o we can see a lot of dust in CCTV footage,
may be it is normal ground effect created by wings & engine thrust & appears as illusion due to camera angle,
but anyways since beginning i considered the theory of sensor clogging creating multiple values, confusing FMC & EEC & either reducing RPM to sub-idle or shut down similar to TCMA incident of ANA flight (during landing).
In this AI-171 case during T/o we can see a lot of dust in CCTV footage,
may be it is normal ground effect created by wings & engine thrust & appears as illusion due to camera angle,
offtopic but as someone who's lived in ahmedabad,
it's helluwa dusty city like even mughal badshah Jehangir himself called it out as Gardabad (city of dust) and what not back 400 years ago
Technology doesn't work on bet. 1 in bilion or trillion thing can happen in last, middle, 1st instance itself.
Crash due to sensor malfunction with every civil & military jet has happened, especially during T/o & landing.
When redundant sensors give multiple values, it confuses FMC, then which value is right? Lowest, highest, average, median, standard deviation, etc?
Static ports, pitot's tubes are HOLE based sensors, measure air pressue to derive velocity & altitude.
So these are like our nose & ears for example.
The kind of awareness our eyes give is not given by nose & ears. A deaf person can navigate better than blind person.
When some dirt, insect, etc gets into our nose, ears we immediately detect it due to nerves, hairs, But such analogous detection is not there in air data sensors AFAIK. The FCS S/w has to be made cognitive based on flight segment & ambient conditions recorded so far, to decide which sensor is likely to be reporting wrong value. So the design engineers must be doing this already, but still crashes have happened for every jet due to bad sensor data.
The MCAS issues happened due to relying on only 1 AoA sensor, bad MCAS S/w not in sync with flight segment, ambience & other sensors.
In 5gen fighters the AoA sensor is replaced with IMU (Inertial Measurement Unit)/Accelerometer, i guess redundant too. They still have static ports, probes for temperature & pressure.
In this AI-171 case during T/o we can see a lot of dust in CCTV footage,
may be it is normal ground effect created by wings & engine thrust & appears as illusion due to camera angle,
but anyways since beginning i considered the theory of sensor clogging creating multiple values, confusing FMC & EEC & either reducing RPM to sub-idle or shut down similar to TCMA incident of ANA flight (during landing).
The fuel switches were most likely physically moved to the off position , one after the other . The sound of that physically happening (audible click noise as per design of the spring engaging) will be captured in the cockpit recorder and also something the copilot probably saw and heard which is why he asked 'why did he cut off '.
The high possibility is a murder suicide by the pilot who seems like a odd cuckoo with no relationships other than with his elderly parents one of who passed away few years back . In India there is terrible stigma of gettting health for mental issues so the fact that he never got any help is also pretty normal
offtopic but as someone who's lived in ahmedabad,
it's helluwa dusty city like even mughal badshah Jehangir himself called it out as Gardabad (city of dust) and what not back 400 years ago
Hmm, if we see CCTV footage of crash & plane-spotter videos of Ahmedabad airport then the spaces beside runway look grassy.
Bigger jets like B-777, A-330, etc can also be seen.
But they're also sweeping off similar amount of dust.
In desert areas there would be far more amount of dust.
The jets are tested in many weather conditions during design & prototyping.
Mechanisms like 'anti-ice' have been developed but IDK there is something like 'anti-dust'.
Hence by 'swiss cheese model' & 'Murphy's law' sometimes clogged sensors have caused accidents for every type of jet.
The fuel switches were most likely physically moved to the off position , one after the other . The sound of that physically happening (audible click noise as per design of the spring engaging) will be captured in the cockpit recorder and also something the copilot probably saw and heard which is why he asked 'why did he cut off '.
The high possibility is a murder suicide by the pilot who seems like a odd cuckoo with no relationships other than with his elderly parents one of who passed away few years back . In India there is terrible stigma of gettting health for mental issues so the fact that he never got any help is also pretty normal
At least the sincere people globally are suspecting how a report got leaked before official release which is punishable offence & blunt, irresponsible behavior on part of TECHNICALLY UNQUALIFIED people including journalists, etc.
Now, a sincere investigation considers all angles.
