Air India 171 RETRACTION & UPDATE | Critical New Info!

I owe you an update and a retractment of

what we talked about yesterday regarding

the Air India 171 crash because we have

new information that could add at least

to some of our understanding of what

happened but also opens up yet even more

questions. So as you already know just

to catch you up to speed and if you

don't want to be caught up to speed skip

ahead about a minute but this is Air

India 171. Almost 300 people died as

this aircraft lost lift in what appears

to be at least at this point believed to

be a dual engine failure which becomes

important. We don't see what appears to

be a flame out from a bird strike. We

don't see a lot of adverse law. A little

bit of bank we see to the left that

could potentially be indicative of uh

trying to guide away from buildings

ahead as essentially the pilots roll

away in this tragedy that occurs. But no

indications of a loss of a single

engine. Though even Boeing's mechanisms

can can minimize any kind of adverse yaw

if we just lost one engine. But if we

just lost one engine here, we left the

gear out, it's unlikely that this Boeing

787 Dreamliner would actually end up

crashing and losing all lift. So what

does that leave us with? And what do we

have to retract from yesterday? Well, I

threw together a quick little note sheet

just to give you the idea. We don't see

the visible bird strike. We don't think

pulling up the gear or the wrong flap

setting is a major issue here. We've

talked about these items in different

videos. And these aircraft can fly just

fine. Even if we're one setting off on

the flap setting or we have the gear

down, these aircraft are really designed

to be able to maintain thrust and a

climb rate even with just one engine.

So that really leaves us with some form

of dual engine failure leading to either

the automatic or manual ram air turbine

deployment. Now what could have caused

this dual engine failure could be a

whole host of things. Some form of crazy

fadec reset, fuel contamination, some

form of fuel pump failure or lockup, a

catastrophic electrical failure or an

intentional issue. And so as a jet

pilot, I've familiarized myself with

many different emergency procedures for

a dual engine failure. Uh and yesterday

we talked about this article from air

current where air current describes this

uh potential for the fuel switches

having been adjusted prior to the

impact. And so a lot of people are now

focused on these fuel control switches

and what position they were in and why

they were potentially manipulated before

impact. Now, I've watched other videos

and creators talk about this and not a

lot of creators have begun to talk about

the procedure for the specific 787

Dreamliner. Uh, and it sort of shows

that this procedure is very different

from what you typically see in uh a

Boeing aircraft or potentially another

aircraft. For example, I'm type rated in

the Phenom 300 EJET uh as a pilot in

command, also solo pilot, which is you

know rare to fly a jet solo. Uh and you

know, every aircraft has different

emergency procedures, but there's often

a lot of overlap. For example, one place

there's overlap is in the concern

regarding these switches that these

switches can't be accidentally switched

off. Why would both fuel valve switches

be switched off? And for most normal

emergency procedures, for us to

potentially see these emergency switches

turned off, even in the event of a dual

engine failure would be quite odd. Take

a look at some of these different

emergency procedures for a dual engine

failure or a loss of thrust on both

engines. You might see engine start

switches adjusted. You might see the

thrust levers reset. For example, on our

aircraft on the Phenom, you go to idle.

You put your oxygen masks on. you

establish communications and you land as

soon as possible. Those are basically

your memory items for dual engine

failure. And then of course if you have

the altitude you can go through

potential relighting through either

automated relighting or depending on if

you have enough speed windmilling to

restart these engines. You can go

through windmilling restart procedures.

This is very normal for an aircraft. Uh

on the Boeing 737 for a loss of thrust

on both engines, you would go through

also manipulating the levers uh for

thrust. You'd be watching the

temperatures of the turbine engines. And

based on what altitude you're at, you

would go to different steps in the

future. See, as you can see on the left

here, above 20 flight level 270, you

would do follow one set of instructions.

Below flight level 270, which is 27,000

ft, you'd follow yet another uh set of

instructions. Now, what's unique in the

Dreamliner, which we didn't mention

yesterday, and I apologize for that, uh,

in the enthusiasm to share information

about the latest information that we're

getting regarding what caused this

accident, we didn't specifically look

for that models checklist, and it is a

vastly different from that of other

aircraft. And for that, I apologize.

That's a failure. But the beautiful

thing about making these videos is we

get to learn together and expand our

aviation knowledge and ultimately we try

to make aviation safer for everyone.

