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  Logan

  This pioneering urban air mobility initiative in Sugar Land could eventually revolutionize international logistics by providing a blueprint for bypassing congested ground infrastructure, enabling faster last-mile air delivery for time-sensitive cross-border freight. For our international freight forwarding company https://ninnaholding.eu/ Ninna Holding International, this would be quite appropriate.

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  Ted Ralstonpositioj

  171 was perfectly normal up until time :42 or :43 when both Fuel switches were selected to Cutoff. All actions by engines, airplane, and RAT after tha time are caused soley by that 'cutoff' event. There were no failures anywhere in the numerous systems; all perfrmed as designed. There is no contribution by the numerous theories spilt all over the Iternet...there is no massive electrical failure, no APU battery fire, no engine failure, no TCMA involvement, no dragging brakes, no deeply-seated software glitches, no fuel switch failure, not pilot chair slipping backward pulling the throttels to idle. The CCTV, the Engines, the Airplane and RAT, and the IIAB Prelim Report all tell the same story. If we had access, we would find the FADEC data archives adding to that story. Note the way the IIAB report is cleverly written: bare-bone facfs that are not going to have to be changed, with a style the discusses only exceptions to the normal act of dispatch and takeoff, after settig the stage with the parameters of the flight. The purpose of the report is not to answer all of our questions or educate us, it is to outline the direction of their analysis. The myriad streaming data and CVR voice marks will be reserved for the final report. It is up to us, in the meantime, to fill in the gaps between the initiation of flight and what took place around :41 following normal training - the logical argument that with no remarks made or exceptoons noted in the report, the steps prior to :41 were normal. That tells us a lot in itself. It is worth noting that airplane operatiosn are highly structured, such that the logical argument abovd can be made with confidence. There is one note that must be made as it relates to mis-understanding on airspeeds after :41...airspeeds in the IIAB Report are given in IAS terms - Indicated airspeed, or the values calculagted by the Airspeed Module, which is a simple calculation based on the Pitot or Total Pressure in the airstream, and the Static or ambient pressure of the air mass. At high angles of attack such as at rotation, IAS reads falsely high as the airflow accelerates around the ovate nose, where the static sensors are located. The airplane air data module adjusts the reported IAS numbers by a compensaton term derived from the angle of attack indicators; the resulting Calibrated Airspeed (CAS) is presented to the crew and to the autopilot. Thus that apparently sudden acceleration from 155 at Vr to 180 at :42, just 7 seconds larger is in uncompensated AIS terms; the accompanying sudden 10-12 angle rotation occurring at that time would induce a heavy static pressure variation that needs to be accounted. It is apparent that the 180 IAS must be 162 CAS, or a -18 kt correction. The final report should give the CAS data as well - it is in the EAFR data stream. We know that it is 162 - because that is the planned V2 speed, which occurs at the end of rotation if the pilot rotates to the angle of pitch commanded by the pitch bars on PFD. We can check another way - the acceleration rate between two points we are given - 153 V1 and 155 VR - is 1 kt/sec. Extending this rate to the next 7 seconds to the :42 point quoted for the 180 kt - is 7 kt, or 155+7 = 162. It closes nicely. After the fuel chop at :42, all meaningful thrust would have ended 2 second later...it is not physically possible to gain more than 1-2 kt from the 162 point. And indeed the report confirms this, quoting in IAS terms. Furthermore, it is clear that the pilot flying (FO, as has been reported) was holding steady on the longitudinal pitch - or we would see relatively large swings in AIS, influenced as it is by angle of attack. A second confirmation of 162 CAS as the maximum speed reached is in the very purpose of holding to the target V2 - 162 in this case - to be at the airspeed for maximum climb performance if one engine were to fail. So what do we have, all taken together? By lack of flight crew remark, we have good dispatch data, good pushback, good engine start (eg the fuel switches were working just fine), good backtaxi, good takeoff clearance and roll. Critically, we had good 80kt 'system status check' which included takeoff acceleration, and good V1 or ;engine status check'. As per paragraph above, we had good rotation , hit the right speed, and pilot held steadyhand. Nowhere throughut any of the checkpoints up to rotation is there any remark about anything being out of order or off-normal. The first indicationis the digital position indication in the fuel switches going to Cutoff, and rigth after that the engines confirm that the DC side of the switches was in the Off position as well - as they began decelerating at an abnormal rate, 2 or 3 times the normal rollback rate cause by throttle. This extreme decel rate triggers the Engine Failure logic in the FADEC, a calculation based on abnormal simultaneous sudden decline in engine parameters. FADEC sets the ENG FAIL fault message on the data stream going to the to the airplane within 0.2 sec of the fuel chop. The engines have not technically failed -they are intact and functional, just have no fuel going into them. We know they are functional since they re-lit 10 seconds later when fuel and ignition were restored. The extreme deceleration caused by fuel-off at takeoff power looks to the FADEC sensors just like an engine failue, so the ENG FAIL message gets set. This is important - as no thrust occurs whether the engine has truly failed - so to the airplane, the effect is the same. At takeoff conditions, 2 @ ENG FAIL messages will trigger the airplane to deploy the RAT. This initiates within 0.5 second. Note that it is a FADEC signal that causes the airplane to deploy the RAT; FADEC (which is part of the engine) can not directly command any airplane action . So what we end up with is all within 1-2 seconds of :41.,, a) fuel off one engine; b) fuel off the other engine; ; c) extreme decelertion and drop in thrust; d) ENG FAIL signal from FADEC to airplane; e) RAT deployment initiated; e) APU start sequence initiated; pilot still holding V2 pitch attitude, even as airspeed starts dropping off. All in 2 seocnds. All factors were direct result of fuel switches set to Cutoff; no other faults were present. The restart attempt 6 and 10 seconds later proves that the DC buss was functioning correctly, as the fuel valves opened; proves also that the AC power (provided by RAT at this point) was in good shape, providihg AC to the engine ignitors. And this proves that FADECs were working properly, providing AC to the ignitors, scheduling compressor bleeds and VSV to enable the starts. Ther engine that had been allowed to decelerate an additioal 4 seconds was so far down in N2 by then, into the RPM range where Starter Assist was required - but starters require Ground Power, APU, or opposite engine generator power, none of which were available. The fuel switch position indications, now reporting Run positioj, proves that the Digital side of the switches was working; and proves that TCMA was not a factor - for 3 reasons. The switch positions properly indicated as just stated, which means that the fuel switches caused the fuel to flow; and TCMA if it had operated would require MX action to reset it; and the Weight on Wheels switches had moved during to Air, during rotation, which depowers TCMA. Whew! Long explanation. But critcal. It was just another day at hte office - everything just fine as in the 3000 accumuted takeoffs this crew had been party to; until someone pulled and reset the fuel switches. At that singular moment in time - the few seconds after rotation - then and only then, the well-calculated effect was fatal.

