AI171 Tragedy: Aviation expert and Wing Commander Sharath Panicker has strongly dismissed claims of pilot error in the recent Air India crash, calling the official AAIB report deeply flawed. He points out missing pilot signatures, the absence of any pilot in the investigative team, and major procedural gaps. The controversy has sparked demands for transparency and a reinvestigation, with concerns growing over potential bias and foreign media misrepresentation.
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NewsTranscript
00:00In these investigations, there are the Annex 13 of the International Civil Aviation
00:07Organization's charter has to be implemented. They have to be teams, they have to be experts.
00:13So they have a contention that no pilot was in the team. In fact, there should be a pilot
00:19and a pilot who is conversant with Boeing 787 aircraft. I think they have a point to make.
00:27I think they should include a pilot in the investigation.
00:34The third thing, they said that there are no signatures.
00:37So the thing is right, they should have to be a signature. They should have to release it.
00:42So they should have to add this signature. Otherwise, the authenticity of it is a little bit less.
00:47The preliminary report can differ from the final report.
00:53The final report and preliminary report is one of their findings.
00:56The final report is with the national emblem from the Ministry of Civil Aviation.
01:05They say it is not signed. That is correct. They are making a right point. They should have been signed.
01:10But I don't think it was, I mean, the report is okay. The other is that, you know, in these investigations, there are the annex 13 of the International Civil Aviation Organization's charter has to be implemented.
01:27They have to be teams. They have to be experts. So they have a contention that no pilot was in the team.
01:34In fact, the pilot, there should be a pilot and a pilot who is conversant with Boeing 787 aircraft should be there.
01:44If they can't find a pilot with that experience, they should have had a 737 at least or some other, but there was none.
01:51So that they have pointed out. I think they have a point to make. I think they should include a pilot in the investigation.
02:03Sir, the airline pilot station of India also says that there is a lack of transparency and investigation continues to be shrouded in secrecy and remaining credibility and public trust. There is a question of transparency.
02:17No, I don't think there is a lack of transparency in this because everybody is there. But as they have said, even the preliminary report could be signed.
02:29So everybody signs. There are representatives of everybody there. So what they are saying is that they are likely to put pilot error as the cause.
02:41And both the, since unfortunately both the pilots are dead, that's the easiest way of, you know, but I don't take that thing as a thing.
02:48I think the report will have to take into account everything, including the Boeing Directive of December 2018, which talks about the switches.
02:59And so it's, and they have not come out. I, at least I have not seen on the digital recorders yet what all it has said.
03:08Because the digital recorders will determine many more things about the switches, when was it switched off and all that.
03:14Sir, the airline pilot association of India has reached three points. First, the report suggests it could be biased towards spiral terror.
03:23Second, how the report can be leaked to media itself secrecy has to be maintained.
03:30The third portion is about the qualified experience assessment, especially line pilots are still not being included in the investigation team.
03:38How you see the, all of three points has been raised by the situation.
03:42No, see that one point is that there is a bias. Now, I can't, I mean, that is their opinion. I have no reason to see there was a bias.
03:50The, what is the other thing?
03:54Sir, how the report can be leaked to media?
03:57No, I don't think it's been leaked. It has been given to the media. They had said they will give, preliminary reports are not always given to the media.
04:05But they have decided to give it to the media. So, it has been given to media in other some cases. So, I think that side is a decision of the team and of the preliminary investigation team.
04:21So, to that extent, it's good they have released it to the media.
04:26Sir, the association clearly said that we categorically reject this presumption or insist on a fair fact based inquiry.
04:36Oh, but that's a presumption they are saying that fair fact based inquiry, but it all depends on, you know, they have made a point that there was no pilot or senior pilot or pilot conversant with the 787 Dreamliner.
04:51And I think that's a fair point they have raised. The rest have all their opinions. So, I can't, you know, either say yes or no to their opinion. Their opinion is their opinion.
05:00Sir, you are the one of the Indian most civilisation experts in our country. How you see this report? Is it a trustworthy report? Does this report or we have to wait for the final report?
05:10Of course, you have to wait for the final report. We have to wait for the final report. This is just a preliminary report which is required to be given within 30 days.
05:19Whether it should be made public or not made public is a discretion of the government. And it has been released in some cases. It has not been released in many cases in worldwide.
05:31So, I think to that extent, releasing of a report is not something which has gone wrong. And the report, the final report may not be the same as the preliminary report on the same ground.
