How to investigate Boeing Dreamliner crash

Less than 40 seconds.

That’s how long the airy India is flying 171 the plane before it falls into a large population in Ahmedabad neighborhood to one of the new memories.

Investigators currently faced with extreme role of moving flow and decoding cockpit and flight data records in Boeing 787 Dreamliner with seconds after. Under international rules specified in the AVICE body IcaoA preliminary investigation report should be released within 30 days, completing the final report completed within 12 months.

London Gatwick’s bound plane, Captain Sumet Sabharwal and Co-Pilot Clive in Ahmedabad on Thursday (08:09 GMT) on Thursday, with 242 tons of fuel. During the moments, a night call crushed from the cockpit. This is the last transmission. It follows the loss of height and a crash burned.

Captain Kishore Cinta, a former investigator with a plane of India (AAIB), calls it “rare” contract contracts after. “In my knowledge, there is nothing like it happened,” he told the BBC.

Did both machines fail due to bird strikes or fuel contamination? Do flaps improperly extend, reduced lifting a heavy jet load in extreme heat? Is there an error in maintaining time to service the machine? Or an inactive crew action cut the fuel into two machines?

Investigators will check all the possibilities – and more. The air crash investigations depend on triangulation and elimination – equal to physical evidence from disruption to recorded airline performance data on what is wrong with what is wrong.

Every screw cable, damaged blade of turbine, airline caring, and signs from flight records – the so-called “black box” – will be called. The BBC talks to the accident experts to understand how to maintain investigation.

Critical, the first signs of land can come from breaking two machines, at least three investigators said.

“You can tell from the damage whether the engines were generating power and impact – turbines fracture differently when spinning at high speed,” says Peter Goelz, a Former Managing Director of the US’s National Transportation Safety Board (NTSB). “That’s the first explanation of what’s wrong.”

Turbins are important rotating components with an important role in getting the energy to create push.

“If machines don’t make power, investigators have a serious case with their hands – and the focus will change the cockpit.”

The cockholder is revealed to the Boeing 787 enhanced by the airborne flight recorder (ears) – or the “black boxes” – which, investigators say, help tell the story. (Indian officials say that recorders recover from the crash site.)

These devices earn a lot of flight data and cockpit audio – from calls to pilot radio to ambient cockpit. Voice recordings come from individual mics mics, radio shipping and a microphone area selecting background noise in the lap.

Track data recorders In high accuracy the position of gears and flap levers, catch settings, machine performance, fuel flow and even activate fire.

“If the flight data recorder shows machines that make full power, then the attention moves to flaps and slats. If they find a hard investigation,” Mr Goelz said.

Flaps and slats add to lift the lowest speed, which helps a plane to save and safely by allowing it to fly slowly.

“If (the road to) to a problem with the flight management system, which can lift severe concerns – not only for Boeing, but for the entire opening industry.”

The Boeing 787 management management of flying flight is a more automated suite in charge of navigating, performance and guidance. It involves data from multiple sensors to optimize aircraft flight and fuel recovery.

With over 1,100 Boeing 787s flying around the world from 2011, investigators should be aware of whether it is a systematic discourse – or an off failure different from this flight, experts say. “If it points to a system problem, then regulation bodies should be easy to make some difficult decisions,” Mr Goelz said.

So far, there is no indication that anyone is wrong. India’s Civil Aviation Ministry said on Tuesday that a recent inspection of Air India’s Boeing 787 Fleet – 24 of 33 aircraft have been checked so far – “adding that the planes and maintenance systems complied with existing standards.

Boeing President and CEO Kelly Ortrerberg said on 12 June:

Decoding AAIB data Delhi lab led Indian investigators, with experts from Boeing, Merer-Maker Ge, Air India and Indian Regultors. Investigators will also participate from NTSB and UK.

“In my experience, teams often know what happened to happen quickly,” says Mr. Goelz. “But understanding why it happened longer.”

Destruction can give other signs. “Every part – wire, nut, bolt – can be collected to be collected,” says Mr. Chinta.

Usually, the destruction is moved to a nearby hangar or safe facility, placed to know the nose, tail and wingtips, and then united. In this case, depending on what the flight data is revealed, a voice records, a thorough reconstruction is not necessary, investigators say.

The importance of destruction varies in accident, investigators say. consideration Malaysia Airlines Flight MH17Shot in eastern Ukraine in July 2014, it is important – rebuild the nose revealing the missile made of Russia.

In the disruption, investigators will also review gasoline, lines, valves and remaining fuel to check contamination – a quick find, an investigator crash that wants to remain out of date, as. Also, he believes refueling equipment used before leaving “is likely to be quarantined and inspected”.

It’s not all. Investigators gather in maintenance of error historical records from Airline and Boeing Airline communication (data report or Satellite in Boeing and Air India.

They will check all the flights run by aircraft and the crew in recent months, with the technical log of the pilot’s reports and corrective errors before release.

Investigators will also review pilot licenses, training records, simulator and teacher performances with the engine simulators “I consider that the Air India has already given these investigation team records,” says Mr. Chinta.

Investigators will review the service history of all aircraft components removed and replaced, reviewed defects for repeated defects for recurring defects for any problems that affect this flight.

“These investigations are more complicated. They need time, but there are early signs of what is likely to be wrong,” Mr Goelz said.

A big reason for how far the technology comes. “One of the first accidents I investigated in 1994 has a flight data recorder that only follows four parameters,” he said.

“Recorders now get hundreds – if not thousands – every second. That’s just changing the way we checked crashes.”

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