Hence I've already mentioned list of past pilot suicides, S/w glitch, H/w malfunction, sabotage, maintenance issues, fuel contamination, etc, etc. I mentioned 25 bulleted points of various types/aspects/angles in the suicide possibility post. But it seems you didn't read carefully. And some people still seem to be hell-bent only on pilot error, suicide....Hmm!!! This show insincerity, lobbying type of intentions.
Audio reflects TONE, emotions, NOT A WRITING. We need full CVR audio.
Like i said, in every office, some people may not get along well due to personal incompatibility, not socializing beyond professional boundaries, but HR rules compell them to work together, so they strictly mind their job & in case of errors they can misunderstand/suspect eachother bluntly.
5 fingers are different, world is in grey shades, some people are active, extrovert, some are relatively passive, introvertwhich doesn't qualify for crime by default.
Criminal masterminds can be very talkitive, social,
as well as passive types.
A high-valued critical profession like Engineer, Doctor, Pilot, etc, especially if in 24x7 or shift environment are very demanding, challenging, need good health, good analytical skills, sincerity, continious study with changing things, time management, decision making skills, etc.
Hence such professions have lesser time for social life. We can see most doctors, engineers, etc very busy Mon-Fri & in wekend with house-chores, banking, maintenance, etc then whatever they wanna do in their personal life, none of anybodys business.
Mental instability leading to suicide/murder would definitely reflect in public. But pilots who worked with Captain Sumeet Sabarwal said that he normal, stable person.
Hence to prove pilot error, suicide, the CVR audio, medical records, behavioral data is needed. Otherwise bluntly blaming someone guilty by default unless proven innocent is 'summary execution' in a democracy & equal crime. At least India has IPC 499, 500 for defamation.
Since beginning many people like Mary Schiavo (Former IG, US DoTr), Dr. Vandana Singh, some domestic & foreign pilots, enthusiasts like me, etc have considered S/w glitch with certain functions of FMC/EEC, we should see how confusion can occur with electro-mechanical man-machine interfaces.
All switches, buttons, knobs in the A/c are some kind of electronic relays, so the electrical signals are converted by ADC (Analog to Digital Convertor) mechanism & sent to FMC & then formatted & sent to FDR.
Some of the switches, buttons, levers, knobs can be controlled back in motion by the computer/auto-pilot,
For example -
- thrust levers in auto-thrust mode.
- engine start knobs from START to NORM.
- stabilizer trim wheel (787 doesn't have).
- speed brake lever.
...except the ones guarded by notches, brackets, covers, etc. But the computer/auto-pilot can still SOFT operate the functions.
For example-
- load-relief function for flaps, but flaps lever won't move. There'll be messages, perhaps LED & aural alarm then pilot has to adjust flap lever. - EEC's TCMA shutting down engine(fuel valves)if RPM red line crossed, overspeed occurs, ground idle RPM issues, etc. But fuel switch won't move. In case of mid-flight shutdown the pilots need to manually cutoff & run both switches for engine restart.
- RAT auto-deploy.
- Electrical load shedding causing less priority things to shut down temporarily or indefinitely as per situation & power available, like shut down of some of the fuel pumps, hydraulic pumps, IFES (In Flight Entertainment System), Cabin Utility, etc.
As jets become more S/w oriented with glass cockpit & automatic adjustments, that means the computers have option to relay a signal further or not triggered by a hard switch, unless the proper conditions are met.Such safety mechanisms, S/w driven locks are already there.
So now there are many layers-
- physical, mechanical layer on top.
- electronic layer of transistor circuit.
- wiring layer of connectors, plugs, copper wires, fiber optic wires.
- S/w layer, the ultimate judge, jury, executioner.
Some Avionics logic could be hard-wired where too much S/w thinking is not needed.
Each of these layer have their standards w.r.t. manufacturing, maintenance, shelf life, etc, but also gltches associated.
But we've not reached the zenith of any technology, just the beginning actually. 1 glitch at any layer may or may not be corrected at H/w or S/w aspect of other layer, depends on design efficiency, maintenance, flight conditions, operation, etc. By "swiss cheese model", if some glitch gets through all layers then problems can arise. A glitch at electronic, wiring, S/w layers may or may not show hard movement of switch/knob/lever/button, especially in those guarded by notches, bracket, covers, etc, Some kind of messages on MFD with LED & aural alarm may or may not occur, hence in very short life-threatening emergency situation there can be confusion/misunderstanding, especially if pilots don't get along well.
