Thank you for the incredibly in depth video. Those visuals are pretty scary to think how low they continued flying for. The amount of knowledge pilots / flight engineers around system interaction and modes must be incredible. Especially when things go bad / break.
The full set of 777 manuals (Flight Crew Operations Manual, Flight Crew Training Manual and Quick Reference Handbook) combined are over 3,300 pages of in-depth systems description goodness. I'll be very interested to see what the investigation turns up. Thankfully this was an incident rather than an accident.
While it might seem counterintuitive, for the sake of consistency I can see the logic behind "if selected altitude and current altitude are less than 20 feet apart, ALT mode", even on the ground. As I explored in the video, there are many opportunities to rectify this condition should it occur (and it shouldn't, if following Boeing's recommended procedures) - it just seems that all those opportunities may have been missed in this case.
there's a few points I've observed: -they are hand flying the takeoff so shouldn't the pilot rotate after the callout? -how did the pilot not realized their low altitude after wheels up and stay close to the ground for such a long time before climbing -did the autopilot took control during the rotation so the pilot cannot fly the plane? -if the pilot blindly follows the pitch command is there lack of training? that's abnormal to blindly follow the pitch command without looking outside in VFR
These are great questions, but they'll have to wait for the investigator's report before there are any conclusive answers. With that said, the autopilot "taking control" can be ruled out.
Very good questions! 1. Yes they should! Rotation is never done with reference to FD commands anyway 2. I don't know 3. No autopilot is never used for takeoff and cannot be engaged on the ground in the 777 4. This is the real question, I really can't understand why they would do that. Maybe there is more to the story that we don't know. But if this is actually what happened, it honestly doesn't make any sense
i i was to guess , no all 4 pilots did not forget the checklist and how to take off. i think the plane was over weight and they just barely got it off the ground in time. emirates is keeping this quiet and thus this bulletin 7 days later.
Then, once they realized they had screwed up, gone over speed and endangered everyone on the ground and in the aircraft they decided to cover it up by not landing and deliberately arranging doe the CVR to be erased. The near collision of A6-EQA into A6-EBY when it took off without clearance three weeks later also calls into question the airline safety culture.
There's nothing to suggest the incidents correlate together but yeah, there have been a couple weird incidents where pilots had an incident around takeoff time and didn't land within the next two hours. Definitely feels like a CVR loophole.
As a non-expert of airliners but pilot of smaller airplanes: To me that was a crew that forgot to "aviate" (actually "fly the aircraft"). Speed, positive climb, close terrain in visual conditions anyone? One other thing would be interesting: the CVR. Where the pilots distracted by perceived or real other problems - did they communicate at all? But I guess the relevant CVR recordings - which I believe contain only ever the most recent 2 hours of voice recording - were deleted as the crew continued normally for some hours as if nothing had happened. That is actually an anachonism! Why only 2 hours CVR? It's 2022 - do they still use cassette tapes for this LOL? This stuff should be stored for far longer - even for months or years on end, maybe with only select personnel having access to it (if there are privacy concerns or something).
no all 4 pilots did not forget the checklist and how to take off. i think the plane was over weight and they just barely got it off the ground in time. emirates is keeping this quiet and thus this bulletin 7 days later.
An overweight takeoff doesn't fit as closely with the evidence as my proposed sequence of events: • Why did the aircraft remain so low to the ground for so long after a positive rate of climb was established - even an overweight aircraft would climb (albeit slowly); • Why did the aircraft suddenly rocket upwards after skimming the ground - surely if the aircraft was struggling to climb as you're suggesting this would be impossible; • Why did Emirates publish a crew bulletin about setting the MCP altitude window to 0 feet after a flight; • Your suggestion would mean that not only did all four flight crew fail to notice their aircraft was grossly overweight, but also the dispatcher, load controller, leading hand, etc. Overall an overweight takeoff seems much less likely based on the above evidence.
Very very good video, by far the most accurate analysis I have seen! I say this as a current 777 CPT, with over 10k on type. One small correction, FD will command V2+15 or current IAS which ever is greater up to a maximum of V2+25kts. I suspect you might be an Airbus pilot, given your "Takeoff" call 😉
Thank you, the praise means a lot coming from an experienced captain. My source for the lift-off FD target speed is FCOM 4.20.7, which states "after lift-off, the AFDS commands a pitch attitude to maintain: • a target speed of V2 + 15 knots or the airspeed at rotation + 15 knots, whichever is greater. • if current airspeed exceeds the target speed for 5 seconds, the target speed is reset to the lesser of the current airspeed or V2 + 25 knots." This seems to be contradicted by 4.20.11 which matches your correction. I'm inclined to trust someone who has actually flown the plane, so thank you for the correction!
