Air India prend des mesures de précaution pour le Boeing 787

Good morning, my friends. I'm going to tell you about a letter dated the day after the accident that was sent by the Indian DGAC and which is extremely interesting. I'm going to give you a little bit of a way to read it. I'm going to give you a sort of ulterior motive that we generally have in these cases. Before getting to the heart of the matter, I would like for those who are currently struggling in their career, who want to change jobs or who have lost theirs, to get in touch with us. They really are the role in France to get you back on track. In some cases, it's taken care of by France Travail. I've sent a lot of people to them and honestly, the feedback I've had is extraordinary. So you'll find the link in the video description and the pinned comment back to India. What we have today is a slightly reduced toll on the ground, because, remember, at first we thought there would be roughly 300, 300 victims. Today we have around 270. The majority of the victims on the ground will probably be men. Why? Because the plane fell on the male student building. Because there is a building for women and for men in this university with dining halls, sleeping quarters, etc. And so it fell on the part reserved for men. So that's why the toll will perhaps be a little gendered, as we say. Today, there is a video of the sole survivor. The video that I found is probably the first time we see him after the tragedy. There are other videos later. We see him in the hospital and so on. But this is probably the closest video to the scene of the accident, to my knowledge. So we have the burning building and then we have the guy who is getting out with the phone in his hand. And it's pretty crazy because behind him there are 241, 41 victims in the plane alone. I'm not talking about people who were still on the ground. So it's true that this is an extremely, extremely interesting video. I found another thing. We're going to get back to this letter story, but before talking about the letter, I'd like to talk to you about other things. You should know that airlines have monitoring systems on planes. So on planes there are systems that send alerts. These alerts are sent for maintenance purposes. In fact, that is to say that sometimes the mechanics know well at the base that a plane will arrive in five hours, for example, and they know that there's a problem with it. They know that something has gone wrong. The pilots don't even need to tell them they know because they receive the alerts and it allows them to prepare the parts, prepare the technicians who know about that part and so on, and say, well, as soon as it's there, we're going to attack. So it's a system like the ones on Airbus. I think it was even invented by Airbus, if I'm not mistaken. Unless someone in the commentary says, no, Aldo was invented by the military, it was invented by. So on the Boeing, it's what's called an ahm, which stands for Aircraft Health Monitoring. So it uses the ACARS or SATCOM system. So the ACARS system can use several means of communication in the vhf and then when it's in places where VHF doesn't work well, it will use, for example, the satellite SATCOM system. It can even use the Wii in airports. So it's a system that has several communication protocols and then it sends alerts to the air campaign. If you want a recent case that I mentioned where this system played a role, look at the Egyptian, the Airbus 320 that took off from Charles de Gaulle, it was heading towards the Heart and disappeared over the Mediterranean. It crashed over the Mediterranean. In these cases, it takes time to find the black boxes. It takes a long time, sometimes it's days, weeks or even months to recover them. But well before that, the airlines have a little idea of what happened. In this case of the ibis, there was fire and the akars, huh? The messages that had been received at cars in the Egyptier's base were quite explicit. Smoke in such and such a place, smoke in such and such a place, fire detection in such and such a place, and everything. So there was a rather frightening list of messages. So the airline, generally, when announcing the accident, they will look in the computer, they already have alerts and they know roughly what it is, under what theme we will place ourselves. So I would like you to keep this ulterior motive in mind. So the meat on India 171, it crashed on takeoff, or the black boxes, they say that they were found. They were found on the roof of the medical building. The building seems to be in good condition. I would almost say okay, given the impact it received and the flames we saw. Yes, it is damaged, but we have the impression that they will be able to repair it and in three months it will be functional. In any case, let's get back to our story. The airline must have received information through the monitoring system, the AHM system. So of course, since this flight was extremely short, right, as we have seen, we are talking about 30 seconds. Potentially. It is entirely possible that not all the messages were sent because what the system does is like all electronic systems, it sends information. So it has a memory. It stores it in the memory after it sends it. It stores it in the memory after it sends it. And the message storage and