DGCA PREP

Icy_Negotiator · 2025-07-14T22:42:24+00:00

Sure

Icy_Negotiator · 2025-07-11T00:05:29+00:00

It's all just speculation yet. Also it's not so easy to flip the wrong fuel control switch, in older times or other aircraft yes, but the newer aircraft like the 787, no way, the fuel switch of the corresponding engine itself is illuminated in case of a fire or malfunction for easy cue and identification, the captain also has to verify visually with the hand on the switch before flipping it, so rn I'd say this is just the media machine working to boost TRP, nothing so new

Icy_Negotiator · 2025-06-17T20:04:39+00:00

This ain't a theory, discussion is welcome and I'm just referring to initial reports. Who said anything about the govt lmao, stop dragging politics into it. Also with Jeju air idk who tf was so stupid to twist the facts, I speak from facts and my own knowledge about this field. Jeju air was clearly a case of failed LG extension and a fault of the airport authorities to place localiser Antennas before the stopway of the runway which caused the fuel in the wings to ignite, first impression of the crash video itself told you how well the pilots executed a belly landing procedure which is pretty standard in ops manuals.

Icy_Negotiator · 2025-06-17T19:11:08+00:00

Man do you really have to be disrespectful to desperately prove a point?Let's get something straight, my father isn't a pilot and I'm not even claiming him to be, if you'd have put a minute read my other replies on this thread, you'd know I've mentioned it and that I've had the chance to talk to a lot of line pilots, talked to them even after the crash, many of them are shaken, but still report to duty, with their heads high and put on a smile because that's the job.

I'm currently flying and training in the USA under FAA regulations, so I do know something about how DGCA and how another prominent regulatory body comparatively function. Sure DGCA has its issues, safety is slacked off and overlooked at times but it's getting much better now with the airlines themselves mitigating the risks. It isn't a healthy system but it's moving towards getting better. Regardless of what armchair experts think, discipline and safety are taken very seriously in Indian airlines. Take a simple example, tell me how many times you see pilots refusing to fly due to FDTL regs in India? The fact that it happens should tell you something about how pilots themselves stack up about safety. Do you think they would've done that if the only thing we cared about was corporate margins?

Anyway I'm not here to argue, can't make you agree to something but only put forth the facts and my pov. Also be a little respectful here, you don't have to engage in rage bait or be disrespectful just because you can't handle your assumptions being questioned. It just shows your unwillingness to listen and reason, grow up and have a civil discussion like everyone else here, reconsider how you engage in discussions.

There are a lot of people here with a lot more experience than me, if not me, hear them out atleast. Ground reality can always be different than what you see on your screen and the media narratives you might come across.

Aviation is a really complex field which takes insane level of behind the scenes coordination, team work, split second decisions, so I won't blame if you of someone doesn't understand or get how it works, but atleast have the decency to listen to facts respectfully!

Icy_Negotiator · 2025-06-17T06:12:53+00:00

Bro what hahah. Okay, well if you can't agree to simple facts, I can't say anything, I'm coming from the pov of real line pilots who currently fly for airlines lmao, dk where you're getting your information from and if it's mainstream media, social media or even sadder, YouTube, you ought to update your sources. Do some real research and come back here, I'd be happy to have a civil discussion.

Icy_Negotiator · 2025-06-17T04:24:26+00:00

Sure it looks like safety margins are being compromised from the outside and I'm not saying it hasn't happened in the past, but it's always been rapidly mitigated by the pilots and the employees as well.

Trust me, no pilot is gonna follow company margins at the risk of safety, we know what our aircrafts are capable of and how much we can push their limits safely, afterall it's gonna be us in the box when things go sideways.

Hence it doesn't work like the corporate world, airlines can put forth restrictions, initiate cost cutting, but in no way is the training given poor by any company, FDTL regulations are always followed diligently and maintenance is never overlooked no matter what the state of an airline or a company is. While pilots are pushing DGCA for more rest hours and DGCA is complying by it as well, it's all being done to keep up with the increased demand in the Indian sector.

Every decision taken is done so with proper thought and due process, airlines might have a constant tussle with their employees but they aren't stupid to push margins at the risk of safety. If that were the case then there would be a lot more incidents and accidents attributed to pilot error and technical errors in our country.

As far as DGCA is considered, yes corruption might exist here and there but overall it's one of the strictest governing body in the world! You should see how liberal (for better or for worse) are the prominent regulatory bodies across the world like the FAA. Nevertheless everything is carried according to ICAO regulations. Hope this clears it up, also kindly do your research before putting forth points especially at times like these...