Since beginning many people like Mary Schiavo (Former IG, US DoTr), Dr. Vandana Singh, some domestic & foreign pilots, enthusiasts like me, etc have considered S/w glitch with certain functions of FMC/EEC, we should see how confusion can occur with electro-mechanical man-machine interfaces.
All switches, buttons, knobs in the A/c are some kind of electronic relays, so the electrical signals are converted by ADC (Analog to Digital Convertor) mechanism & sent to FMC & then formatted & sent to FDR.
Some of the switches, buttons, levers, knobs can be controlled back in motion by the computer/auto-pilot,
For example -
- thrust levers in auto-thrust mode.
- engine start knobs from START to NORM.
- stabilizer trim wheel (787 doesn't have).
- speed brake lever.
...except the ones guarded by notches, brackets, covers, etc. But the computer/auto-pilot can still SOFT operate the functions.
For example-
- load-relief function for flaps, but flaps lever won't move. There'll be messages, perhaps LED & aural alarm then pilot has to adjust flap lever. - EEC's TCMA shutting down engine(fuel valves)if RPM red line crossed, overspeed occurs, ground idle RPM issues, etc. But fuel switch won't move. In case of mid-flight shutdown the pilots need to manually cutoff & run both switches for engine restart.
- RAT auto-deploy.
- Electrical load shedding causing less priority things to shut down temporarily or indefinitely as per situation & power available, like shut down of some of the fuel pumps, hydraulic pumps, IFES (In Flight Entertainment System), Cabin Utility, etc.
As jets become more S/w oriented with glass cockpit & automatic adjustments, that means the computers have option to relay a signal further or not triggered by a hard switch, unless the proper conditions are met.Such safety mechanisms, S/w driven locks are already there.
So now there are many layers-
- physical, mechanical layer on top.
- electronic layer of transistor circuit.
- wiring layer of connectors, plugs, copper wires, fiber optic wires.
- S/w layer, the ultimate judge, jury, executioner.
Some Avionics logic could be hard-wired where too much S/w thinking is not needed.
Each of these layer have their standards w.r.t. manufacturing, maintenance, shelf life, etc, but also gltches associated.
But we've not reached the zenith of any technology, just the beginning actually. 1 glitch at any layer may or may not be corrected at H/w or S/w aspect of other layer, depends on design efficiency, maintenance, flight conditions, operation, etc. By "swiss cheese model", if some glitch gets through all layers then problems can arise. A glitch at electronic, wiring, S/w layers may or may not show hard movement of switch/knob/lever/button, especially in those guarded by notches, bracket, covers, etc, Some kind of messages on MFD with LED & aural alarm may or may not occur, hence in very short life-threatening emergency situation there can be confusion/misunderstanding, especially if pilots don't get along well.
If and if there is the audible noise of the fuel switch moved one after another to the off position then the software fault debate is over . And the fuel switch design is made such that the sound is loud enough to be captured by the CVR. It's a distinctive click noise which can't be mistaken ,
There is no scenario in the world during take off where a pilot will move both switches to off for 10 seconds . So if the switches moved physically then it's intentional and frankly murder .
Many news channels interviewd Mary Schiavo (Aviation lawyer, Former IG, US Dept. of Transportation) who has suspected S/w glitch, says that -
- Prelim report not supposed to conclude, so it doesn't present evidence of pilot error.
- Some people conveniently cherry-picking only on FO's questionbut ignoring Captain's denial response.
- Wall Street Journal & other media, people should not incline or conclude pilot suicide-murder so soon.
- In 75-80% cases pilots were blamed & later they were found innocent.
- Boeing avionics S/w have done uncommanded things many times like in MCAS case.
- At this point blaming pilots for murder w/o evidence is HEINOUS ACCUSATION.
- After MH-370 accident also pilots blamed but no evidence 10 years down the line.
Many news channels interviewd Mary Schiavo (Aviation lawyer, Former IG, US Dept. of Transportation) who has suspected S/w glitch, says that -
- Prelim report not supposed to conclude, so it doesn't present evidence of pilot error.
- Some people conveniently cherry-picking only on FO's questionbut ignoring Captain's denial response.
- Wall Street Journal & other media, people should not incline or conclude pilot suicide-murder so soon.
- In 75-80% cases pilots were blamed & later they were found innocent.