It's actually what got me into aviation

was watching people's videos like pilot

debrief or Captain Steve or mentor pilot

or whatever whom I respect greatly and I

think they're all wonderful creators and

everyone contributes to making the

industry safer. And so even though not a

lot of people have talked about it yet,

what I have is a screenshot of the

emergency procedures for the 787

Dreamliner which was the Air India 171

flight. And remember the question is why

were those fuel control switches moved

to cut off? they don't accidentally go

to cut off which is what was mentioned

in the uh air current article or other

articles that it's potential that

there's a potential that some of these

fuel control switches were potentially

improperly inadvertently or

intentionally switched off. An

intentional switch off of these fuel

control switches would be very bad. Uh,

if you intentionally switch these

switches off by lifting them and pushing

them down past their gate, you will very

rapidly lose engine thrust. Some of the

pilots and comments yesterday suggested

you would almost instantaneously lose

engine thrust, especially during a high

power phase of flight like takeoff.

However, the 787 Dreamliner has very

unique procedures which you don't see in

a lot of other aircraft when it comes to

these fuel control switches and it

changes everything. Take a look at this.

In the event of a dual engine failure,

despite the fact that these pilots had

very, very little time to do anything,

the very first memory item is to cut off

the fuel control switches.

The general procedure is you move them

to cut off for about 1 second. See how

it says cut off then run. So you move it

down 1 1000 and you move it back up. The

second step is manually deploying the

ram air turbine.

And the causes for a dual engine failure

in this example at high altitude could

be fuel leak, fuel starvation, or

volcanic ash, which generally you deal

with volcanic ash in areas like Hawaii,

but I I mean I suppose you can have

volcanic ash floating around somewhere,

but this seems relatively unlikely.

a fuel leak is a possibility

that uh you know hasn't been talked much

about. Usually people talk about uh the

fuel valves being cut off which

ironically is one of the procedure items

here. The reason is you're trying to

almost hot start these engines where you

you cut the fuel flow off hopefully cool

down the turbines a bit but they're

still hot enough and spinning enough to

where when you hit them back in

hopefully you can quickly relight. Uh

although you may relight into a stall,

the hope is that at any altitude on the

787 Dreamlininer, you're able to restart

these engines rapidly regain thrust and

pull out of whatever crisis you're in.

Now, it's highly unlikely that any of

these procedures would have functioned

at 600 ft of altitude, which makes that

takeoff altitude such a unfortunate and

critical phase of flight. However, if

these switches were moved in

as as a memory item to resolve the

problem, then it actually suggests that

the pilots did exactly what they were

supposed to do, which is the opposite of

the potential that somebody decided, I'm

checking out and I'm taking the plane

down with me. I'm going to reach over

and I'm going to turn these switches

off, which would also accomplish

crashing the plane. Now, whoever went

for these control switches possibly also

manually deployed this rammer turbine.

Now, we won't know until obviously we

get more official reports out, but what

we recognize here is another potential

cause is bird strike on both engines,

but we don't see that. We don't see that

flame out coming out of the end of the

engines, which is typical after the

ingestion of birds. You don't see the

typical uh sort of like momentary loss

of thrust on the left engine and the

right engine. You don't see the typical

stalling of the engines that you would

ordinarily see in a larger bird strike.

These aircraft are after all designed to

withstand bird strikes. Not just the

windows, but the engines. They're

designed to withstand bird strikes.

Larger birds cause problems for larger

flocks of birds. Obviously, of course,

some of the threats here would be

startle factor, confusion arising from

multiple subsystem failures and a very

high workload, especially when you're

600 feet above the ground. mitigation,

prompt recognition of the situation and

initiation of the correct memory items.

And that may be exactly what they did.

Switching the fuel control switches to

shut off or cut off rather uh and then

run and then deploying the ram air

turbine. Of course, that didn't light

the engines, at least from what we could

tell, because we never got thrust

restored, which then goes back to our

list here. Okay, if we remove

intentional, while that is still a

possibility, let's for a moment remove

intentional,

we recognize the dual engine failure

procedure will call for an automatic or

manual deployment of the rammer turbine.

So, we already know that we didn't see a

bird strike. We're not so worried about

gear flap because we know we could fly

with those. Even slightly misconfigured,

that's not going to take a plane down.

We know we had the dual engine failure.

So, it really leaves us with some of

these issues here. fuel contamination,

some form of fuel pump failure, uh a

very rare case of vapor lock, uh some

form of uh leak, we could write in here

some kind of catastrophic electric

failure which could maybe reset both

fadeex but seems very unlikely. And this

is why I started this segment off by

saying, you know, this really raises

more questions than answers at this

point. But it is possible and it's worth

noting that the pilots did exactly what

they were supposed to do. Which then

just brings us back to how did one of

these things fail? And we still have

this remaining question of why have GE

and Boeing not put out some kind of

emergency update? Maybe they don't have

the answer yet or maybe there was

another cause we're not looking at yet

or aware of yet. We'll see as more data

comes out, but I wanted to make this

update as soon as possible. Uh, and if

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Kevin Praath there, financial analyst

and YouTuber. Meet Kevin. Always great

to get your take.