Breaking News - Air India 171 to London Gatwick crashes in Ahmedabad - 240+ Souls

[Zaphod58]

Less than two days after the crash of the 787, an Air India 777 from Delhi to Vienna was combing through 3100 feet when it encountered turbulence related to a thunderstorm. After encountering turbulence the aircraft dropped 900 feet, with the stick shaker and GPWS alarms activating. After landing in Vienna the crew reported the drop and the stick shaker, but not the GPWS and other warnings.

https://aviationsourcenews.com/dgca-inve...r-takeoff/

[marshun]

Right now media seems to speculating or blaming the Air India maintenance inconsistencies. Hopefully they can figure it out from the damaged recorder.

I talked to a pilot the other day.  he suspects contaminated fuel.
he said Air India does not have a good maintenance record.
and since the Indian gummint is doing the investigation they'll probably blame pilot error.

[quintessentone]

I talked to a pilot the other day.  he suspects contaminated fuel.
he said Air India does not have a good maintenance record.
and since the Indian gummint is doing the investigation they'll probably blame pilot error.

I mean it could very well be contaminated fuel, or water in the fuel considering the high temps and humidity there, that day at the airport, along with many other issues. There are many investigations going on right now and they are investigating all black boxes to try to determine if issues can be attributed to the same faults. I have no trust in Boeing planes and I will advise my family and friends to not fly on those planes (as also advised by a whistleblower Boeing Engineer previously).

The videos below, that I just watched this morning, point to faults that maintenance personnel would not be able to see or get to without digging deep past insultation, etc.

In addition, the other video points to a possible cover up by Boeing as to why they have closed down two plants.

Alarming technical defects never reported to the public:




Cover up?

[video=youtube]https://www.youtube.com/watch?v=gIu0QHTXPmk&list=WL&index=1[/video

[Zaphod58]

I mean it could very well be contaminated fuel, or water in the fuel considering the high temps and humidity there, that day at the airport, along with many other issues. There are many investigations going on right now and they are investigating all black boxes to try to determine if issues can be attributed to the same faults. I have no trust in Boeing planes and I will advise my family and friends to not fly on those planes (as also advised by a whistleblower Boeing Engineer previously).

The videos below, that I just watched this morning, point to faults that maintenance personnel would not be able to see or get to without digging deep past insultation, etc.

In addition, the other video points to a possible cover up by Boeing as to why they have closed down two plants.

Alarming technical defects never reported to the public:

[Video: https://www.youtube.com/watch?v=6OMNlQPO...WL&index=2]

Cover up?

[video=youtube]https://www.youtube.com/watch?v=gIu0QHTXPmk&list=WL&index=1[/video

Boeing is shutting shadow plants and consolidating production.

[Zaphod58]

The AAIB has submitted their preliminary report to the DGCA and Ministry of Civil Aviation.

[Zaphod58]

Investigators have narrowed their focus to the fuel cutoff switches for the engines. The AIB has no evidence of mechanical or design issue with either the 787 or GE engines, and Boeing has not issued a multi-operator message which would indicate some kind of problem with the aircraft or engines.The switches have to be lifted and moved, as they are protected by a guard to keep them from being accidentally moved. 

https://theaircurrent.com/aviation-safet...-switches/

[WallFlowerActive]

Investigators have narrowed their focus to the fuel cutoff switches for the engines. The AIB has no evidence of mechanical or design issue with either the 787 or GE engines, and Boeing has not issued a multi-operator message which would indicate some kind of problem with the aircraft or engines.The switches have to be lifted and moved, as they are protected by a guard to keep them from being accidentally moved. 

https://theaircurrent.com/aviation-safet...-switches/

One of the videos I watched wondered if an engine failed and then the flight crew cut fuel off to the wrong engine.  I doubt it, but who knows.

[Zaphod58]

One of the videos I watched wondered if an engine failed and then the flight crew cut fuel off to the wrong engine.  I doubt it, but who knows.

According to what’s going around there was no evidence of mechanical failure.

[Zaphod58]

At 08:08:42 the aircraft reached their maximum speed of 180 KIAS. Both fuel cutoff switches then transitioned from RUN to CUTOFF within 1 second of each other. One pilot asked the other why he cut the fuel off, and the other said he didn’t. Both switches were returned to RUN, while the RAT automatically deployed and the APU began automatic start procedures. It was about 4 seconds between the #1 and #2 switches being transitioned to RUN. Engine #1’s core deceleration stopped and began to reverse, and both EGT indicators showed the engines restarted. Engine #2 was able to relight, but not stop the core deceleration and repeatedly reintroduced fuel in an attempt to reverse the deceleration. 

The flap handle was found in the FLAPS 5 position, which was confirmed by EAFR data. The throttle handles were found near the idle position, but EAFR data shows they were at take off thrust the entire flight.

[Zaphod58]

Now that I'm able to sit down and go through the report in more detail, there's more information. The aircraft had 41,868 hours on it, with the last L1 and L1-2 checks being performed at 38504 hours, 7255 cycles, with the next D Check due in December 2025. The left engine, #1, was installed 1 May 2025, and the right engine, #2, on 26 May 2025. There were 4 Cat C MEL items active. They were invoked 6/9/25, and were for the flight deck door visual surveillance, airport map function, core network, and FD printer. They were valid until 6/19/25. There was one Cat A MEL, for nitrogen generation system performance that was valid until 6/20/25. None of these would affect aircraft performance. There were several Cad D MEL/NEF items for the cabin and cargo, but all were within their valid date ranges. 

There was an SAIB issued by the FAA for fuel cutoff switch locking mechanisms potentially disengaging, but that was found on certain 737 models. There hasn't been any issue with a 787 found. The aircraft in this accident had the throttle control module changed in 2019 and 2023, but it wasn't related to the SAIB. The airline didn't inspect the switches because it wasn't mandatory, and the condition wasn't considered an unsafe condition that warranted an AD from the FAA. 

The aircraft is equipped with two Enhanced Airborne Flight Recorders. One is mounted in the tail, the other is mounted forward. They both record voice and data on the same device. The forward EAFR also has an independent power source via the Recorder Independent Power Supply in case power from the main bus is lost. The forward EAFR was successfully downloaded, and contained 49 hours of data, over 6 flights including the event flight. The voice recordings covered 2 hours. The aft EAFR was extensively damaged and couldn't be downloaded through conventional means. When opened up, the internal workings were found to have been significantly damaged. 

The previous flight wrote up the stabilizer position transducer, and the aircraft underwent maintenance by the on duty AME, and released for flight at 0640 UTC.