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  PriceIntelGuru

  The rise of AI-driven airfare pricing is reshaping the travel industry, offering airlines the ability to dynamically adjust fares based on real-time data. While this approach can enhance revenue optimization, it also raises concerns about fairness and transparency. As highlighted in discussions surrounding Delta Air Lines' implementation of AI pricing, there's a fine line between personalized pricing and potential exploitation of consumers' willingness to pay. Ensuring that these AI systems are designed with ethical considerations, transparency, and consumer protection in mind is crucial to maintain trust and equity in the marketplace.

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  Rayhan Ahmed

  PIA does not need the B777 300 but needs The B777X to increase it focus on a world Leading airline. Those 5 orders can be cancelled and changed to order for the 777X this would be only a fantasy then Reality . PIA’s declining health is the cowboys CEO’s that they have had for many years the worst one was the German man Who decided to lease A340 300 from Sri Lakan airlines this was act of stupidity And madness. Next the air chiefs from the PAF who after The German man damaged PIA by neglect And greed . PIA is now at its down fall near to ceasing Operations if the right management is not Selected for the job. Now look they have just taken out 2 B777 200 LR’s for heavy maintenance and ceased the route to Canada for 3 weeks . Now what’s wrong in operating the 777 300LR’s or 777 200 LRs to run the operation while the other 2 aircraft are in the hangers . What a circus !!!!!!

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  ClaudiaSunshine T

  Wow, incredibly amazing! Since St. Petersburg is still a popular retiree destination, will these be able to carry a passenger and their wheelchair?