sending loop can last a few seconds, depending on the quality of the connection and everything. So it's entirely possible that some messages, especially towards the end, are lost. Okay, it's possible that some messages are lost, but in any case, there must be some. Okay, now there's this letter. So we come to this letter. What does this letter say? This letter emphasizes several things. It says that among other things, the flight controls must be checked at each stopover. Okay. Okay, here are the flight controls. The compressor and the pressurization must be checked. Ok. It's a centrifugal compressor that does compression. But what's interesting is that it mentions fuel twice. So fuel is mentioned twice with very specific checks, quite insistent checks that are ordered by this letter. They are sent to all bases around the world that receive aircraft from India, 787s in particular. So if I link this with the fact that they may have an idea of what happened because they received the messages, I think, hey, this letter here is perhaps a response to that. That's the first point. Secondly, we didn't hear from the Americans because the Americans have a lot of 787s. So there are American airlines that have this. We didn't hear the same thing from them. Do you see what I mean? Look, let's say that India looks at the messages saying that there's a problem with the 787 in general and we've just had a serious accident and so on. They'll immediately inform the authorities who will inform the airlines other than those that operate it. And so all the other airlines will take measures, control measures, maybe even leave it on the tarmac for a while and so on. The other airlines that own this aircraft, to my knowledge, have not received any instructions or made any changes to their working methods regarding this aircraft. So that means we have a specific problem. Right? It could be that at this stage we are leaning towards that. So here, of course, you realize that I am in the realm of hyper speculation. Of course, we agree. But this channel, there is no problem in speculation. It is completely, it is completely assumed. Right? Okay. But generally it is always speculation based on elements. By the way, you watched the very first video that was broadcast a few hours after the accident, uh, and everyone was talking about flaps. I didn't. I said it wasn't the flaps. Right. You watched today. No one is talking about it anymore. Okay, from the beginning, I was talking to you about the power losses. From the beginning, I told you that. I said that the shutters were unlikely and so on. And today we are in the same vein. So yes, it is speculation, but I am not speculating just to change 180 degrees the next day to tell you no to what I said yesterday. We have to. So we are speculating, but what we are doing is that we are gradually adjusting the narrative as we progress in the. In the analysis. So I was saying the letter is also just about fuel. There is also something else. There was a plane that had quite a bit of panic, an air India Flight 315 that took off from Hong Kong a few days ago, just after this crash. So it is true that when there is an accident, you have to understand one thing. It creates panic. There is a loss of confidence, There is panic. People say, yeah, it's all the same model. I'm scared. They read the headlines and it can be contagious up to and including the pilot. So there was a case, the Rindia 315, it took off from Hong Kong and then it said, I have a fuel contamination problem. He said it, he said, I have an alert. And the controller said, what kind of alert is it? He said, I have a fuel contamination alert. Contamination. It is detected at the fuel filter level. We have engine fter raw engine. And it says, I nation conur. We have done the ka. We saw the panofa iltor engine fter problem. And the controller asks him to repeat it. And he repeats it at the frequency. This time he says, no fuel contamination. It's quite interesting how he removes the word contamination. It seems like it's almost a taboo word where he says it in the. He says it under stress. He's reading the screen in front of him. And then suddenly when he repeats, it's as if he's a little bit aware of what he just said. And then we feel like he's almost retracting. But hey, he already said it. It was recorded, you see. In any case, before we close this video, just a little detail, if I may. The poo starts on a Boeing 787, not when just one engine fails, but when both fail. In fact, look at the startup logic. It's not even in relation to the engine, in relation to what we call VFSGs. They are variable frequency generators, usually. Generally this type of generator, electric generator, There are all kinds. There are many families of them. Generally there is one per engine. On the 787 there are two per engine. There are two. That means when it is started and the PU is off, the PU is this small turbine that is at the very back that provides electricity for the rest of the aircraft system. Ah, on some planes it even supplies pneumatics and compressed air to start the engines. That's on the 787 there is no such thing. There are no pneumatics. It only supplies electricity. It seems so. I was saying, when the POO is off, we have four VFSGs. Unless, for example, we are in a situation where there is a VFSG