This was such a great video. Very well explained! Question for you - where did you get the data for all the aircraft at the airport in the beginning and the data for the aircrafts speed and altitude?
To get the individual track points, you can use FlightRadar24's KML/CSV export functionality: www.flightradar24.com/blog/using-the-new-flightradar24-kml-and-csv-export-tools/ For this video I used various data sources to compare the data to minimise any errors that may have crept in. Thanks for commenting!
There's a reason it took me several weeks to work through the sequence of events and how the aircraft would respond - it's a fair way beyond my pay scale too! Glad you found it educational, thanks for commenting.
@@HughJarse1968 truth K his comment is not without value, I strongly recommend that aviators who operates any airborne vehicle that has automation should watch the series; children of the magenta from Captain Vanderberg. You find this all on youtube. How many flying hours I have? 20000 and counting 😇 but the most important license I have is the License to Learn and Ego is not my Amigo 👍🏻👍🏾
I’m supposed to travel with emirates later on this year I’m a little worried They had another close call in JanuaryI hope they get all these problems worked out. I may have to cancel my ticket
Im one of the passengers of many, My Father was a pilot once so he noticed that we haven’t gained altitude and was I bit concerned I had no idea what was happening.
Old news... After this incident - there was another one (I think 09 January 2022) where 2 B777s almost hit each other on the runway at Dubai Airport. Seems as if Emirates is lagging behind a bit on their safety procedures. Waiting for the big one to strike...
Still can't understand how they did not realize that they were out of runway? Were both pilots looking at instruments? What about the other 2 pilots in the cockpit? Thank God it cleared obstacles
After missing something on the TO set up. How on earth do experienced pilots not know they're way past rotation time. They've probably taking off from that runway hundreds of times. Fire them.
The 777 is an astonishingly easy airplane to fly, provided you get to its seat by following a decent progression up through the ranks in aircraft size and complexity. That these pilots "performed" this profile simply boggles my mind. You'll notice that I didn't say "fly" because no one was flying that jet. The Flight Director is a TOOL that is utilized to accurately fly the plane, it is not however, the only tool and it does not control the jets path UNLESS YOU LET IT. You're supposed to be in charge. At my old airline, we were TAUGHT that in the initial phase of flight to ignore the FD, or fly "through" it. IOW, look past the bars and look at the airplanes attitude. At the "rotate" call, YOU, JOHHNY PILOT grab the controls and smoothly and firmly pitch the airplane up toward 15 degrees initial attitude while holding wings level. You. Not the FD, not the AP. Its literally as if you were flying your Cherokee on the weekend with a few extra distractors thrown in. Anyone remember this old saw, "Pitch Plus Power Equals Performance" ?? That's really what were talking about here. The 777 has got an astonishing amount of power. Even if at MTOG on a hot day it will happily fly away from the ground at several thousand feet per minute if YOU input the proper pitch controls. Someone controls the rotation and initial climb. Not something. If light and its cool, you're probably going to need more than 15 degrees initially and you're going to pitch up a bit more quickly to your target pitch than you would if heavy. And if you're using Max Take Off Thrust, your initial pitch rate would occur even MORE quickly. It's called flying and it seems to be a dying art. Someone has to control that very high energy state and transition from the runway to gear up and beyond. Not the FD. Not the AP. You'll notice that Orville and Wilbur blew right through 250 knots (max speed is 250 below 10,000' in much of the world). They managed to get to 280 Knots before even reaching 300'. But that's not all. They blew through Maximum Tire Speed (I think it's 197....retired now and I can't recall) before getting airborne and quickly blew through their configuration speed (red and black on the speed tape) as well. I assume that was their max flap speed, but without knowing all the specifics I can't say. Either way, it was an epic cluster fork. Simply astonishing that a "professional flight crew" could do something so stupid. Someone finally increased the pitch by what....3 degrees and they went into high-speed hovercraft mode for a bit. And eventually, someone decided to yank back on the yoke. What did he say, at 25 seconds? Astonishing. At Brand X, the flying pilot was required to point at and verbalize each of the MCP settings as part of the Before Takeoff Checks. The Flight Mode Annunciators were compared to the MCP settings and the clearance. This synchronized the FD settings, the FMA's, and the CREW's heads into what was going to happen at VR and during the initial climb out. This is just common sense and good airmanship, backed up by SOP. I cannot imagine this happening at my old company. This was almost the second Emirates hull loss caused by the crew not knowing what their plane was doing and thinking the magic would save the day.
