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Indian Express
4 days ago
- Automotive
- Indian Express
Air India crash report analysis: Beyond popular conspiracy theories, there are untold truths
On July 12, India's Aircraft Accident Investigation Bureau (AAIB) released the preliminary report (Air India crash report) on the tragic crash of Air India's AI-171 at Ahmedabad on June 12. As per international rules, a preliminary report should be submitted within 30 days of the accident, with the final report coming within a year. This report, involving a Boeing-787-8 Dreamliner, instead of providing answers, raises more questions. Amazingly, details of this report were published on July 11, about 20 hours prior to its release in India by the USA's Wall Street Journal. The Boeing 787-8 is equipped with two Enhanced Airborne Flight Recorders (EAFR); one is housed in the forward section of the aircraft, the other in its tail section. The latter EAFR, recovered from the roof of a building on June 13, was found to be substantially damaged. Hence, the AAIB could download flight data and voice recordings from the forward-located EAFR (recovered on June 16), as well as some limited data from the memory card of the tail-section EAFR. The fuel to the Dreamliner's engines is controlled by two mechanisms — the thrusters and the fuel cutoff switches. In simple terms, the thruster acts like accelerator pedals, and increases/decreases the amount of fuel being provided to the engines. The fuel switches, located below the thrusters, cut the fuel supply to engines when turned off, and are primarily meant for turning off the fuel supply when an aircraft is landing in an emergency situation. Importantly, these switches are spring-loaded, and to change its position from RUN to CUTOFF or vice-versa, the pilot has to first pull the switch upwards, and then move it from one position to the other. As per the report, which cites EAFR data, the aircraft: • After reaching requisite speed, started to lift-off at 08:08:35 UTC, and its air/ground sensors transitioned to air mode at 08:08:39 UTC. • It achieved the maximum recorded airspeed of 180 knots at about 08:08:42 UTC. • At 08:08:52 UTC, the fuel cutoff switch of Engine-1 transitioned from RUN to CUTOFF position, followed by same for Engine-2 after 01 second. Starved of fuel, both engines began to lose power. • This loss of power led to automatic deployment of the APU/Ramjet Air Turbine between 08:08:47 and 08:08:54 UTC (this provides emergency electrical power for critical functions). • The Cockpit Voice Recorder shows one of the pilots asking the other why did he cutoff, with the other pilot responding that he did not do so. • At 08:08:56 UTC, the fuel cutoff switches transitioned back from CUTOFF to RUN, after which the aircraft's automated system attempted re-starting the engines. • Engine-1's deceleration stopped and it's thrust started to recover, but Engine-2's core speed deceleration couldn't be stopped in spite of repeated fuel introductions. • One of the pilots transmitted a 'MAYDAY' call at 08:09:05 UTC; the EAFR recording stopped at 08:09:11 UTC. • At the crash site, both fuel Cutoff switches were found in 'RUN' position, with indications that re-lighting of both engines was attempted before the low-altitude crash. • The report concludes that 'all applicable airworthiness directives and alert service bulletins were complied [with] on the aircraft as well as engines', and no mechanical/maintenance faults/lapses were found. The report does not say anything about how or why the fuel switches flipped from RUN to CUTOFF position during the flight, nor does it clarify which pilot asked 'why did you cutoff?' and which pilot responded that he did not. Besides, there is no comment as yet from other agencies/firms involved in the crash investigation – the U.S. National Transportation Safety Board (NTSB), the US Federal Aviation Administration (FAA), or Boeing. The NTSB has merely thanked the AAIB while noting that there were no recommended actions in the report aimed at operators of Boeing 787 airliners or its GE (GEnx) engines. In a country where most dire events tend to be ascribed to some 'hand', foreign or internal, and outlandish/scurrilous reports are put out for bettering media TRPs, the AAIB report's ambiguity has spawned a number of conspiracy theories. One theory attributes the crash to deliberate, suicidal pilot action. On July 13, the Indian Commercial Pilots Association stated, '…deeply disturbed by speculative narratives, … particularly the reckless and unfounded insinuation of pilot suicide. There is absolutely no basis for such a claim at this stage… to casually suggest pilot suicide without verified evidence is a gross violation of ethical reporting and a disservice to the dignity of the profession.' Another postulates that one of the pilots inadvertently flipped the fuel cutoff switches — which leads to a question: Since switches need to be pulled up for a resetting, a pilot perhaps could have absent-mindedly flipped one switch. But both? Another outlandish one talks of a 'cyber/electronic warfare vehicle' of China/commercial competitor of Boeing, near Ahmedabad airport, jamming the Dreamliner's 'fly-by-wire' system and causing it to crash. The list goes on. All this, in spite of simpler explanations. On Jan 17, 2019, both engines of a Boeing 787-8 of All-Nippon Airways flight NH-985 had similarly shut down after a fuel cutoff just as it touched down; it continued to roll and, on stopping, had to be towed. Earlier, the FAA's Special Airworthiness