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Failure Before Fuel Control Switch Movement #AI171 VT-ANB How long does a Boeing 787 RAT take to generate hydraulic power? This video provides a real-world answer. Timer starts at 08:08:40 UTC when the right Navigation Display goes blank. Hydraulic pressure recovery follows about 6 seconds later — consistent with... show more

अमित सिंह (वराह)𝒜𝓂𝒾𝓉 𝒮𝒾𝓃𝑔𝒽

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20,736 views • 14 days ago •via X (Twitter)

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We are following reports of an accident involving Air India flight AI171, a Boeing 787-8 Dreamliner (VT-ANB) after takeoff from Ahmedabad (AMD), India.

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This is VT-ANB, a Boeing 787-8 Dreamliner, captured here gracefully taxiing for takeoff at Kansai Airport, Japan—11 years ago. 🎥: akino33 Today, this very aircraft was involved in the tragic crash of Air India flight AI171, marking the first-ever hull loss of the Boeing 787-8. 💔 Flight #AI171 was en route from Ahmedabad (AMD) to London Gatwick (LGW) on June 12, 2025, when disaster struck shortly after takeoff. VT-ANB, bearing MSN 36279 / LN 26, first took to the skies on December 14, 2013, and was delivered to Air India on January 31, 2014. It was powered by two GE GEnx-1B engines and had served the airline faithfully for over a decade. Our thoughts are with the passengers, crew, families, and all those affected by this heartbreaking event.🕊️💐

This is VT-ANB, a Boeing 787-8 Dreamliner, captured here gracefully taxiing for takeoff at Kansai Airport, Japan—11 years ago. 🎥: akino33 Today, this very aircraft was involved in the tragic crash of Air India flight AI171, marking the first-ever hull loss of the Boeing 787-8. 💔 Flight #AI171 was en route from Ahmedabad (AMD) to London Gatwick (LGW) on June 12, 2025, when disaster struck shortly after takeoff. VT-ANB, bearing MSN 36279 / LN 26, first took to the skies on December 14, 2013, and was delivered to Air India on January 31, 2014. It was powered by two GE GEnx-1B engines and had served the airline faithfully for over a decade. Our thoughts are with the passengers, crew, families, and all those affected by this heartbreaking event.🕊️💐

Turbine Traveller

1,485,021 views • 1 year ago

As a Member State of the International Civil Aviation Organization (ICAO), India is obligated to comply with the provisions of ICAO Annex 13, which governs aircraft accident and incident investigations. Under Annex 13, the investigating authority—in this case, India's Aircraft Accident Investigation Bureau (AAIB)—must: 1. Submit a Preliminary Report within 30 days of the occurrence. 2. Make the Final Report publicly available as soon as possible and, where feasible, within 12 months of the accident. 3. If the Final Report cannot be completed within 12 months, publish an Interim Statement on each anniversary of the occurrence, outlining the progress of the investigation and any safety issues identified. Importantly, ICAO emphasizes that preliminary reports are not substitutes for final reports. Preliminary reports provide only factual information available at an early stage and do not contain a comprehensive analysis of the systemic, operational, technical, or human factors that may have contributed to an accident. The AAIB complied with the first requirement by releasing its preliminary report on 12 July 2025, exactly one month after the accident. As the first anniversary of the crash approaches on 12 June 2026, attention is now focused on whether the AAIB will publish the Final Report or issue an Interim Statement in accordance with the requirements of Annex 13. On 12 June 2025, Air India Flight AI171, operated by a Boeing 787-8 Dreamliner registered VT-ANB, departed Ahmedabad, India, bound for London Gatwick. The aircraft was carrying 230 passengers, 10 cabin crew members, and 2 pilots. Shortly after takeoff, the aircraft suffered a catastrophic loss of thrust and crashed outside the airport boundary. Of the 242 people onboard, only one passenger survived, making it one of the deadliest aviation accidents involving a Boeing 787 and one of India's worst air disasters. According to the AAIB's preliminary findings, the aircraft reached a maximum recorded airspeed of approximately 180 knots indicated airspeed (IAS) at 08:08:42 UTC during its initial climb. Immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF one second apart. As fuel flow to both engines ceased, engine parameters began decreasing from their takeoff values. Cockpit Voice Recorder (CVR) data captured a brief exchange between the pilots. One pilot was heard asking the other why he had cut off the fuel. The other pilot replied that he had not done so. Airport CCTV footage showed the deployment of the Ram Air Turbine (RAT) shortly after liftoff, indicating a significant loss of electrical and hydraulic power consistent with the dual-engine power loss. Investigators also reported no significant bird activity in the vicinity of the flight path. The aircraft began losing altitude before crossing the airport perimeter wall. Flight recorder data subsequently showed attempts to recover engine power. At approximately 08:08:52 UTC, Engine 1's fuel cutoff switch moved back from CUTOFF to RUN. Two seconds later, the Auxiliary Power Unit (APU) inlet door began opening, consistent with the aircraft's automatic emergency restart logic. At 08:08:56 UTC, Engine 2's fuel cutoff switch also returned to RUN. The Full Authority Digital Engine Control (FADEC) systems on both engines initiated automatic relight sequences. Engine 1 showed signs of recovery as exhaust gas temperatures increased and core speed stabilized. Engine 2 also relit but was unable to recover sufficient core speed before impact despite repeated fuel reintroductions. At approximately 08:09:05 UTC, one of the pilots transmitted a distress call: "MAYDAY MAYDAY MAYDAY." Air Traffic Control acknowledged the transmission and requested confirmation of the callsign. No further response was received. Controllers then observed the aircraft crash beyond the airport boundary and immediately initiated emergency response procedures. The preliminary report established a sequence of events but stopped short of determining why both engine fuel cutoff switches transitioned from RUN to CUTOFF during the critical initial climb phase. It also did not assign blame, determine probable cause, or provide a complete analysis of the human, technical, operational, and systemic factors involved. We now await either the AAIB's Final Report or an Interim Statement.