- Boeing avionics S/w have done uncommanded things many times like in MCAS case.
- At this point blaming pilots for murder w/o evidence is HEINOUS ACCUSATION.
- After MH-370 accident also pilots blamed but no evidence 10 years down the line.
Will software cause the switches to physically move to off ...? It has to be lifted with force and then moved.
The FO was totally panicked and asked the same question many times in 6 seconds to the Pilot before the switches were physically moved back to ON position 10 seconds after it was moved to off. He didn't just ask it one time as depicted in the report.
If and if there is the audible noise of the fuel switch moved one after another to the off position then the software fault debate is over . And the fuel switch design is made such that the sound is loud enough to be captured by the CVR. It's a distinctive click noise which can't be mistaken ,
> There cannot be selective cherry-picking. Not just a click part but the full CVR audio of flight is needed to see the onset of situation & rule out any doubt of manipulation.
> There should be no confusion b/w sound of Fuel switch & other switches, knobs, levers, etc.
> When we look at numerous 787 T/o videos on YouTube, we find that -
- Flying pilot operates control column
- Flying pilot or Observing pilot might keep his/her hand on throttle till V1 speed for possible RTO (Rejected T/o).
- Ususally hand is removed from throtlle after V1 if T/o happens.
- Sometimes from go-pro cameras on windshield, other click type sounds can be heard, difficult to make out what exactly if another go-pro doesn't cover cockpit.
> Bcoz the MLG was seen tipped forward which happens when gear lever is put up. So at this point we would consider that either -
- gear lever was put up just when the mistake/glitch happened. If really the gear lever was put up then its sound should not be confused with Fuel swicth sound.
- Or, the mistake/glitch caused the gear to remain down.
> Few years back AI generated video was impossiblle & unimaginable but today it has become difficult to tell if videois realor AI generated. If someone can do propaganda with prelim report then they may try AI-generated Audio too.
You didn't read my recent post properly where I already mentioned with simulator video that technically, for engine restart after quicly checking fire, electricity, etc -
- auto throttle switches in UFC needs to be switched off.
- throttle put to idle.
- both switches have to be cutoff then run again,
All this will be done in full coordination & acknowledgement of both pilots & would take 5-10 seconds at minimum in emergency, rest the FMC+EEC will handle.
A 787 pilot can tell best if all this can be done in say 5-7 seconds max.
There are some DEFATO (Dual Engine Failure At Take Off) videos in simulators on Youtube after T/o but only after gaining sufficient altitude for turn-around & land.
> Some people are saying that there were advisories w.r.t. this switch unit. There is internal locking mechanism which can fail, well, IDK at this moment. I suggest we all search more, neutrally, rather than sitting, relaxing & bluntly blaming.
> Although the prelim report says "Engine 1 and Engine 2 fuel cutoff switches TRANSITIONED from RUN to CUTOFF position one after another with a time gap of 01 sec."
This language has been slammed by Indian pilots, ALPA, Ex-DGCA, Ex-AAIB people bcoz the sentence construction doesn't match Indian neutral English. It seems to be dictated or drafted by a Western person
+ the report released post midnight IST around evening logout time in USA
+ WSJ, etc starting propaganda early.
> If a mental, suicidal, homicidal, maniac pilot will cutoff the switches then he won't say something like "I didn't" but something cursing like "go to hell", "I don't care", or might even apologise "i'm sorry".
You can check homicide & forensic documentaries or ask clinical psycologists.
> People like you, me, other members here obviously don't know Captain Sumeet Sabarwal but those who know & worked with him say he was a good commander, trainer, a studuous person hence reserved, didn't smoke or drink, was about to retire & look after his old father.
You didn't read my just previous post above explaining layers of the interfaces with screenshot of google search of electronic relay switches & functions of some guarded controls can be SOFT operated w/o HARD movements.
...except the ones guarded by notches, brackets, covers, etc. But the computer/auto-pilot can still SOFT operate the functions.
For example-
- load-relief function for flaps, but flaps lever won't move. There'll be messages, perhaps LED & aural alarm then pilot has to adjust flap lever. - EEC's TCMA shutting down engine(fuel valves)if RPM red line crossed, overspeed occurs, ground idle RPM issues, etc. But fuel switch won't move. In case of mid-flight shutdown the pilots need to manually cutoff & run both switches for engine restart.
- RAT auto-deploy.
