Скачать или смотреть Air India Crash Update | Shocking! Preliminary Report shows one of Pilots Shut Down Both Engines

On Jul 12th 2025 (India time) the AAIB released their preliminary report (currently their servers are overloaded) stating that 19 people on the ground were killed, 241 on board of the aircraft, the surviving passenger received serious injuries and continuing:

The thrust lever quadrant sustained significant thermal damage. Both thrust levers were found near the aft (idle) position. However, the EAFR data revealed that the thrust levers remained forward (takeoff thrust) until the impact. Both fuel control switch were found in the “RUN” position. (fig.13) The reverser levers were bent but were in the “stowed” position. The wiring from the TO/GA switches and autothrottle disconnect switches were visible, but heavily damaged.

Flaps were firmly located in the 5 degrees takeoff position. The APU inlet door was found open. The RAT (Ram Air Turbine) was deployed in the initial takeoff immediately after takeoff. The aircraft started to lose altitude before crossing the airport perimeter wall.

The AIB wrote:

As per the EAFR data, the aircraft crossed the take-off decision speed V1 and achieved 153 kts IAS at 08:08:33 UTC. The Vr speed (155 kts) was achieved as per the EAFR at 08:08:35 UTC. The aircraft air/ground sensors transitioned to air mode, consistent with liftoff at 08:08:39 UTC.

The aircraft achieved the maximum recorded airspeed of 180 Knots IAS at about 08:08:42 UTC and immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF position one after another with a time gap of 01 sec. The Engine N1 and N2 began to decrease from their take-off values as the fuel supply to the engines was cut off.

In the cockpit voice recording, one of the pilots is heard asking the other why did he cutoff. The other pilot responded that he did not do so.

As per the EAFR data both engines N2 values passed below minimum idle speed, and the RAT hydraulic pump began supplying hydraulic power at about 08:08:47 UTC.

As per the EAFR, the Engine 1 fuel cutoff switch transitioned from CUTOFF to RUN at about 08:08:52 UTC. The APU Inlet Door began opening at about 08:08:54 UTC, consistent with the APU Auto Start logic. Thereafter at 08:08:56 UTC the Engine 2 fuel cutoff switch also transitions from CUTOFF to RUN. When fuel control switches are moved from CUTOFF to RUN while the aircraft is inflight, each engines full authority dual engine control (FADEC) automatically manages a relight and thrust recovery sequence of ignition and fuel introduction.

The EGT was observed to be rising for both engines indicating relight. Engine 1’s core deceleration stopped, reversed and started to progress to recovery. Engine 2 was able to relight but could not arrest core speed deceleration and re-introduced fuel repeatedly to increase core speed acceleration and recovery. The EAFR recording stopped at 08:09:11 UTC

At about 08:09:05 UTC, one of the pilots transmitted “MAYDAY MAYDAY MAYDAY”.

The ATCO enquired about the call sign. ATCO did not get any response but observed the aircraft crashing outside the airport boundary and activated the emergency response.

At 08:14:44 UTC, Crash Fire Tender left the airport premises for Rescue and firefighting. They were joined by Fire and Rescue services of Local Administration