I (very) occasionally review the stats and there was a sizeable response to analysis of the Air India crash. Accordingly I've reviewed Captain Steeeve's latest prognosis, which does not add much nor change the gut-feeling that electrical interruption may be key... whether or not the symptom or cause of the engines' demise.
I transitioned (Ed. wait for it, there's more) from a largely non-electrical Boeing in the shape of the 737 to all-electrical in the shape of the Airbus 320.
The latter was uncontrollable absent all hydraulic channels and we were told that it was the norm, so that the loss of a DC10 due just that need not concern us again: until such time as a Russian missile fragmented the rear end of a fly-by-wire type relatively recently, which crashed.
Electrics, same argument and tho' ghosts aren't real, I never felt wholly comfortable at night is thunderstorms a long way from land in electrical types. In contrast I found (in a simulator... don't try this at home on the flight deck) that the 737 like a Cessna just keeps on flying sans electrics, sans hydraulics and sans teeth.
For what links modern airliner levers to the bits both powering and controlling flight is no longer mechanical, but merely a signal to something elsewhere to do some or other. This is true of cars nowadays, and why there are many cases of runaway EVs that cannot be restrained or stopped. Steering thankfully remains mechanical, being the quickest way to depart Earth.
In fact people nearest the centres of power in London would often find their cars did not function at all due interference from high-powered radio transmission. Though much of this has been solved, transport remains ~ and this does include airliners ~ an ongoing experiment.
My own first means of locomotion was a moped that needed no battery (like WW1 aircraft) and self-generated electrical power for lights alone with a magneto whilst the motor was running. To the best of my knowledge the FADEC or digital controller of jet engines retains such a feature in order that should all else (electrical) fail, then thrust from the engines will neither be lost nor continue uncommanded.
So I gathered you all in the lounge here for afternoon tea with a waxed moustache to ask, Could there be an element of electrical 'contamination' linking these events?
And where was the Reverend Green at the time the RAT deployed?
Now I do not know whether both fuel cut-off and thrust levers only connect FADEC via electrical wiring and ~ you know me well enough by now ~ cannot be bothered by the due diligence.
But could electrical transients have been responsible for transmission of erroneous signals to one or other engine ~ or both ~ commanding a reduction or cessation?
Aircraft accidents require wide-ranging analysis post-event, and long post-event in a way that doesn't suit our tech overlords and their ongoing efforts to reduce the span of our concentration to that of goldfish. Accordingly Captain Cooolin (stet) is unlikely to be commenting more upon this accident, and suggests you get a life. Incidentally Danny Fyne, founder of Pprune, was both my co-pilot and the better man...
