Fuel switch found in ‘run’ position: AI 171 in pictures after accident; Does the debris show? Bharat News
New Delhi: On June 12, the accident of Air India Flight AI 171 has been withdrawn from Ahmedabad three seconds after the takeoff and withdrawn in an unexplained fuel cutoff for both engines, the aircraft accident bureau (AAIB) has revealed in its preliminary report. The report released on Saturday involves a wide timeline of the last moments of the London-bound Dreamliner, supported by important images, which show damage to the impact trail, debris and major aircraft components.The images included in the report capture the dramatic dynasty of Boeing 787 as it collides with Treatops, a consumed chimney, and then collided with the Bij Medical College Hostel Building, just 1.6 km from the runway. Aircraft, weighing 213.4 tonnes-its maximum takeoff weight-Never received sufficient height after the lift-off.The report stated, “The aircraft acquired a maximum recorded aircraft of 180 knots … and soon after, the engine 1 and engine 2 fuel cutoff switch was infected a after the other with a second interval of a second time in the cutoff position,” the report said. This made both engine fan rotation speed (N1 and N2) minimal inactive, deploying Ram Air Turbine (RAT) captured in CCTV footage of the airport.
The pilots called the “May Day May Din” crisis after 26 seconds after the lift-off. In the cockpit recording, a pilot revealed that the other asked why the engine was closed, with the second reply, “he did not do so.”
Images from the crash site provide further insights:
This image shows the initial effect area as the aircraft landed rapidly after takeoff. Dreamliner first contacted a group of trees and a consumed chimney located inside the Army Medical Corps Complex, indicating its dangerously low height. (Image Credit: Preliminary Report AAIB)
Aircraft attitude at the time of impact with the building
From the point of first contact with trees where the aircraft manufactures the northeast wall of A, the measured distance was 293 feet. It throws light on a short deadline and minimum height which was before the aircraft effect. (Image Credit: Preliminary Report AAIB)
The inboard parts of the right wing were found in the buildings A&B and areas around the buildings.
Here is the correct engine contingent captured. After skimming across the roof of the building A, the right engine hit the structure of a concrete water tank, separated from the main body of the aircraft, and eventually came to rest under the tank, which was facing about 226 degrees near the south -west wall of the building. Derables from the inboard sections of the right wing were also found to be scattered in buildings A and B and adjacent surroundings, reflecting strength and fragmentation in influence.
The right engine was separated after killing a concrete water tank on the roof, resting near the south -west wall of the building. Some parts of the right wing were scattered in buildings A and B.
The left engine separated from the airplane and hit the north corner of the building D at the ground level, where it remained and almost the right engine was almost vertical for comfort position, almost on the heading. 326 degrees. (Image Credit: Preliminary Report AAIB)
The image document flap handle assembly, burnt but fixed in normal takeoff settings, and the landing gear lever is still in “down” position.
Nasal Landing Gear (NLG) (Fig. 9) The starting point of contact with Building A was found on the ground in the south -west of the south -west (Image Credit: Preliminary Report AAIB)
Flap handle closed in normal takeoff position; Landing gear found in ‘Down’ setting
The Landing Gear Lever was found in the “Down” position (Figure 12), suggesting that it was not withdrawn until the emergency time was not disclosed when the emergency was not disclosed. These findings were also confirmed by data from the Enhanced Airborne Flight Recorder (EAFR). (Image Credit: Preliminary Report AAIB)
Flap handle assembly (Fig.11) maintained significant thermal damage. The handle was found to be firmly seated in a 5-degree flap position, which was in line with a normal takeoff flap setting.
This image is a document of the position of the flap handle assembly (Figure 11), which caused significant thermal damage due to the post-cross fire. Despite the damage, the handle was firmly set in the 5-degree position, corresponding to a general takeoff configuration. (Image Credit: Preliminary Report AAIB)
There is no evidence of bird activity in the surrounding area, deployment of rats after lift-off.
The image is from the CCTV footage of the airport, which captures the Ram Air Turbine (RAT) posted during the initial climb – a few seconds after the lift. The mouse’s finance engine indicates a serious loss of power, as it is only active when both engines fall down at a passive speed and the aircraft requires emergency hydraulic and electrical power. CCTV footage confirmed that no significant bird activity was present in the surrounding area, with a bird strike. The EAFR data also verified that the N2 values of both the engine became inactive, triggering the rat’s hydraulic pump to start a power supply at 08:08:47 UTC.
Flight data preserved: EAFR operated by backup system even after crash
Thrust Lever Quadrunt maintained significant thermal damage. Both the thrust liver was found near the backward (passive) situation. However, EAFR data showed that the thrust remained further (takeoff thrust) until the liver effect. Both fuel control switches were found in “run” positions. (Fig.13) The reverse liver was bent, but the “stove” was in position. The wiring from the to/GA switch and autothrottle disconnect switch was visible, but heavy damaged. (Image Credit: Preliminary Report AAIB)
Despite efforts to restore fuel supply (engine 1 and 2 fuel switches back to walk within 14 seconds), it was too late. The aircraft crashed at 1:39:11 pm (IST), which was just 32 seconds after becoming aerial.While the exact reason behind the fuel cutoff is under the scope of investigation, the report in similar aircraft has noticed the 2018 FAA Bulletin warning of possible disintegration of fuel control switch locking facility. However, Air India did not conduct inspection as the advisor was non-individual.Air India responded to the report, stating: “We mourn the loss and are fully committed to providing assistance during this difficult time. We accept the receipt of the initial report … and continue to cooperate fully with AAIB and other officials.”The final investigation is on and may determine whether mechanical failure, human error, or design weaknesses brought the sudden infection of the switch from “run” to “cutoff”.
APU Air Inlet Door (Image 10), which was intact, was found open. Flacked and constant thermal damage as it traveled with north -western faces of buildings, with D, E, and F with the most debris with the most debris, it was seen in the south -west of the south -west that from the starting point of contact with Building A (Image Credit: Preliminary Report AAIB)
The vertical stabilizer (Fig. 5) separated from the backward torsion and came to the south of the starting point of the Building A approximately 200 feet south. The RH main landing gear (MLG) of the tail section and aircraft was found embedded in the north -east wall of the building, while the rest of the airplanes continued its further speed. (Image Credit: Preliminary Report AAIB)