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  S Mehta

  For someone who "has a decade of aviation experience" he's missed a lot. Please see the comments on his YouTube video and you'll know.

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  Erik Maxwell

  I have seen the Simulation video. The production is excellent, but it does not faithfully reproduce the tragic flight, as it yields different "data" from what is in the AAIB Preliminary Report. The latter must be taken as gospel until further information becomes available.

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  Ted Lund

  Good luck with 406SV. I worked the ground on that plane and it always broken.

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  Raja

  Turkish airlines operated by indigo code share agreements towards latvia, is it expires august 31st 2025

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  Mark Adams

  Evidently, AI-written articles aren't all that trustworthy because this article mentioned Ukrainian drones around St Petersburg, but it's not the St Petersburg in FL. Maybe the old-fashion way of a human actually writing a piece of literature, then another human proofreading it might prove valuable. Misinformation is rapidly on the rise.

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  MarketRR20

  Global Autonomous Aircraft Market - Redefining the Future of Flight The Global Autonomous Aircraft Market is entering a critical phase of transformation, driven by advances in automation, artificial intelligence (AI), and aviation technology. Autonomous aircraft, sometimes described as pilotless or self-directed systems, are designed to operate with minimal or no direct human control. The industry has gained attention from both military and commercial stakeholders due to its potential to revolutionize logistics, passenger transport, and defense operations. Rising concerns about airspace efficiency, safety, and cost reduction have accelerated the interest in these systems https://www.openpr.com/news/4154815/global-autonomous-aircraft-market-redefining-the-future

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  MarketResearchScope

  Global Autonomous Aircraft Market - Redefining the Future of Flight The Global Autonomous Aircraft Market is entering a critical phase of transformation, driven by advances in automation, artificial intelligence (AI), and aviation technology. Autonomous aircraft, sometimes described as pilotless or self-directed systems, are designed to operate with minimal or no direct human control. The industry has gained attention from both military and commercial stakeholders due to its potential to revolutionize logistics, passenger transport, and defense operations. Rising concerns about airspace efficiency, safety, and cost reduction have accelerated the interest in these systems https://www.openpr.com/news/4154815/global-autonomous-aircraft-market-redefining-the-future

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  PriceIntelGuru

  AI-driven dynamic pricing is definitely reshaping the travel industry. While it offers airlines like Delta more agility, it also highlights the importance of transparency and fairness. Tools like PriceIntelGuru can help travel businesses monitor competitor pricing in real time and make informed, strategic decisions—balancing innovation with consumer trust.

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  Will Fraser

  Miss the 57. Best snout in the biz, absolute hit rod.......

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  브르스

  테슬라의 머스크도 릴리움의 혁신적인 기술과 디자인을 유튜브에 칭찬 한적이 있었죠.

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  Michael

  Boeing IS a party in investigation team - as it always was, that airplane and engine manufacturers are, bcouse this is standard procedure. But yes, Mary Schiavo is a lawyer, not an aviation expert - even if she was in a high ranking position in Department of Transport and was succesful in her campaign to reduce fake spare parts in aviation etc. Hovewer, her claim that software glitch may be involved in Air India crash has some merit and should be investigated. Generally, this article is poorly written and it looks like it is AI generated. Am I some kind of expert? 30 years of experience on maintenance of aircraft, including big commercial jets, now instructor of aviation maintenance technicians aspiring to work on commercial passenger jets.

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  Peter Edmonds

  I feel that Boeing is too quick to blame pilot error when there is ample evidence of software faults. There is the case of the 2019 Japan Airlines engine rollback the same as the Air India incident where the engines cut out, luckily the plane was only on the ground. Personally I will not fly in any Boeing plane….. airbus is much better built.

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  Ernie Lee

  Forget the non electric manual fuel switches as its unprovable. Remember the Boeing Max

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  Fong sk

  There is also the incident of Japan Airlines JA804 FADEC induced engine shutdown in 2013

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  PG

  This woman is a lawyer, not an aviation expert. She attended law school, not aviation trained. Being a part of the department of transportation doesn't make her an expert. She suffers from expectation bias as well. Also, and most importantly, this is an AI generated article that falsely states Boeing is part of the investigation team. You can't trust any fake media or real media outlets that use AI.