As a Member State of the International Civil Aviation Organization (ICAO), India is obligated to comply with the provisions of ICAO Annex 13, which governs aircraft accident and incident investigations. Under Annex 13, the investigating authority—in this case, India's Aircraft Accident Investigation Bureau (AAIB)—must: 1. Submit a Preliminary Report within 30 days of the occurrence. 2. Make the Final Report publicly available as soon as possible and, where feasible, within 12 months of the accident. 3. If the Final Report cannot be completed within 12 months, publish an Interim Statement on each anniversary of the occurrence, outlining the progress of the investigation and any safety issues identified. Importantly, ICAO emphasizes that preliminary reports are not substitutes for final reports. Preliminary reports provide only factual information available at an early stage and do not contain a comprehensive analysis of the systemic, operational, technical, or human factors that may have contributed to an accident. The AAIB complied with the first requirement by releasing its preliminary report on 12 July 2025, exactly one month after the accident. As the first anniversary of the crash approaches on 12 June 2026, attention is now focused on whether the AAIB will publish the Final Report or issue an Interim Statement in accordance with the requirements of Annex 13. On 12 June 2025, Air India Flight AI171, operated by a Boeing 787-8 Dreamliner registered VT-ANB, departed Ahmedabad, India, bound for London Gatwick. The aircraft was carrying 230 passengers, 10 cabin crew members, and 2 pilots. Shortly after takeoff, the aircraft suffered a catastrophic loss of thrust and crashed outside the airport boundary. Of the 242 people onboard, only one passenger survived, making it one of the deadliest aviation accidents involving a Boeing 787 and one of India's worst air disasters. According to the AAIB's preliminary findings, the aircraft reached a maximum recorded airspeed of approximately 180 knots indicated airspeed (IAS) at 08:08:42 UTC during its initial climb. Immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF one second apart. As fuel flow to both engines ceased, engine parameters began decreasing from their takeoff values. Cockpit Voice Recorder (CVR) data captured a brief exchange between the pilots. One pilot was heard asking the other why he had cut off the fuel. The other pilot replied that he had not done so. Airport CCTV footage showed the deployment of the Ram Air Turbine (RAT) shortly after liftoff, indicating a significant loss of electrical and hydraulic power consistent with the dual-engine power loss. Investigators also reported no significant bird activity in the vicinity of the flight path. The aircraft began losing altitude before crossing the airport perimeter wall. Flight recorder data subsequently showed attempts to recover engine power. At approximately 08:08:52 UTC, Engine 1's fuel cutoff switch moved back from CUTOFF to RUN. Two seconds later, the Auxiliary Power Unit (APU) inlet door began opening, consistent with the aircraft's automatic emergency restart logic. At 08:08:56 UTC, Engine 2's fuel cutoff switch also returned to RUN. The Full Authority Digital Engine Control (FADEC) systems on both engines initiated automatic relight sequences. Engine 1 showed signs of recovery as exhaust gas temperatures increased and core speed stabilized. Engine 2 also relit but was unable to recover sufficient core speed before impact despite repeated fuel reintroductions. At approximately 08:09:05 UTC, one of the pilots transmitted a distress call: "MAYDAY MAYDAY MAYDAY." Air Traffic Control acknowledged the transmission and requested confirmation of the callsign. No further response was received. Controllers then observed the aircraft crash beyond the airport boundary and immediately initiated emergency response procedures. The preliminary report established a sequence of events but stopped short of determining why both engine fuel cutoff switches transitioned from RUN to CUTOFF during the critical initial climb phase. It also did not assign blame, determine probable cause, or provide a complete analysis of the human, technical, operational, and systemic factors involved. We now await either the AAIB's Final Report or an Interim Statement.

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birth of modern hydraulic systems power

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Ancient hydraulic clock.

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#WATCH | Delhi: On an Air India Boeing 787 Dreamliner grounded after pilots reported a possible defect in the fuel control switch, Former Flight Operations Inspector with DGCA, Captain Prashant Dhalla says, "Yet again the Boeing 787 has come into the limelight. It is horrific. We were just trying to analyse the preliminary report of the Boeing 787 Air India crash on 12th June. Lately till yesterday, we got to know that another Boeing 787 in the pilot defect report, which is part of the technical log book of the aircraft, the pilot in command has given a noting which is in black and white, which clearly states that the fuel control switch, which is one of the most essential switches in the Boeing 787, has faltered, has misbehaved and it is quite appalling as an aviator that the same switch was part of an inquiry report which led to the Air India crash. We must understand that this fuel control switch is guarded by the manufacturer, has misbehaved. In this particular instance, the operator, the regulator and the manufacturer, all three of them have to introspect. The country cannot take this lightly..."

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Automatic transmissions rely on multi-plate clutch assemblies to control power transfer between gears. These clutches engage and disengage in milliseconds, using hydraulic pressure to manage torque flow smoothly without driver input. Precision in assembly is critical, as tolerances, friction material quality, and alignment directly affect shifting performance, heat generation, and long-term durability. Even minor inconsistencies can lead to slipping or inefficient power delivery. This highlights how complex coordination between mechanical and hydraulic systems enables seamless driving experiences.

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If I bought a hydraulic press, all that would be left at home is the hydraulic press itself.🤪🤣🤣🤣🤣

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Stu thats all you get🇺🇸🏴󠁧󠁢󠁥󠁮󠁧󠁿

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This recovery is getting more expensive by the minute! Hopefully he didn’t hydraulic it.

This recovery is getting more expensive by the minute! Hopefully he didn’t hydraulic it.

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