It's just scary indeed. Great info ... Well done... I wonder how many heads have been rolled over and if so... These two pilots should be fined greatly and asked to go back to trg and must pass with flying colors before being able to fly again.
this is a 2nd post of this event. This is a much better analysis of an unforeseen ("unforesee-able" ?) software "confusion". The previous post proposed "automation preoccupation" ... that the pilot didn't input a climb because the flight director didn't "suggest" one. That was, IMHO, a bit lame ... the real question was why the flight director didn't command a climb ? This analysis proposes a very reasonable reason (the FD was in the wrong mode). But what about the airplane in take-off configuration ? Is it possible that the H. Stab was being driven in the pitch down direction without the pilot's knowledge ? And, of course, as others have posted, continuing the flight without any sort of damage check is highly unprofessional, and possibly "obstruction of justice" (in that the CVR, and FDR?, would have been overwritten with the remainder of the flight).
Thank you Russell, I was aiming for a deeper level of analysis than has been presented elsewhere, so I'm very pleased that viewers appreciate that. Was the aircraft in takeoff config? There's no reason to assume that it wasn't, flaps being incorrectly configured is a far more serious oversight than wrong flight mode selected. It also doesn't explain why after liftoff, the aircraft didn't climb. Regarding any other mechanical or technical failure, I wouldn't rule it out, however the Emirates Crew Alert seems to be a significant clue about the suspected cause of the incident. We'll have to wait and see what the report says.
@@AirTrafficVisualised If the plane was in take-off config, wouldn't it have "wanted" to climb at a speed so far above Vr ? Can you try it in your sim ? Maybe the sim will show the H. Stab being commanded nose down, to comply with the FD mode ?
Yes, with the aircraft in the appropriate takeoff configuration it takes quite a bit of force to hold it down as the speed increases. If you let go of the control column the aircraft will pitch up and climb - the higher the speed, the greater the rate of climb. The autopilot will not adjust the trim to follow the flight director pitch bar while in manual flight. Whether the crew manually adjusted the trim after liftoff, we can't say for sure - that'll come out in the investigation.
I sometimes hear that pilots become just computer operators instead of being pilots and that this incident is a proof of that. However, had they been proficient "computer operators", they should have spotted that the airplane is not in the correct mode.
I think lack of CRM and some kind of carelessness or skipping maybe.It is a fedup fact but it is time that pilots should be prepared and of course fresh when coming to duty and flight deck (cockpit). And as because these are aeroplanes or else let it be helicopters before takeoff and touch town they should be able to cross check the checklists again and again and sometimes with some common sence also.
![Wheel of Misfortune: United Airlines 777 Loses Wheel at San Francisco Airport! [ATC audio]](/img/n.gif)
Thank you for the incredibly in depth video. Those visuals are pretty scary to think how low they continued flying for.
The amount of knowledge pilots / flight engineers around system interaction and modes must be incredible. Especially when things go bad / break.
The full set of 777 manuals (Flight Crew Operations Manual, Flight Crew Training Manual and Quick Reference Handbook) combined are over 3,300 pages of in-depth systems description goodness.
I'll be very interested to see what the investigation turns up. Thankfully this was an incident rather than an accident.
Your analysis is astonishingly so good . Thank you for the all the work.
Thanks for the kind words, very pleased that you found the video insightful.
So far the most explanatory video on this worrying incident. Great job, let's see what comes out of the official investigation. Cheers!
Lots of other channels getting their analysis wrong, or at least incomplete from what I've seen. Thanks for watching and commenting!
The BEST explanation anywhere that I am aware of. Very well done!
Glad it you found it informative, thanks for watching!
As a non-expert it boggles my mind that the airplane system even allows selecting an "altitude hold" mode on the ground for take-off.
While it might seem counterintuitive, for the sake of consistency I can see the logic behind "if selected altitude and current altitude are less than 20 feet apart, ALT mode", even on the ground.
As I explored in the video, there are many opportunities to rectify this condition should it occur (and it shouldn't, if following Boeing's recommended procedures) - it just seems that all those opportunities may have been missed in this case.
i refuse to believe all 4 did not see this during the checklist twice
there's a few points I've observed:
-they are hand flying the takeoff so shouldn't the pilot rotate after the callout?