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  @johnhbrandon

  The ANA report doesn’t say whether the FDC recorded switch movements from run to cutoff. The fuel control switches have two independent sets of contacts that have unique functions. One set of contacts commands the fuel control valves, the other set sends a position “signal” to the FDR to show what position the switches are in at any given time. In the AI 171 incident, there was a positive recording of the fuel control switches being physically moved from run to cutoff one second apart and not put back into the run/relight position for 10 seconds on engine 1 and 14 seconds for engine two. If there was a situation where both engines flamed out simultaneously, pilots are trained to move the fuel control switches to cutoff and back to run immediately, not 10 seconds later. Airbus uses an almost identical system to control the fuel valves to the engines. Introduced in 2011, the 787 doesn’t have any chronic issue involving the fuel control system. In fact, most Boeing and Airbus aircraft use the same logic.

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  re; The ANA incident

  The ANA incident was completely different. They were on final approach and did not need to restart the engines. Take off and landing are two completely different scenarios.

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  Wayne De Leeuw

  The larger question is when will AI threaten human life? It will also change the dependencies of what humans need. Our lives will be threatened because fewer and fewer jobs will be out there for humans to fill. We are quickly becoming a machine centric world. The machines do standard and mundane functions that humans are accustomed to performing. I would say the first instance of this many years ago was the automated teller machines at banks (ATMs). That resulted in less tellers working at banks. This is quickly effecting many businesses with self checkout machines.

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  Ravi Krishnan A K

  Information about inadvertent dual engine fuel cutoff on All Nippon Airways Boeing 787-8 is available in 'The Aviation Herald' article dated 17 January 2019 available here: https://avherald.com/h?article=4c2fe53a

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  John R

  Correction needed: there was 1 survivor on board AI-171. Many commentators are getting this fact wrong, which makes me wonder about the accuracy of what else these folk are claiming. In short, the Preliminary Report does claim that the fuel cut off switches "transitioned". But the evidence they have for this claim has not been reported. Unless the investigators release further information, it is possible - even likely - that the physical switches didn't move at all. Why do I suggest this? At rotate, we know the fuel cutoff switches were at "run". If the report is to believed, we also know that 40 seconds later, the switches were at "run". There is then a possibility that the duel engine shut down was initiated by a software or micro switch malfunction. Seeing the engines go to cutoff, there would have been multiple cockpit warnings going off, and in such a scenario, the memory check list would be for the pilots to flip the switches to cutoff (if indeed there were at cutoff) and then immediately switch them to "run". All we actually DO know for sure is that the preliminary report, for reasons yet unknown, has added much to confusion and speculation. It doesn't even directly quote the pilots' words. Further official comment needs to be made - and soon - if Air India wants to ever properly recover from this aviation disaster.

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  Mike G

  The engine shutdown on the 2019 ANA flight occurred shortly AFTER the plane landed when the thrust reversers were deployed too soon. Boeing had warned of this possibility.

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  Michael T Scott, Veteran Pilot/Capt since '73

  There are far too many variables that include FADEC malfunction, RAT early deployment, switch integrity vs cascading levels of circuits, Boeing, Air India and the Airlines Industry taking a huge loss over downed equipment and refitted Computer systems. This investigation will likely take several years before its completed and proper safety measures are taken. In the meanwhile the crew should be left blameless.

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  shahadut

  Hi, This tragedy underscores how vital it is to address recurring technical issues and ensure pilots are fully trained to manage complex system failures. If early warnings were missed or insufficiently resolved, accountability is essential. Let’s hope the investigation leads to systemic improvements—not just for Air India, but across the aviation industry. https://insuredirect.com/general-liability-insurance/

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  Joanne Moreno

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  787Pilot

  I don't find detail of the incident (Mary Schiavo cites). Can anyone point out to actual incident detail (All Nippon airline 2019).

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  Ben

  "the system’s premature fuel cutoff forced the plane to glide heavily to the runway. Fortunately, the incident occurred during landing rather than takeoff, preventing a crash." That statement is incorrect. The aircraft had already landed when the engines cut off.

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