SHOCKING Air India 171 Preliminary Report **JUST** RELEASED

Oh my gosh, the Air India report is out

and this is insane. Literally one of the

pilots asking why did you cut off the

engine fuel switches and another

responding saying that they did not.

What happened here? The preliminary

report on Air India 171 that killed

nearly 300 people on the 7878

Boeing Dreamliner is out and it is a

doozy. First of all, uh, some quick

notes. We got to get this out of the way

right away. Fuel was tested, found

substantially acceptable. The aircraft

achieved a maximum speed of 180 knots,

and then engine one and engine two fuel

with about a 1 second difference between

the two uh, switches were moved from run

to cutoff. There was no indication of

any issue before that. And all of a

sudden, the switches were moved from run

to cutoff. As we've already explained,

as a jet pilot, these are not switches

that accidentally switch from run to

cutoff. You can only purposefully move

them to cutoff. But there does not

appear to be a cast message, a bird

strike issue, a fuel contamination

issue. It doesn't look like there was

anything wrong at all other than what

started this. All of a sudden, a switch

of both of the engines moving from run

to cutoff. One pilot's heard asking why

did he cut it off and the other saying

he did not. Now the relight started

working. We got a re uh we got a del in

both of the engines and both of the

engines were starting to relight. Engine

two was starting to come back alive.

Sorry, engine one was starting to come

back alive reversing that deceleration

of engine speed. Both of them getting

down below idle. Uh and then engine two

did not relight. Now that gives you a

very very quick overview. But now I'm

going to go into the actual reports so

you can see exactly where these items

are. And I just want to get you started

with some of the most important

information because I value your time.

And let's get into this. Look at this.

The aircraft ground sensors upon

rotation rotation speed was achieved at

155 knots. It was achieved at 80835

UTC. The aircraft ground sensors

transitioned to air mode consistent with

liftoff 4 seconds later. Now, there was

some talk that potentially there could

have been a sensor failure that

indicated the plane was on the ground

and that potentially then the engine set

to a reversionary fadec or thrust mode

to relax that thrust back to idle. But

that is not apparently what happened

based on the preliminary report. This

preliminary report indicates that the

aircraft mainta achieved a maximum

recorded air speed of 180 knots and

immediately thereafter after hitting 180

uh knots. So about 7 seconds after

rotation the engine one and engine 2

fuel cutoff switches transition from run

to cutoff with a time gap of 1 second

between each other. In other words, just

enough time to go click click.

Engine N1 and N2 began to decelerate

from their takeoff values as 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 cut off? The other pilot

responded that he did not do so.

Hm. Did these switches magically shut

off? Or is this a case of the pilot who

rotated the aircraft potentially losing

sight of the center console of the

aircraft, which is entirely normal, mind

you, and all of a sudden the other

pilot, so likely the right seat pilot

switching that fuel cut off valve to the

off position while the pilot rotating

the aircraft is focused on flying. This

is very normal, by the way, in case you

haven't seen my videos on this before.

Here is a video that I posted on

YouTube. I called it the uh dangerous

jet landing. Uh, and I show how a

typical takeoff progresses. Uh, and this

is sort of just on runway uh 26 here

coming out of Camaro. Uh, and we can go

ahead and give it a play just so you can

get a little bit of an idea.

>> But the goal, honestly, they

>> Whoops, that's a lot going on in the

background. The goal is for you to see

this movement of my hands from the yolk

with one hand and the throttle with the

other hand to both hands on the yolk.

That's the most critical part. Here we

go.

>> Your speed allowed three ways.

>> 70.

>> Sure.

>> See that helicopter coming over? That's

what I was worried about.

Hey, B1. Rotate. A helicopter is no

factor.

>> See, my hands are both both hands move

over to the yolk. At that moment, I'm

focused on I've got a helicopter for

traffic that I'm watching for. I've got

uh to focus on my speeds to make sure I

don't sp stall the plane to make sure

I'm climbing appropriately. Are we

achieving a positive rate? Are our

engine parameters working? I'm not

paying attention to that fuel switch cuz

nobody ever touches it.

I got that helicopter. No factor. I'm

going to start turning left though.

>> 65

niner 7 Mike right down approved. Runway

26. Clear for takeoff. Caut.

[Music]

>> There's the traffic advisory. Right. We

were way ahead of that helicopter. I had

eyes on them from when we started

rolling. We get the traffic warning. We

already expect that it's going to come.

Right. We're ahead of the aircraft in

this example. But the point is where I

am not looking is at that uh center

control area where you have these fuel

cut off switches. This is not a place

that you're actually going to be looking

down as the pilot rotating the aircraft.

So it's very very easy for somebody

else. I mean, if there's a third person

in the cockpit to do it, didn't seem

like it was this was likely, but for a

second pilot to flip these switches,

lifting them over their guard brackets

and down and shutting both of these off.