Bulletin (SAIB) of December 17, 2018, had flagged potential disengagement of the fuel cutoff switch in Boeing aircraft, including the 787-8, and recommended their inspection to ensure they didn't move accidentally. According to the AAIB report, Air India confirmed it had not carried out the FAA's suggested inspections, as the same weren't mandatory. On July 14, however, India's DGCA ordered all Indian airlines operating the Boeing 787 and 737 planes to inspect these switches by July 21, adding that several international operators had acted on the FAA's advisory. Unfortunately, no one wants to wait for the exhaustive, conclusive final report. The remarks of Air India CEO Campbell Wilson merit consideration: The preliminary report has 'triggered a new round of speculation in the media … identified no cause nor made any recommendations, so I urge everyone to avoid drawing premature conclusions as the investigation is far from over.' The writer is a retired Brigadier from the Indian Army
NDTV
6 days ago
- General
- NDTV
"Not Satisfied": Air India Plane Crash Victim's Father Demands Strict Action
Mehsana (Gujarat): The father of Sanket Goswami, a 19-year-old student who died in last month's Air India AI171 crash, stated that he was "not satisfied" with the preliminary investigation report released by the Aircraft Accident Investigation Bureau (AAIB), and requested the government to conduct a "thorough investigation". He also urged the government to take strict action against those responsible for the incident. Sanket's father, Atul Goswami, told ANI, "My son was 19 years old... My family is living under such difficult circumstances. We used to rely on my son a lot. He was going to London for three years to get his degree. Our whole family relied on him... We are not satisfied with the report. We request the government to conduct a thorough investigation and strict action be taken against the responsible parties..." The AI171 crash took place on June 12, when the London-bound Air India Boeing 787-8 aircraft crashed shortly after takeoff from Ahmedabad's Sardar Vallabhbhai Patel International Airport. The aircraft hit a hostel building at BJ Medical College, killing 241 of the 242 people on board. Among the victims was former Gujarat Chief Minister Vijay Rupani. It is one of the worst air disasters in India in recent years. On Friday, the AAIB released its preliminary report into the crash. It described a critical situation that developed just 90 seconds after takeoff, when both engines shut down unexpectedly during the climb. This led to a loss of thrust and a rapid drop in altitude. Flight data from the aircraft's Enhanced Airborne Flight Recorder (EAFR) showed that the fuel cutoff switches for both engines were accidentally moved from RUN to CUTOFF within one second of each other, shortly after takeoff. One pilot was heard asking the other, "Why did you cut off?" to which the response came, "I did not." The sudden shutdown caused the Ram Air Turbine (RAT) to deploy, but the aircraft began losing height immediately and could not stay in the air without engine power. According to the AAIB, the pilots tried to relight both engines by switching the fuel systems back on. While Engine 1 started to recover, Engine 2 did not stabilise. Even though the aircraft briefly reached 180 knots, it continued to descend. The final distress call, a "MAYDAY", was sent at 08:09 UTC, seconds before the crash.
India Gazette
6 days ago
- General
- India Gazette
"Not satisfied": AI171 crash victim's father demands deeper probe, stricter action
Mehsana (Gujarat) [India], July 13 (ANI): The father of Sanket Goswami, a 19-year-old student who died in last month's Air India AI171 crash, stated that he was 'not satisfied' with the preliminary investigation report released by the Aircraft Accident Investigation Bureau (AAIB), and requested the government to conduct a 'thorough investigation'. He also urged the government to take strict action against those responsible for the incident. Sanket's father, Atul Goswami, told ANI, 'My son was 19 years old... My family is living under such difficult circumstances. We used to rely on my son a lot. He was going to London for three years to get his degree. Our whole family relied on him... We are not satisfied with the report. We request the government to conduct a thorough investigation and strict action be taken against the responsible parties...' The AI171 crash took place on June 12, when the London-bound Air India Boeing 787-8 aircraft crashed shortly after takeoff from Ahmedabad's Sardar Vallabhbhai Patel International Airport. The aircraft hit a hostel building at BJ Medical College, killing 241 of the 242 people on board. Among the victims was former Gujarat Chief Minister Vijay Rupani. It is one of the worst air disasters in India in recent years. On Friday, the AAIB released its preliminary report into the crash. It described a critical situation that developed just 90 seconds after takeoff, when both engines shut down unexpectedly during the climb. This led to a loss of thrust and a rapid drop in altitude. Flight data from the aircraft's Enhanced Airborne Flight Recorder (EAFR) showed that the fuel cutoff switches for both engines were accidentally moved from RUN to CUTOFF within one second of each other, shortly after takeoff. One pilot was heard asking the other, 'Why did you cut off?' to which the response came, 'I did not.' The sudden shutdown caused the Ram Air Turbine (RAT) to deploy, but the aircraft began losing height immediately and could not stay in the air without engine power. According to the AAIB, the pilots tried to relight both engines by switching the fuel systems back on. While Engine 1 started to recover, Engine 2 did not stabilise. Even though the aircraft briefly reached 180 knots, it continued to descend. The final distress call, a 'MAYDAY', was sent at 08:09 UTC, seconds before the crash. (ANI)
