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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.

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094035)

The new engines would in theory cause the max to handle differently in certain extreme conditions. So they added some software to automatically “correct” the plane if it gotten a situation like that (so new training needed).

What caused both crashes is that software “activated” in both crashed jets by mistake. Essentially it got a bad reading for an airspeed/AOA instrument and went LEEEROY JENKIINS.

Note that Boeing apparently offered an “option” to have multiple of those instruments (so if one failed or disagreed there would be an alert first in the cockpit) but Ethiopian and lionair didn’t buy it.

Anyway, so they do require some additional training now, but I think the big thing is they now have multiple airspeed indicators plus have made sure software doesn’t activate turning takeoff.

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49095393)

The fix was to get pilots trained in simulators for the new planes. Now the planes are safe as any other 737

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49096794)

"Did you switch the fuel off saar?"

"Noo saar"

jfc I can't wait to run some flight sims of this exact scenario.

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094091)

Time Event

08:08:42 Aircraft at 180 knots IAS (max recorded), both engine fuel cutoff switches transition RUN → CUTOFF, 1 second apart

08:08:43 Engines start decelerating due to fuel cutoff

08:08:47 RAT (Ram Air Turbine) deploys – confirms total engine power loss

08:08:52–56 Pilots re-select fuel cutoff switches to RUN to attempt engine relight

08:08:56 EGT rising shows both engines attempting to relight

08:09:05 “MAYDAY MAYDAY MAYDAY” call by cockpit

08:09:11 End of flight data — aircraft crashes shortly after

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094099)

🧠 My Informed Opinion

The most likely root cause appears to be an accidental or unintentional manipulation of the engine fuel cutoff switches, likely by the pilot flying (PF). This could have been due to startle, fatigue, or spatial disorientation in the early climb phase. The extremely short time between the two switches being toggled (1 second) suggests it was either:

a panic reaction, or

misidentification of cockpit controls during a moment of perceived abnormality (e.g., vibration, system warning).

The other pilot’s surprise, and the immediate attempt to restore engine power, supports this being unintentional rather than procedural or mechanical.

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094102)

1. they noticed

2. they said something about it

The captail FAILS for ignoring his co-pilot, which is EXACTLY what happens in a caste society like India

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094111)

http://www.autoadmit.com/thread.php?thread_id=5064078&mc=75&forum_id=2

The German guy who did it was in an airbus

Very interesting

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094148)

im goin with comp error

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094760)

Edit: even better:

https://theaircurrent.com/wp-content/uploads/2025/07/ai-171-fuel-switches-graphic-jo.jpeg

He did BOTH

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094794)

https://theaircurrent.com/wp-content/uploads/2025/07/ai-171-fuel-switches-graphic-jo.jpeg

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49094798)

Pilot 1 shuts off fuel to both engines intentionally within one second of each other.

Pilot 2: “Why’d you shut off the fuel?”

Pilot 1: “I didn’t shut off the fuel.”

Pilot 2: Turns fuel back on.

* PLANE CRASH *

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49095251)

https://en.wikipedia.org/wiki/Germanwings_Flight_9525

https://en.wikipedia.org/wiki/China_Eastern_Airlines_Flight_5735

https://en.wikipedia.org/wiki/Malaysia_Airlines_Flight_370#Murder-suicide_by_pilot

https://en.wikipedia.org/wiki/EgyptAir_Flight_990

https://en.wikipedia.org/wiki/LAM_Mozambique_Airlines_Flight_470

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49095261)

Under smelt-it-dealt-it theory, this is the one who did it.

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49095262)

Indian Rage? Legacy of British colonialism?

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49095265)

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49095310)

O.M.G

@Oye_M_G

·

7h

Ground crew can enter the cockpit before the aircraft door is secured. I'm not familiar with the technical details, but what could happen if someone shut off the fuel supply before takeoff, and the plane attempted to fly with only the fuel remaining outside the tank?

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49095343)

Jeet was a corporate bootlicker trying to save his master some rubles on fuel costs

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49095360)

https://xoxohth.com/thread.php?thread_id=5749218&mc=95&forum_id=2#49096789

https://xoxohth.com/thread.php?thread_id=5749703&mc=3&forum_id=2

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49097205)

'It's a cover-up to protect Air India and the government,' Mr Siddiqui told The Telegraph from Surat, south of Ahmedabad, where the plane crashed.

'They want to blame dead pilots who can't defend themselves. How can the fuel switches end up turning off at a critical moment, either through pilot error or a mechanical fault?

https://www.dailymail.co.uk/news/article-14901131/Questions-Air-India-pilot-blame-fatal-crash.html

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49097576)

what type of stupid ass question is that? are indians really this dumb?

(http://www.autoadmit.com/thread.php?thread_id=5749218&forum_id=2],#49097918)