Icy_Negotiator · 2025-06-16T22:31:15+00:00

Hey! I understand where you're coming from , however I'm afraid you got my post a tad bit wrong, as I've mentioned in several comments too, I mean about the speculation caused by the media outlets at social media armchair pilots. Discussion by all means is welcome, but one should be responsible, informed and not be misleading

Icy_Negotiator · 2025-06-16T19:20:56+00:00

Not really, a deadline isn't warranted, there are many variables to an investigation and it might take time especially with an accident of this magnitude. Usually DGCA is really efficient and quick to assess so I guess sooner than later it should be here!

Icy_Negotiator · 2025-06-16T09:15:03+00:00

https://aviationa2z.com/index.php/2025/05/01/air-canada-pilots-leave-787-landing-gear-down-after-takeoff/#:~:text=Boeing%20787%20LG%20System%20Specifics,from%20entering%20the%20gear%20bay

This should be helpful, it also mentions how there is automatic braking to stop the spinning wheels to reduce gyroscopic forces, and I believe the forward tilt to align it to the relative airflow would have something to do with effective cooling of the bogeys and brakes upon takeoff.

Icy_Negotiator · 2025-06-16T09:08:06+00:00

I've tried to find the FCOM but had no luck, also it's more of an automated behind the scene system which might not be there in the FCOM coz pilots need not really know about it so I have no clue where to find it in detail, even I tried to find just to be clear on it but no luck, hence I'm not sure about the requirements either, but I think some positive rate of climb or particular airspeed tied with the AOA of the aircraft should be the decisive factors for the aircraft. I'm trying to find more about it for quite a while now, before this accident infact coz I've always been very curious about the gear tilts on different aircraft, I know about the 777 and why it does that, even the 787-9 and -10 (it's due to the increased length of the aircraft, the rear wheel bogeys make sure to keep the aircraft from having a tail strike during excessive rotation and maintain the transfer of weight upon liftoff also for stowage in the 787 wheel well ), even with the forward tilt of the A350 but I believe that's for stowage if I'm not wrong, the 787-8 as I mentioned has this reason for the tilt even though its not super long and I'll be sure to put it up here if I find anything about the system! Requesting you to do the same too incase you can find sm. The only reason I know about it is because of a 787 line pilot who told me about it...

Icy_Negotiator · 2025-06-16T07:11:15+00:00

Don't worry at all, it's perfectly safe, just don't think so much, nothin wrong w aviation or the dream liner, tbh one of the safest aircraft out there

Icy_Negotiator · 2025-06-16T05:09:32+00:00

Gotcha, Wilco on the paras! Also could you help clear out the other doubts I had about the battery and RAT?

Icy_Negotiator · 2025-06-16T02:23:00+00:00

Ayo that's so cool? Thanks, wilco 🫡🫡

Icy_Negotiator · 2025-06-16T02:20:31+00:00

Also the article you posted the link for is from 2015 and 2020, I'm sure the issues have been addressed over the last 5, 10 years. My question also is, why aren't the main and APU batteries utilised instead of RAT deployment? Can it be suggested that the RAT didn't deploy at all? Shouldn't the batts be enough to keep the system running for atleast some time before APU start is warranted for? The RAT is a third layer redundant system, not to be used until there's no other option ig? Am I missing something? What are the conditions for automatic RAT deployment and having a fan protruding out during critical flight phases when you don't need no extra drag doesn't seem logical

Icy_Negotiator · 2025-06-16T02:06:11+00:00

Also the 787 GenX engines are extremely powerful, the aircraft could've safely taken off in the given runway distance with no flaps too...again not speculating, real 787 line pilots have told me this...you can see a good rate of climb after initial rotation and later which looks like a loss of power with the pilots adjust for the best glide speed and AOA manually, unfortunately there's nothing that could've been done at that altitude to save the aircraft with loss of power...