Hindustan Times
6 days ago
- General
- Hindustan Times
A glossary of the terms in AAIB's report on the crash
The Aircraft Accident Investigation Bureau's preliminary report into Air India Flight 171 is dense with aviation terminology that helps explain how investigators determined both engine fuel cutoff switches 'transitioned from RUN to CUTOFF position one after another with a time gap of 01 sec.' Understanding these technical terms is crucial to grasping what happened during those fatal 32 seconds after takeoff. A glossary of the terms in AAIB's report on the crash The key technical terms that matter: EAFR (Enhanced Airborne Flight Recorder): The report centres on data from the aircraft's two EAFRs, which combine traditional 'black box' functions into single units recording both flight data and cockpit voice communications. The forward EAFR provided the critical timeline showing exactly when fuel switches moved and engines began losing power. Fuel Control Switches - RUN vs CUTOFF: These spring-loaded switches beneath the throttle handles control fuel flow to each engine. The report's finding that both moved from 'RUN' to 'CUTOFF' within one second represents the accident's central mystery—investigators still don't know what caused this movement. RAM Air Turbine (RAT): When both engines failed, this emergency windmill automatically deployed to provide backup electrical and hydraulic power. V1, Vr, and V2 speeds: Critical take-off velocities that determine aircraft capabilities. V1 (153 knots) is the decision speed beyond which takeoff must continue; Vr (155 knots) is rotation speed for liftoff; V2 (162 knots) is the safe climbing speed. The engines failed just after reaching maximum speed of 180 knots, past all safety margins. FADEC (Full Authority Digital Engine Control): This is a reference to the computer systems that automatically manage engine operations. When fuel switches returned to 'RUN,' FADEC systems initiated automatic reignition sequences on both engines—but insufficient time and altitude prevented successful restart. Mayday call: The international distress signal transmitted by the crew at 08:09:05 UTC. This standard emergency declaration came just 23 seconds after fuel cut-off and only six seconds before the recording ended, showing how rapidly the situation deteriorated. UTC Timestamp: All times in the report use Coordinated Universal Time to provide precise chronology. The 29-second span from fuel cutoff (08:08:42) to recording end (08:09:11) represents the entire emergency sequence. Initial climb phase: This is one of the most critical flight periods when aircraft are low, slow, and vulnerable. It was in this phase that the plane crashed. Scan to read the full AAIB preliminary report. [INSERT QR]
Time of India
6 days ago
- General
- Time of India
"Not satisfied": AI171 crash victim's father demands deeper probe, stricter action
The father of Sanket Goswami, a 19-year-old student who died in last month's Air India AI171 crash, stated that he was "not satisfied" with the preliminary investigation report released by the Aircraft Accident Investigation Bureau (AAIB), and requested the government to conduct a "thorough investigation". He also urged the government to take strict action against those responsible for the incident. Sanket's father, Atul Goswami, told ANI, "My son was 19 years old... My family is living under such difficult circumstances. We used to rely on my son a lot. He was going to London for three years to get his degree. Our whole family relied on him... We are not satisfied with the report. We request the government to conduct a thorough investigation and strict action be taken against the responsible parties..." The AI171 crash took place on June 12, when the London-bound Air India Boeing 787-8 aircraft crashed shortly after takeoff from Ahmedabad's Sardar Vallabhbhai Patel International Airport. The aircraft hit a hostel building at BJ Medical College, killing 241 of the 242 people on board. Among the victims was former Gujarat Chief Minister Vijay Rupani. It is one of the worst air disasters in India in recent years. On Friday, the AAIB released its preliminary report into the crash. It described a critical situation that developed just 90 seconds after takeoff, when both engines shut down unexpectedly during the climb. This led to a loss of thrust and a rapid drop in altitude. Live Events Flight data from the aircraft's Enhanced Airborne Flight Recorder (EAFR) showed that the fuel cutoff switches for both engines were accidentally moved from RUN to CUTOFF within one second of each other, shortly after takeoff. One pilot was heard asking the other, "Why did you cut off?" to which the response came, "I did not." The sudden shutdown caused the Ram Air Turbine (RAT) to deploy, but the aircraft began losing height immediately and could not stay in the air without engine power. According to the AAIB, the pilots tried to relight both engines by switching the fuel systems back on. While Engine 1 started to recover, Engine 2 did not stabilise. Even though the aircraft briefly reached 180 knots, it continued to descend. The final distress call, a "MAYDAY", was sent at 08:09 UTC, seconds before the crash.