- Electrical load shedding causing less priority things to shut down temporarily or indefinitely as per situation & power available, like shut down of some of the fuel pumps, hydraulic pumps, IFES (In Flight Entertainment System), Cabin Utility, etc.
The cutoff switch is the top mechanical layer. It doesn't have any visible sensor except notch/tooth ring.
The electronic circuit layer below is the sensor. This can have malfunction like short circuit, heat, moisture, etc which will send wrong signal w/o moving switch above.
Then below it is the connector & wiring layer which has its own possible issues. Any electrician can tell you.
Then we have S/w layer where EEC's TCMA malfunction example already there.
Young FOs in 20s & 30s can/will panic more than experienced Captain. They're not mentally prepared for death, their family life has just begun.
A good captain in 50s about to retire, will use every milli-second to troubleshoot technically even in imminent danger/death bcoz panic won't resolve anything.
and asked the same question many times in 6 seconds to the Pilot before the switches were physically moved back to ON position 10 seconds after it was moved to off. He didn't just ask it one time as depicted in the report.
What evidence EXACTLY????????????? You have access to actual CVR & FDR data?????????? Did NTSB or UK's AAIB LEAK to you??????????
It is prelim report. No CVR audio!!
No full transcript!!!
No pilot names of who said what!!!! No FDR data on important MFD messages, alarms & component status!!!!
As per your logic, what of Clive Kunder turns out to be culprit, intentionally acting to confuse CVR recording?
Now the Indian AAIB have issued stern warnings not to do defamation propaganda otherwise legal action could be taken.
if you need to restart the engines if they cut off on their own , you move the cut off switches to off and on in around 1 second. You don't leave them off for 10 secs , you don't do that in mid air and you certainly don't do that during take off.
Second the WSJ report said that the FO asked the pilot several times in 6 secs why he switched the fuel off while the Caption responded once that he did not .
The FO needs both hands to operate the plane during take off . So how could he move both the fuel cut off switches when both his hands are occupied . And if he somehow do it , won't the captain sitting next to him wiht both hands unoccupied notice that and won't he say something ?
If anything the report makes the Captain look better than supposedly what the CVR shows.
And yes they shoudl release the entire recording . And the main thing is I want the police to start investigating . If one of the pilot commited murder of 260 + Indians , I want to know why and what can be done so that it does not happen again.
if you need to restart the engines if they cut off on their own , you move the cut off switches to off and on in around 1 second.You don't leave them off for 10 secs , you don't do that in mid air and you certainly don't do that during take off.
That's mystery for everyone & the goal here is to understand the correct sequence of all steps. But are you confident? What is your source? What if pilot &/or FMC+EEC has to perform some checks or steps 1st? What if there is bird hit, engine damage, some sparks but not fire yet, sensor malfunction, etc? What if switching on the fuel again to damaged engine causes a fire?
Initially, I also did mention that in case of unintentional stupidity or intentional tamper, perhaps the switches can be turned back on immediately in 1-2sec & the jet might have lost some altitude but survived & flown away safely. But that's a guess as an enthusiast & internet searching so far.
Batteries will support cockpit & flight controls & PMA will support EEC till RAT deploys.
RAT will take few seconds to provide electricity to cockpit, controls, fuel pumps, hydraulic pumps, EEC, etc.
I also mentioned that the engine starter knob on overhead panel may or may not have to be switched from NORM to START, bcoz on ground that's done 1st.
In that case the sequence MIGHT be -
- check EICAS messages & system status.
- switch off auto-throttle switch in UFC.
- pull throttle to idle.
- CUTOFF both fuel switches.
- check electric system & confirm minimum electricity.
- START both engine start knobs.
- Then switch on both fuel switches.
Hence, IDK yet for sure if there is any SOP for it or system dependency like if we need to wait for some component status, bcoz it is not simple like a car ignition. I stil have to see some CBT videos, maintenance videos, etc & do Google search.
Beyond that neither i've seen these in simulator video, nor in pilot interview, etc.
As i've limited time, if i find an appropriate sim video of EFATO or DEFATO or even mid-flight with engine restart & fuel switch off & on immediately, i'll share it immediately.
If you're confident on this time b/w switch off & on to be immediate in 1-2sec then you should also mention some video, article, something publicly verifiable.
Second the WSJ report said that the FO asked the pilot several times in 6 secs why he switched the fuel off while the Caption responded once that he did not .
