The pilots of the deadly Air India crash that killed 241 people on board had questioned whether each other had switched of the plane’s fuel supplies moments before it crashed, according to a report.
The Boeing 787 Dreamliner is thought to have lost power when the fuel cutoff switches almost simultaneously flipped, starving the engines of fuel, according to the report by Indian accident investigators.
This meant the plane immediately began to lose thrust and sink down moments after setting off to London from the Indian city of Ahmedabad, resulting in a devastating crash on June 12 this year.
In the flight’s final moments, one pilot was heard on the cockpit voice recorder asking the other why he cut off the fuel. ‘The other pilot responded that he did not do so,’ the report by India’s Aircraft Accident Investigation Bureau (AAIB) said.
It did not identify which remarks were made by the flight’s captain and which by the first officer, nor which pilot immediately transmitted the distress call: ‘Thrust not achieved… falling… Mayday! Mayday! Mayday!’
Seconds later the jet began losing height and exploded into a fireball after smashing into a hostel on the ground in Gujarat, claiming the lives of all but one passenger on board and 19 people on the ground.
Investigators’ early assessments indicate no apparent fault with the Boeing or its engines, suggesting that Boeing and engine maker GE had no apparent responsibility for the accident.
But the report does not say how the switch – which is used to start or shut down the engines and are typically left on during flight – could have flipped to the cutoff position.
Investigators are focusing on the actions of the cockpit crew, with early assessments indicating no apparent fault with the Boeing 787 Dreamliner
Air India has said that the flight’s captain, Sumeet Sabharwal had over 10,000 hours experience of flying wide-body or larger aircrafts
Co-pilot Clive Kunder also had over 3,400 hours of flying experience, according to Air India
At the crash site, both fuel switches were found in the run position and the report said there had been indications of both engines relighting before the low-altitude crash.
U.S. aviation safety expert Anthony Brickhouse said a key question is why were the switches moved in a way that is inconsistent with normal operations.
‘Did they move on their own or did they move because of the pilots?’ he asked. “And if they were moved because of a pilot, why?’
The report from the Aircraft Accident Investigation Bureau, published late on Friday, said the jet was carrying 54,200kg of fuel, which was within the ‘allowable limits’.
‘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 report said.
‘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.’
Referring to data recovered from the plane’s two Enhanced Airborne Flight Recorders (EAFR), it continues: ‘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 engine’s full authority dual engine control (FADEC) automatically manages a relight and thrust recovery sequence of ignition and fuel introduction.’
U.S. aviation safety expert John Cox said a pilot would not be able to accidentally move the fuel switches that feed the engines.
‘You can’t bump them and they move,’ he said.
Flipping to cutoff almost immediately cuts the engines. It is most often used to turn engines off once a plane has arrived at its airport gate and in certain emergency situations, such as an engine fire. The report does not indicate there was any emergency requiring an engine cutoff.
The new findings appear to tally with theories reportedly put forward on the US side of the investigation, which also noted that the switches that control fuel flow to the aircraft’s twin engines were turned off shortly after takeoff, causing the jet to lose thrust.
It remains unclear why they were turned off, and investigators have been left wondering whether it was deliberate, accidental or corrected too late.
According to a report in the Wall Street Journal, one potential sign that the switches were off was the deployment of the plane’s emergency power system, a ram air turbine or RAT.
Vishwashkumar Ramesh was the only passenger who survived the tragedy
The aircraft crashed into a student hostel near the airport shortly after taking off
If the preliminary findings hold, that would exonerate the Dreamliner’s manufacturer Boeing and engine developer GE Aerospace.
India’s Aircraft Accident Investigation Bureau said: ‘At this stage of investigation, there are no recommended actions to Boeing 787-8 and/or GE GEnx-1B engine operators and manufacturers.’
The agency, an office under India’s civil aviation ministry, is leading the probe into the world’s deadliest aviation accident in a decade.
The tragedy last month claimed the lives of 169 Indian passengers on board, 53 British, seven Portuguese and a Canadian, as well as 12 crew members and left only one survivor – British national Vishwash Kumar Ramesh, 40.