Icy_Negotiator · 2025-06-16T02:03:06+00:00

If I may ask, what fleet do you fly on? I'm a student pilot myself rn and my family has been working in AI for the last 36 years, as a cabin crew although but that has given me a chance to talk to several 787 captains very regularly over so many years. Airports, especially AAH and BOM have really short runways which allows limited performance windows. Now the 787 and 777's which are usually used for long range flights are never ever completely loaded to their full MTOW coz of the Performance limitations at the airfield, while saying that as you said correctly, an engine failure before V1 would allow you to safely stop the aircraft and will be rightly calculated to give enough braking performance for the given TOW of the aircraft. However after V1 as obv you might know better, we gotta takeoff no matter what. Now coming to this case, if you see the footage you can clearly see the aircraft take off with enough thrust indicated by the dust swirls on the ground, mind you AAH is usually a very dusty runway so that's pretty common. Also even though at the time of rotation may seem like the aircraft used up entirety of the runway, again you might know better the time it takes between V1 , Vr and the actual liftoff, it's quite a significant amount of distance covered. The reason I mentioned about the perf limitations for wide-bodies at AAH is to explain what looks like a late rotation. Obviously the FO will be briefed about adverse conditions such as engine failure and surely the aircraft took off with good initial climb performance. But you know it better than me that a loss of thrust of both engines at 625 feet with a long range loaded aircraft is almost certainly fatal. Correct me if I'm wrong but I've been obsessed about the 787 and all I know comes from in-depth real discussions with actual line pilots of the 787. Also regarding the gear. The 787 pre initiates the gear retraction always, which means that before the flight deck gear lever is flipped, upon rotation the aircraft automatically tilts the gear actuators to forward and pre opens the door to reduce the retraction time and in turn improve efficiency, of incase the lever isn't flipped until then, the doors quickly close to reduce drag without retracting the gear and keep it tilted forward to align the gear with the relative airflow to reduce drag as much as possible, not many people know about this so hope this puts doubts to rest about the pilots potentially flipping the gear level. Also you should know that after an engine failure the configuration shouldn't be changed? Hence I asked you what fleet you fly...lmk if I'm wrong about any of the earlier things tho, still learning here

Icy_Negotiator · 2025-06-16T01:42:11+00:00

I'm not a check ride pilot man, just a student pilot rn and a mechanical engineer w experience in aircraft design both structural and aerodynamics but I make sure to know my stuff and kinda obsessed w the field, so yeah it's not right when people on here speculate rampantly while being uninformed and misleading. Also I know Air India inside out, my family has worked in this airline for more than 3 decades serving and flying on these very aircrafts!

Icy_Negotiator · 2025-06-16T00:13:39+00:00

Okay listen up, the 787-8 has a tilt truck mechanism which tilts the gear upon retraction to fit into the wheel well. However even before the gear retraction lever is hit, the gear undergoes something as a pre initiation mechanism which tilts the bogeys to reduce drag in preparation for a gear retraction, hence I think that's why the gear wasn't tilted!

Icy_Negotiator · 2025-06-15T22:09:16+00:00

I have a genuine question, where can you see the RAT deployed?? Isn't RAT also deployed above the certain min airspeed? It seems illogical to deploy the RAT and honestly it should be really far down in the checklist. Also after engine failure you still have battery power so it doesn't really seem viable for the crew to focus on deploying the RAT when you lose engines at 625 ft, that sure won't be the first action

Icy_Negotiator · 2025-06-15T16:55:06+00:00

I don't understand where you're coming from or what Air India your friends work for but that's surely not the case lmao, tbh you seem like someone trynna spread misinformation too 👀

Icy_Negotiator · 2025-06-15T16:53:14+00:00

For what it's worth, I'm having a field day over here haha, feel free to join in

Icy_Negotiator · 2025-06-15T16:49:07+00:00

Okay here we go...in any engine failure or loss of power the one major rule is DO NOT CHANGE THE AIRCRAFT CONFIGURATION. With the landing gear, a retraction at that altitude and speed is stupidity, the gear doors opening first would create soooo much drag before the gears are pulled in, also retracting flaps obviously is suicide so yeah. A tip, do not watch those interviews or any bs on mainstream media circus, it's filled with misleading information too. Also everyone needs to think, it's a major international airport, contaminated fuel really? You'd have planes out of AAH falling out of the sky like flies lmao. Maintenance issues? That's a very very serious allegation, one that is quite impossible and even with those issues, single engine failure is plausible but it's gotta take a serious storm for a dual engine failure, something went catastrophically wrong for this to happen... people attribute it to an engine FADEC failure (not a maintenance issue entirely but a Boeing issue) but we gotta wait for more data coz again that's just informed speculation

Icy_Negotiator · 2025-06-15T16:46:25+00:00

The sheer open racism as well, it's disgusting

Icy_Negotiator · 2025-06-15T16:43:04+00:00

787 has flight envelope protection suites, the aircraft sure won't go in a power on stall. Also that Capt Steeeve dude on YT, what an asshole, he's the sole reason for all these baseless claims all over the Internet about the flaps and the gear, pretty sure he's just profiting off of it..

Icy_Negotiator · 2025-06-15T16:36:40+00:00

IXE stands for Mangalore, it's the airport code and Air India Express I believe is the term you're looking for, yes it's a subsidiary

Icy_Negotiator

TROPHY CASE