Now, this is no longer speculation.

This is what the report is saying. The

the preliminary report is telling us

that there were no cast messages. At

least that they're telling us unless

that they're leaving out information

here that there was an engine failure or

a cast message or some kind of crew

alerting message, right? Cass stands for

crew alerting system. We don't have any

of that. What we actually have here is

we rotated 7 seconds later somebody

moved the fuel switches to cut off. And

then one of the pilots goes, "Why did

you do that?" and the other goes, I

didn't do it. To me, this doesn't look

good, especially since the report is

recommending no actions for Boeing or

GE, which is what we assumed when I

covered this 3 days ago. A lot of people

got mad at me, but I said it is a sign

that Boeing and GE have not come out

with a statement yet because if there

was a problem with the planes or the

engines, other aircraft would already be

getting updates or retrofits or changes.

This means Boeing and GE probably looked

and go. We'll let you guys uh reveal

this one, but that looks like it smells

a little fishy,

which is absolutely terrible for the

point of view that one person could

basically do this uh you know to an

aircraft. I mean, at this point, likely

maliciously. We still don't know. Maybe

for some reason, you know, these

switches just happen to fall uh to the

off position, which seems very unlikely,

but leave that as a possibility. It is

worth remembering the checklist, by the

way, for a dual engine failure on the

Boeing 787 Dreamliner is memory item.

One, fuel control switches both to cut

off then run. Number two, ram air

turbine switch push and hold. Maybe why

we got that ram air turbine deployed. We

did get these switches moved back to the

run position after all and we did end up

getting relight. Footage shows the

rammer turbine getting deployed. No

significant bird activity noticed.

Aircraft started to lose altitude before

crossing the airport. Here's the rat in

the extended positioning this or

position. This is not a surprise. We've

known this for a while. We've also seen

uh the rat providing uh hydraulic power.

We also see that the engine one fuel

cutff switch then transitioned from

cutoff to run at about 52 seconds. Now

52 seconds would be about 10 seconds

after the cutoff. So within 10 seconds

we get these moved back to 10. So uh or

or to run 10 seconds later the APU inlet

door began opening about 2 seconds later

consistent with the APU start logic. So

basically the APU turning on or or

initiating its procedure to enable air

intake and then also enable these

engines to start. Uh so we see the inlet

door opening uh and the start logic for

the APU auxiliary power unit begin to

operate. Uh, engine two fuel cut off

switch 4 seconds later moved from cut

off to run. Remember engine one was able

to stop the deceleration of the turbine

speed but engine two did not have enough

time. So the engines worked as

appropriately. They were turned off and

then when the main pilot flying realized

he turned them back on and they both

reit just fine. The FedEx automatically

managed the relight and the thrust

recovery sequence uh with ignition and

fuel introduction. So the engines did

function. This is where we talk about we

could not arrest the speed deceleration

for engine 2 inside the turbines. Then

about 10 seconds after we move these

switches is actually

uh 13 seconds. Here it is. 13 seconds

after we move the switches back to run

again, one of the pilots transmits

mayday, mayday, mayday, ATC inquired

about a call sign, did not get a

response,

uh, but then activated emergency

response, progress of the investigation,

the drone photos they took. So, blah

blah blah. This is essentially the

initial report. They talk about the

damage, where the damage is located, uh

the microphones that they're collecting,

the cockpit voice recorders, the time

frames for all of these uh sequences

that occurred, the weather, they called

weather not significant, they called

fuel not significant. Uh here were the

fuel uh switches which were moved back

into the run position. Uh, however, this

is very consistent with the leaked

reporting that we heard. Here's the APU

inlet door. This is very consistent with

the reporting that we heard that for

some reason these switches were moved to

the off position. And it's unclear why.

And based on this report, we can see

yes, for some reason

right here, without any kind of uh

warning or error or birth strike or

catastrophe, for some reason, somehow

the fuel switches transition to cut off.

And I hate to say it, but it is getting

glaringly more likely now that this was

indeed

a case of terrorism. And it is terrible

to think about this. And I I I feel so

terrible for all the people who lost

their lives in this. Uh and the problem

is like this isn't even one of those

times where we can look and say what can

we learn from this? You know, I mental

health. They were breathalyzed before

they started their shift. The report

says uh everything checked out. The crew

was deemed fit. And so what do we learn?

Well, somebody had a mental health

problem. We already know that many

people have mental health problems. This

is absolutely terrible.

So, it's very frustrating uh that

this is what we're left with. But there

you go. The AirIndia 171 preliminary

report. If you find yourself needing

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>> We'll we'll try a little advertising and

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>> Congratulations, man. You have done so

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you.

>> Kevin Pra there, financial analyst and

YouTuber. Meet Kevin. Always great to

get your take.