-how did the pilot not realized their low altitude after wheels up and stay close to the ground for such a long time before climbing
-did the autopilot took control during the rotation so the pilot cannot fly the plane?
-if the pilot blindly follows the pitch command is there lack of training? that's abnormal to blindly follow the pitch command without looking outside in VFR
These are great questions, but they'll have to wait for the investigator's report before there are any conclusive answers. With that said, the autopilot "taking control" can be ruled out.
@@AirTrafficVisualised agreed
Very good questions!
1. Yes they should! Rotation is never done with reference to FD commands anyway
2. I don't know
3. No autopilot is never used for takeoff and cannot be engaged on the ground in the 777
4. This is the real question, I really can't understand why they would do that. Maybe there is more to the story that we don't know. But if this is actually what happened, it honestly doesn't make any sense
Good questions - I think part of this is due to fatigue but how did that happen with 4 pilots onboard, that's the most confusing part.
i i was to guess , no all 4 pilots did not forget the checklist and how to take off. i think the plane was over weight and they just barely got it off the ground in time. emirates is keeping this quiet and thus this bulletin 7 days later.
3:40 this is PMDG's Boeing 777-300ER in FSX or Prepar3D
What pilot is like “PM said rotate, clearly I should not rotate and instead ground roll and then fly at 200 feet” 🤦♂️
Then, once they realized they had screwed up, gone over speed and endangered everyone on the ground and in the aircraft they decided to cover it up by not landing and deliberately arranging doe the CVR to be erased. The near collision of A6-EQA into A6-EBY when it took off without clearance three weeks later also calls into question the airline safety culture.
thats a lot of assuming
There's nothing to suggest the incidents correlate together but yeah, there have been a couple weird incidents where pilots had an incident around takeoff time and didn't land within the next two hours. Definitely feels like a CVR loophole.
As a non-expert of airliners but pilot of smaller airplanes: To me that was a crew that forgot to "aviate" (actually "fly the aircraft"). Speed, positive climb, close terrain in visual conditions anyone?
One other thing would be interesting: the CVR. Where the pilots distracted by perceived or real other problems - did they communicate at all? But I guess the relevant CVR recordings - which I believe contain only ever the most recent 2 hours of voice recording - were deleted as the crew continued normally for some hours as if nothing had happened.
That is actually an anachonism! Why only 2 hours CVR? It's 2022 - do they still use cassette tapes for this LOL?
This stuff should be stored for far longer - even for months or years on end, maybe with only select personnel having access to it (if there are privacy concerns or something).
I can't imagine what the folks in the flight path felt with a B777 flying so low. Wow!
They were probably thinking “abutarab got one”
no all 4 pilots did not forget the checklist and how to take off. i think the plane was over weight and they just barely got it off the ground in time. emirates is keeping this quiet and thus this bulletin 7 days later.
An overweight takeoff doesn't fit as closely with the evidence as my proposed sequence of events:
• Why did the aircraft remain so low to the ground for so long after a positive rate of climb was established - even an overweight aircraft would climb (albeit slowly);
• Why did the aircraft suddenly rocket upwards after skimming the ground - surely if the aircraft was struggling to climb as you're suggesting this would be impossible;
• Why did Emirates publish a crew bulletin about setting the MCP altitude window to 0 feet after a flight;
• Your suggestion would mean that not only did all four flight crew fail to notice their aircraft was grossly overweight, but also the dispatcher, load controller, leading hand, etc.
Overall an overweight takeoff seems much less likely based on the above evidence.
Excellent visualisation, well done. 👍🏻
Thanks for watching, glad you enjoyed!
Very very good video, by far the most accurate analysis I have seen!
I say this as a current 777 CPT, with over 10k on type.
One small correction, FD will command V2+15 or current IAS which ever is greater up to a maximum of V2+25kts.
I suspect you might be an Airbus pilot, given your "Takeoff" call 😉
Thank you, the praise means a lot coming from an experienced captain.
My source for the lift-off FD target speed is FCOM 4.20.7, which states "after lift-off, the AFDS commands a pitch attitude to maintain: • a target speed of V2 + 15 knots or the airspeed at rotation + 15 knots, whichever is greater. • if current airspeed exceeds the target speed for 5 seconds, the target speed is reset to the lesser of the current airspeed or V2 + 25 knots."
