I recreated the scenario in VR using a Boeing 787 with the same Flaps 5 configuration to demonstrate what would have to occur for a dual engine failure on takeoff. The accident investigation report confirms that both engines were manually shut down — something no trained 787 pilot would... ever do during a climbout. This isn’t just an accident; it now points to intentional action. We’ve moved from accident investigation to potential homicide.show more

India's AAIB has released its Preliminary Report into the crash of AI flight 171: 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. The flap handle assembly sustained significant thermal damage. The handle was found to be firmly seated in the 5-degree flap position, consistent with a normal takeoff flap setting. The position was also confirmed from the EAFR data. The landing gear lever was in “DOWN” position. 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. The aircraft is equipped with two Enhanced Airborne Flight Recorders (EAFR) part number 866-0084-102. The EAFR are fitted at two locations, one in the tail section at STA 1847 and other in the forward section at STA 335. The two EAFRs are similar in construction and record a combined data stream of digital flight data and cockpit voice information, with both stored on the same device. The downloaded flight data contained approximately 49 hours of flight data and 6 flights, including the event flight. The recovered audio was two hours in length and captured the event. Initial Analysis of the recorded audio and flight data has been done. LINK:

@aviationbrk That’s an eerie sound of silence

@aviationbrk I cant image how horrific that expeirnce must have been as a passenger. From engines stopping to the feeling of falling out of the air. Unbelievably tragic.

@aviationbrk The report never says manually shut down - and manually shutting down both 1 second apart seems improbable. Most likely a technical glitch in the systems or sabotage

@aviationbrk No recreation sim has a study level 787 and you’re not even following appropriate engine failure procedures so this is useless.

@aviationbrk It shows what would have to happen for fuel to stop flowing and what someone inside the cockpit would have to have done to cut off fuel to the engines. Its not an official accident recreation its a flight sim.

@aviationbrk Indeed, the greatest threat to air safety has become the pilots themselves.

@aviationbrk Can you do it again but turn them back on per the timeline please?

@aviationbrk Don't forget I also don't have a big building in front of me like they did either. They only had one engine relight and give thrust and I have two and I still crashed.

@aviationbrk If a Pilot had deliberately cut off the fuel why would they have then turned it back on again before the crash? With the timing it was possible that the engines would indeed have spilled up and they would have got away with it.

@aviationbrk Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF position one after another with a time gap of 01 sec. 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. ????