that has failed under mel. Sometimes we can take off with one vfsg. On these aircraft, we have the right to take off with one vfsg. Out of order. So there would be three in that case. But let's start with the nominal case. There is. There are four, the meat takes off. And the logic, if you like, of the system is that if we fall below 2 VFSGs, the poo starts. So if there's only one engine without an operational VFSG and the other engine has an operational VFSG, the poo will not start. On the other hand, if the second engine fails, it will start. It will go on. I think it will go on 28 versus DC. Uh, it must have a battery somewhere. It will draw on it and it will go into a start cycle. Otherwise, there is also the case. There is also the case that we cannot exclude where we could have a situation where the aircraft flown on three with three VFSGs, that means one engine with two, the other engine with only one. One engine fails. So this time we have two that have been removed. We have one left. And now we will meet the poo start conditions and bam. It will start by itself. Okay, so that is a possibility. Knowing that the M means the departures sometimes of systems that do not work, it is regulated. Huh? I am not criticizing India. I am not saying that her India leaves with AMLs. Everyone leaves with AMLs. It is. It is the industry standard, it is documented and so on. But I have spoken to mechanics who told me that they have sometimes seen up to 13AMLs on a single aircraft, which is a bit much, but it is 100% regulatory. It is just that there are certain conditions, certain devices in the aircraft, certain systems we can leave when they are broken down, but with conditions and restrictions. That means sometimes we have the right to operate the aircraft for seven Days without it, or sometimes for a month, or sometimes we have the right not to have it functional, but on condition that, for example, there are restrictions on the operating conditions, etc. So it's a whole science, if you like, but it's not something that can be decided just by chance or in an anarchic way or whatever. It's just on a case by case basis and it's documented and everything. So maybe there were three VFSGs and one engine failed. We went down to one and then the poo started. There you go. But in any case, what is certain and certain is that we are dealing with a loss of power at this stage and we're going to see what it's related to. Fuel contamination. Why not? Why not? The other option, of course, as I said, is the problem with software. We already had a plane, it was an Airbus 400, so maybe I'll make a special video about it. There was an Airbus 400 that crashed right out of the factory. Its first flight. Its first flight. It took off. The engines wouldn't reduce power. The captain reduced the four engines, brought them back to idle, pushed them back. When he pushed the throttles back, three engines out of four remained at idle. You see, three engines wouldn't come off idle. The plane crashed because it didn't have enough power. It was a deficit. It didn't have enough power. The plane crashed if there were no one on board. So the reception technician, the pilot and so on. There were four deaths. The plane had zero hours when it took off. It was a new plane. The problem was a software issue. We had sent the wrong firmware. The engines were absolutely nothing. They were perfect. You see, that's the big problem we have today, is that we have aircraft with a very high software component, so we can have a mechanically perfect aircraft, but then we have a variable overflow or a firmware that has uploaded halfway or something, and then it's a disaster. Now, I think that if at this stage the authorities had reason to believe that this is what caused the 787 to crash, I think that we would have had concerted action at the global level on this type of aircraft. However, at this stage, this action does not exist. So we are moving towards a 100% Indian problem. Secondly, there are authorities who have asked to see the, what do you call it, the training records of the pilots, the dispatchers and all that. And I saw that happen. This should not be taken as a suspicion about their training. That's normal, it's standard, it's in all cases of plane accidents, there are a certain number of things that are done, including requesting, asking to see the pilot's files. We want to see their experience, their training, we want to see their medical certificate, we want to see their state of rest, we want to see all their files, we want to talk to their instructor, we want to see their last time they went in a simulator and so on. That's standard. It doesn't mean anything. It doesn't assume anything about the pilot's training, nor is it suggesting that they made a mistake or anything. Okay, so there you have it. My friends, thank you for watching this video so far. I recommend this channel's partner, who are people who are really, really good at helping people who are having problems in their careers. Again, if you're in a position somewhere and you want to change it, or if you've lost your job. They cover France and they're in partnership with France Travail. So in many cases their training and support can be provided by France Travail. Thank you for watching this video so far. In the next one. See you soon.