This seems to be contradicted by 4.20.11 which matches your correction.
I'm inclined to trust someone who has actually flown the plane, so thank you for the correction!
@AirTrafficVisualised it's a very minor point!
Impressive systems knowledge if you're not rated on type 👏
Incredible work, love to watch your videos!
Very nice content my guy
This was such a great video. Very well explained! Question for you - where did you get the data for all the aircraft at the airport in the beginning and the data for the aircrafts speed and altitude?
To get the individual track points, you can use FlightRadar24's KML/CSV export functionality: www.flightradar24.com/blog/using-the-new-flightradar24-kml-and-csv-export-tools/
For this video I used various data sources to compare the data to minimise any errors that may have crept in.
Thanks for commenting!
Great video! Well done! 👍🏻
Way beyond my pay scale.....but your explanation did make some sense. Thank you.
There's a reason it took me several weeks to work through the sequence of events and how the aircraft would respond - it's a fair way beyond my pay scale too! Glad you found it educational, thanks for commenting.
Fun video, well done! 🙌
What happened to the normal procedure of PANEL SCANS?
Great video, thank you.
This is outstanding. 👏👏👏👏👏🇦🇺
Very well explained with excellent knowledge of the B777 auto flight system
Thanks a lot, glad you enjoyed it!
From an ex 777 captain
What a fantastic video! Thank you.
Most pilots nowadays can't fly they just monitor the autopilot
How many hours of flying experience do you personally have? I suspect zero.
@@HughJarse1968 truth K his comment is not without value, I strongly recommend that aviators who operates any airborne vehicle that has automation should watch the series; children of the magenta from Captain Vanderberg.
You find this all on youtube.
How many flying hours I have? 20000 and counting 😇 but the most important license I have is the License to Learn and Ego is not my Amigo 👍🏻👍🏾
Best report on this incident.
What was their flap setting for this takeoff ?????
Sounds like they forgot their take off flaps....
Hence all the cover up !!??
Complacency is such a terrible trait that all humans have. Not a single person can escape from this feeling we get.
I’m supposed to travel with emirates later on this year I’m a little worried They had another close call in JanuaryI hope they get all these problems worked out. I may have to cancel my ticket
Im one of the passengers of many, My Father was a pilot once so he noticed that we haven’t gained altitude and was I bit concerned I had no idea what was happening.
I hope this video helped you to understand the incident a little better. Thanks for commenting!
@@AirTrafficVisualised yes this helped me understood the situation thank you. 😊
How about going back to the standard manual take off procedures? So simply when at VR pull the yoke and rotate! Nice simulations!
I'm very interested to see what the investigators have to say about this. Thanks for watching!
Old news...
After this incident - there was another one (I think 09 January 2022) where 2 B777s almost hit each other on the runway at Dubai Airport.
Seems as if Emirates is lagging behind a bit on their safety procedures.
Waiting for the big one to strike...
Yup. All the shiny planes in the world don’t get you good pilots, it just makes it a more sensational story when your inexperienced pilots crash one.
Their pilots are overworked, inexperienced, and don’t seem to stay with the company longer
Still can't understand how they did not realize that they were out of runway? Were both pilots looking at instruments? What about the other 2 pilots in the cockpit? Thank God it cleared obstacles
After missing something on the TO set up. How on earth do experienced pilots not know they're way past rotation time. They've probably taking off from that runway hundreds of times. Fire them.
Very interested to see what the investigators have to say about this!
How the fuck was that flight allowed to continue
The 777 is an astonishingly easy airplane to fly, provided you get to its seat by following a decent progression up through the ranks in aircraft size and complexity. That these pilots "performed" this profile simply boggles my mind. You'll notice that I didn't say "fly" because no one was flying that jet. The Flight Director is a TOOL that is utilized to accurately fly the plane, it is not however, the only tool and it does not control the jets path UNLESS YOU LET IT. You're supposed to be in charge. At my old airline, we were TAUGHT that in the initial phase of flight to ignore the FD, or fly "through" it. IOW, look past the bars and look at the airplanes attitude. At the "rotate" call, YOU, JOHHNY PILOT grab the controls and smoothly and firmly pitch the airplane up toward 15 degrees initial attitude while holding wings level. You. Not the FD, not the AP. Its literally as if you were flying your Cherokee on the weekend with a few extra distractors thrown in. Anyone remember this old saw, "Pitch Plus Power Equals Performance" ?? That's really what were talking about here. The 777 has got an astonishing amount of power. Even if at MTOG on a hot day it will happily fly away from the ground at several thousand feet per minute if YOU input the proper pitch controls. Someone controls the rotation and initial climb. Not something. If light and its cool, you're probably going to need more than 15 degrees initially and you're going to pitch up a bit more quickly to your target pitch than you would if heavy. And if you're using Max Take Off Thrust, your initial pitch rate would occur even MORE quickly. It's called flying and it seems to be a dying art. Someone has to control that very high energy state and transition from the runway to gear up and beyond. Not the FD. Not the AP.
