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I would assume that the air/ground logic comes into play here.

Given that we now know that the aircraft was being flown by the FO, it seems likely that the phantom switch flicker is the captain. The conversation then makes sense. The gear lever is still down, so it also seems that the gear was never selected up. It looks like the switches were moved at the...

Yes. I particular it moves the inlet guide vanes to a position that may make a start more likely. Ignition will be reactivated automatically. Not really. People don’t wave their hands around for pretty obvious reasons. I used to sit my hands on my legs, when supporting. When flying, I generally...

AV, have you been able to resolve the exact effect of the missing lockout that the Boeing bulletin was about. Seems to me that it removes the requirement to lift the switch, but can’t say for sure.

Unless I saw it happening, I don’t think I’d ever get to that conclusion. And if I did see him, it wouldn’t be followed by a question.

Well, if they’re wired, there’s electricity involved. They aren’t soft touch software switches that the aircraft are so full of these days, but they are not a mechanical linkage to the EECs. They’re probably very simplistic, but there’s bound to be a small circuit board associated with them...

No, you wouldn't assume that. But the switches are easy to see, so I'd guess that he'd looked. Exactly. Without knowing a lot more about the switch and its lock..... In flight, even in turbulence, things are quite smooth. On the ground, you've got vibration and bumps from the runway. If it...

The only way that I think I could move them in that time frame would be to use both hands, one for each switch. And even then I think it would take longer. Of course, I'm assuming the locking mechanism is functioning as I'm used to... Interesting. If you've just done something as obvious as...

Ask to keep the bottle.

It’s exactly the same action, so I’d have thought it would take about the same time. I’d really like to see the exact time line. I don’t think I could move them both in either direction in under a couple of seconds.

When I was flying the 767, back around the mid ‘90s I found a repeatable bug in the FMC programming, that would allow the aircraft to descend through the MCP selected altitude. At that time it had been in service for around 10 years, and that sort of FMC had been in use across multiple types, so...

Not a message about the switch, but numerous messages about engine shutdown, hydraulic, electric generator, etc fail. When you board an aircraft before flight, the EICAS is full of warnings, and you’d be seeing many of those.

I’m sure they’re looking, but I’d be interested in knowing more about whatever wiring is under the switches. Is there a circuit board that they activate, in which case a board fault could be taken as a switch throw? Maybe. I think you’d see the hand movement, but perhaps not. The reported...

It gets weirder.

Read his bio on YT. He’s simply noisy SLF.

We don’t. But…the flying pilot (I’ll assume it’s the Captain), has continued flying it properly all the way to the ground. And the non flying pilot would seem to have initiated the gear retraction (which we get from the partial translation of the gear). So, neither of those actions are the sort...

Assuming the flight recorder data is complete, they’d have a very accurate time line for this. I’m sure the investigators would understand, but of course the media and internet don’t.

If you realised you were having a dual failure, about the only thing you could conceivably do is try a quick relight. And you do that by moving the fuel control switches from run, to cutoff, and then back to run.

When commuting, I used 3 hours as my minimum. There's no way I would go with this.

Well, if you read the article, it says their sources cannot rule intentional action in or out. In other words, they have no idea, and are just making it up.