WSJ is private entity, not official front for GoUSA, FAA, NTSB.
You are perhaps American,
GE is American MNC,
Boeing is American MNC,
WSJ is American media house,
Hence you're naturally comfortable with what WSJ or other Western entities say.
Otherwise, any kind of leak, accurate or innacurate, before official release, is serious vilolation & punishable offence.
If WSJ reveals who in investigation team gave them data & then that person or the team officially confirms publicly then only it'll be officially accepted.
Otherwise it is all unofficial, fake, scoop/byte, propaganda, narrative building, for viewership, gossip to save Boeing, GE.
And do not forget about Boeing whistle blowers who are technical people,
people like Mary Schiavo who is Aviation lawyer, former IF of US-DoTr. These people being internal & directly related to aviation are more trustworthy.
The FO needs both hands to operate the plane during take off . So how could he move both the fuel cut off switches when both his hands are occupied . And if he somehow do it , won't the captain sitting next to him wiht both hands unoccupied notice that and won't he say something ?
During landing the flying pilot operates both the column & throttle.
Hence technically, the flying pilot does not need both hands on control column for T/o.
Hence i wrote, after checking many videos, that either of the pilots can operate the throttle. It is just to share work load wherever possible. It may or may not be SOP of airline.
So in a generic hypothetical scenario, a young FO, if suspected of suicide-murder, can operate throttle also & the nearby fuel switches.
The captian being the observing pilot is not unoccupied but keeping eye on system displayed on MFDs for speed & malfunctions if any.
The system says "V1" then the observing pilot at 'Vr' says "rotate".
If there is any problems till V1 then RTO (Rejected T/o) has to be done.
If there is any problem after V1 then T/o has to be done otherwise A/c will over-shoot runway.
There is supposed to be a trust b/w both pilots, so the observing pilot won't SUSPICIOUSLY monitor every hand/finger action of flying pilot.
But perpheral vision of eyes of captain may or may not catch the FO depending upon the focus of captain on MFDs or even a quick glance outside. Then FO can take advantage of situation & act innocently to confuse CVR.
See, in this case, FO Clive Kunder is demographically different from most Indians & passengers, so for most Indians it is more easy to suspect him. But still nobody is suspecting him.
But some Westerners who don't know ABCD of Sumeet Sabharwal's life & personality, are suspecting him of killing most people of his own community & nationality w/o any possible conflict. What if it is their plan to start communal riots & reason for West to act against India in some way? West is already trying to make India take their side against Russia while still taking energy from Russia.
Today, everybody doesn't wan't marriage, kids. So no hassles of bad kids, divorce, alimony, etc. Some people are reserved & some want to remain independent, free. Pilot's job pays huge salary & takes you to places around world. Later you can retire having a deal with relatives or old age home.
In Western society, violence, divorce, cheating, promiscuity, bad kids, etc are far more bcoz of legal gun culture, booze culture, drug addiction, bikini culture, nudist culture, punk culture, exhibitionism, nude art, wet t-shirt contest, bikini contest, legal porn industry, etc. At least spare YouTube & Wikipedia kind of sites. These things are infecting India also.
The CVR data released is anything but sufficient & every Indian is angry about it. Everybody understand that such short, inadequate data w/o tone would lead to Mt. Everest of speculations, good for news channels & wannabe famous like Captain Steeve & his gang of over-smart people thinking others as dumb.
And yes they shoudl release the entire recording . And the main thing is I want the police to start investigating . If one of the pilot commited murder of 260 + Indians , I want to know why and what can be done so that it does not happen again.
> Everybody wants the truth. In past pilot suicides, it did bring bad reputation to pilot's family, but the airlines continued, the country continued, the jet makers continued.
> Do we have suicide free civil jet? Some fighter jets,not all, have GCAS (ground Collison Avoidance System). Civil jets have terrain warning, TCAS (Traffic Collison Avoidance System) but for just warning, that's it AFAIK.
> Criminal investigation cannot start at wish, demand or pressure. there also are SOPs & jurisdictions. Suppose in incidents causing damage, injuries, few deaths only, if pilot survives & found guilty then they are prosecuted, could be fined, fired, imprisoned. What will you do to dead pilots?
rather than who says what.
when already happened in past multiple times?
can navigate better than blind person.