You'll notice that Orville and Wilbur blew right through 250 knots (max speed is 250 below 10,000' in much of the world). They managed to get to 280 Knots before even reaching 300'. But that's not all. They blew through Maximum Tire Speed (I think it's 197....retired now and I can't recall) before getting airborne and quickly blew through their configuration speed (red and black on the speed tape) as well. I assume that was their max flap speed, but without knowing all the specifics I can't say. Either way, it was an epic cluster fork. Simply astonishing that a "professional flight crew" could do something so stupid. Someone finally increased the pitch by what....3 degrees and they went into high-speed hovercraft mode for a bit. And eventually, someone decided to yank back on the yoke. What did he say, at 25 seconds? Astonishing.
At Brand X, the flying pilot was required to point at and verbalize each of the MCP settings as part of the Before Takeoff Checks. The Flight Mode Annunciators were compared to the MCP settings and the clearance. This synchronized the FD settings, the FMA's, and the CREW's heads into what was going to happen at VR and during the initial climb out. This is just common sense and good airmanship, backed up by SOP. I cannot imagine this happening at my old company. This was almost the second Emirates hull loss caused by the crew not knowing what their plane was doing and thinking the magic would save the day.
Workload probably on the high…
It's just scary indeed. Great info ... Well done... I wonder how many heads have been rolled over and if so... These two pilots should be fined greatly and asked to go back to trg and must pass with flying colors before being able to fly again.
this is a 2nd post of this event. This is a much better analysis of an unforeseen ("unforesee-able" ?) software "confusion".
The previous post proposed "automation preoccupation" ... that the pilot didn't input a climb because the flight director didn't "suggest" one. That was, IMHO, a bit lame ... the real question was why the flight director didn't command a climb ? This analysis proposes a very reasonable reason (the FD was in the wrong mode).
But what about the airplane in take-off configuration ? Is it possible that the H. Stab was being driven in the pitch down direction without the pilot's knowledge ?
And, of course, as others have posted, continuing the flight without any sort of damage check is highly unprofessional, and possibly "obstruction of justice" (in that the CVR, and FDR?, would have been overwritten with the remainder of the flight).
Thank you Russell, I was aiming for a deeper level of analysis than has been presented elsewhere, so I'm very pleased that viewers appreciate that.
Was the aircraft in takeoff config? There's no reason to assume that it wasn't, flaps being incorrectly configured is a far more serious oversight than wrong flight mode selected. It also doesn't explain why after liftoff, the aircraft didn't climb.
Regarding any other mechanical or technical failure, I wouldn't rule it out, however the Emirates Crew Alert seems to be a significant clue about the suspected cause of the incident. We'll have to wait and see what the report says.
@@AirTrafficVisualised If the plane was in take-off config, wouldn't it have "wanted" to climb at a speed so far above Vr ? Can you try it in your sim ? Maybe the sim will show the H. Stab being commanded nose down, to comply with the FD mode ?
Yes, with the aircraft in the appropriate takeoff configuration it takes quite a bit of force to hold it down as the speed increases. If you let go of the control column the aircraft will pitch up and climb - the higher the speed, the greater the rate of climb.
The autopilot will not adjust the trim to follow the flight director pitch bar while in manual flight. Whether the crew manually adjusted the trim after liftoff, we can't say for sure - that'll come out in the investigation.
I sometimes hear that pilots become just computer operators instead of being pilots and that this incident is a proof of that. However, had they been proficient "computer operators", they should have spotted that the airplane is not in the correct mode.
My heart was in my throat thinking of the passengers… 😰
I think lack of CRM and some kind of carelessness or skipping maybe.It is a fedup fact but it is time that pilots should be prepared and of course fresh when coming to duty and flight deck (cockpit). And as because these are aeroplanes or else let it be helicopters before takeoff and touch town they should be able to cross check the checklists again and again and sometimes with some common sence also.