CCTV screenshot of RAT Deployment on Air India 171 on June 12, 2025 | Image: Preliminary Report of India’s Aircraft Accident Investigation Bureau

Three seconds after liftoff, both Fuel Control Switches ‘transition from RUN to Cutoff’ after the aircraft reached maximum speed of 180 knots. ‘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,’ according to the Preliminary Report of India’s Aircraft Accident Investigation Bureau on the accident involving Air India’s Boeing 787-8 aircraft bearing registration VT-ANB at Ahmedabad on June 12, 2025. These are the Timeline and Notes compiled from the Report, published late on Friday.

08:08:39: Liftoff
08:08:42: Both Fuel Control Switches ‘transition from RUN to Cutoff’ after the aircraft reached maximum speed of 180 knots

‘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.’

08:08:47: Ram Air Turbine (RAT) deployed hydraulic pump began supplying hydraulic power

08:08:52: ‘Engine 1 fuel cutoff switch transitioned from CUTOFF to RUN’
08:08:54: ‘APU Inlet Door began opening’ ‘consistent with the APU Auto Start logic’
08:08:56: ‘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.’

‘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.’

08:09:05: ‘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.’

08:09:11: ‘The EAFR recording stopped’

Time Elapsed: 32 seconds

08:14:44: ‘Crash Fire Tender left the airport premises for Rescue and firefighting. They were joined by Fire and Rescue services of Local Administration.’

Note

‘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. 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.’

‘Very limited amount of fuel samples could be retrieved from the APU filter and Refuel/Jettison valve of left wing. The testing of these samples will be done at a suitable facility capable of carrying out the test with the limited available quantity.’

‘At this stage of investigation, there are no recommended actions to B787-8 and/or GE GEnx-1B engine operators and manufacturers.’