At least 19 people were also killed on the ground as the doomed Boeing 787-8 Dreamliner came down in a residential area moments after takeoff.
Air India, the nation’s oldest airline, has been trying to revitalise its operations after several years under government control.
The airline company says Captain Sumeet Sabharwal, who was flying the plane, had more than 10,000 hours of experience on wide-body jets, while co-pilot Clive Kunder had logged over 3,400 hours.
The crash marked the first fatal incident involving a Dreamliner and was a major setback for Boeing, which is facing ongoing scrutiny over its aircraft safety standards.
The US National Transportation Safety Board is assisting with the Indian-led investigation, while the Federal Aviation Administration, Boeing and GE Aerospace are providing technical support. It declined to comment on the release of the report.
Reports indicate that there have been tensions building between American and Indian officials.
There has been a reported tension between the Indian and US investigators
Ajaykumar Ramesh (left) who died in the plane crash and his brother Viswash Kumar Ramesh (right), who miraculously survived
Astonishing footage showed Vishwar walking away from the scene with some visible injuries to his face
Location: The siblings had been a few seats apart onboard the plane, with survivor Vishwash sitting at 11A and his younger brother positioned at 11J on the other side of the aisle
One of the biggest points of contention is the delay in accessing and analysing the plane’s black boxes.
The Americans are not pleased with the slow pace at which data is being extracted from the cockpit voice and data recorders.
The US team at one point even considered pulling out of the probe before eventually deciding to carry on. The US investigators have since returned home.
The Dreamliner, which was first delivered to Air India in 2012, has been used for many international routes.
Although officials have initially focused on the fuel control switches, they have cautioned that nothing has been ruled out yet.
Harrowing footage of the crash shows how the plane went down in a busy area and killed 19 people on the ground in Ahmedabad on June 12.
Sole survivor Vishwash Kumar Ramesh had been in the country on a business trip with his brother Ajaykumar, 35, before they boarded the doomed flight travelling from Ahmedabad to Gatwick on Thursday.
In what has been described as a miracle, Viswash – seated in 11A by the exit – survived, but his sibling who was sat on the other side of the aisle in seat 11J perished in the fireball explosion.
Raxa Modha (left) was on the doomed flight so tragically died in the crash on Thursday
Akeel Nanawaba (left), 36, his wife Hannaa (right), 30, and their four-year-old daughter Sarah were flying home from a five-day family celebration when the Air India Dreamliner crashed shortly after take-off. They also died in the tragedy
Jamie Greenlaw-Meek, 45, (right) and husband Fiongal, 39, lived in London, ran a wellness and healthy lifestyle company called the Wellness Foundry, and had been in India on holiday. They also died in the ill-fated flight
Before the discovery of the British survivor, authorities said that they believed no one had escaped the flight alive.
There were 53 British nationals on board as well as 159 Indian nationals, seven Portuguese citizens and a Canadian.
Eleven of those on board were children, including two newborns.
The Boeing jet crashed shortly after takeoff from Ahmedabad Airport in Gujarat at around 1.40pm (0810 GMT), officials said.
Ahmedabad, the main city of India’s Gujarat state, is home to around eight million people, and the busy airport is surrounded by densely packed residential areas.
Preliminary flight tracking data from flightradar24 reveals the plane reached an altitude of just 625ft after takeoff – a height far below standard for a commercial aircraft several minutes into departure.
According to data logs recorded at 30-second intervals showed the plane remained on the ground or was taxiing slowly for over four minutes after it first registered on public trackers.
The plane took off and reached 625ft, but no further gains in altitude were recorded before the crash.
An Air India spokesman said: ‘Air India stands in solidarity with the families and those affected by the AI171 accident. We continue to mourn the loss and are fully committed to providing support during this difficult time.’
The spokesman added: ‘Air India is working closely with stakeholders, including regulators.
‘We continue to fully co-operate with the Aircraft Accident Investigation Bureau (AAIB) and other authorities as their investigation progresses.
‘Given the active nature of the investigation, we are unable to comment on specific details and refer all such enquiries to the AAIB.’