05:46There can be new things coming up. There can be a change in the report. So, let us not say that this report is leading to something. Not necessary. Yes. And the pilot not being on the teams, I agree with their contention.
06:05The report is a report of the airline pilot association of India. This report said, in India, they have asked the question.
06:12The four questions raised on them. They said, the direction of the investigation is the pilot's direction. They are called the pilot's direction.
06:20The pilot's direction is the pilot's direction. They are called the pilot's direction. And the other one said, they reject the reports.
06:27The last few questions, I would like to ask you a question about the 787 and Dream Diner.
06:53ڈسکریشن گورنٹ کا ہے
06:57ڈسکریشن گورنٹ کا ہے پریلمری ریپورٹ ہر وقت ریلیز نہیں ہوتی ہے
07:00اور
07:01اس بار اگر اور کانٹریز میں بھی
07:03ریلیز ہو چکی ہے
07:04کوئی اس میں
07:06انٹرنیشن سیولی ویشن آگنیزیشن کا بھی ڈیریکٹیب نہیں ہے
07:10اس میں اخالی ہے کہ
07:11ایک مہینے میں ایک پریلمری ریپورٹ آنی چاہیے
07:13تو یہ جو
07:15پبلک کو ریلیز کیے یہ ایک ڈسکریشن ہے
07:17اس میں کوئی ٹپنی نہیں ہو سکتی
07:20The third thing is that the signature doesn't have a signature.
07:23So, the thing is that the signature should be done.
07:25The signature should be released.
07:28So, the signature should be released.
07:30Otherwise, the authenticity of this is the same thing.
07:33So, this is the same thing.
07:35The symbol of the government is also the same thing.
07:38But, the original report is released.
07:41If it is signed, it's good.
07:45It's good.
07:46It's good.
07:47This is the initial report.
07:50It's controversial.
07:52There are objections.
07:54There are senior aviation experts in our country.
07:56What are you seeing?
07:58The preliminary report can differ from the final report.
08:04The preliminary report can be given by its findings.
08:08It's 30 days.
08:10This is the annex 13.
08:12It's an accident investigation.
08:14It's the international civil aviation organization, which they read.
08:19So, India follows us.
08:22India is a member of the India.
08:23India is a member of the India.
08:25India, all countries are a member of all all of them.
08:26India is a member of all other countries.
08:27So, this is the release report.
08:28The second report of India, when it comes to your apparent report.
08:30The final report is the chance to be released.
08:31has been released and the final report has been released. In the final report, if there are new
08:41things and other things, they can also change the report. Final report, the
08:46report is not that after that, it will not come to the final report. It is not
08:51that the pilot association of India has rejected this report. It is an error.
08:57This is their opinion, but one thing they must say is that there is no pilot in this
09:03type of team. They should not be able to do it. They should also be qualified
09:09for 787. If the pilot has been released from Boeing 787, the aircraft crash
09:15has been released.
09:17Anything you want?
09:18Yes.
09:19You have to do it, you don't have to do it. We do it. You don't have to do it.
09:24It has to do it. That has to do it. It is wrong. It is wrong. It is wrong.
09:27It is a pilot. There are teams that need to be a medical team. We do it.
09:32Weather is a tiny problem. We do it. But we do it.
09:36It is a team of members. We should all go to a airport, aero-drome
09:44should be. And those who have different channels, engineers, all
09:48should be. They should go to their own location and see. So if there is a
09:56pilot that's fine. Trustworthy and opinions. I would say that it's
10:03trustworthy or not. I don't know if I can't do anything. But this is
10:10that preliminary report came out and the basic thing came out
10:15that it was switched to the switch. So, this is now
10:18until it came out. And preliminary report and final report
10:22there is no difference between new things. So, the release
10:29is good for me. The public knows. The pilot association has
10:35seen what they say. They have their opinion. But it's one thing
10:39that I believe that they should be a pilot. And it's their opinion.
10:44I'm not giving any of my own opinion.
10:46So, my question or what lends itself to ambiguity is, it is
10:52extremely unlikely that any of the pilots would have done
10:55this. Extremely unlikely. Theoretically, the Aircraft Accident
11:00Investigation Bureau should be having access to that and they
11:04should have been able to tell us very clearly as to what was
11:07the actual position of the switches in the cockpit at the
11:11time at which this transition has taken place. So, I was
11:15sitting in Vienna when this particular accident had
11:17happened. My first thought was disbelief. What could have
11:22happened immediately after takeoff which has resulted in a
11:27complete loss of thrust? The preliminary report has already
11:31come out yesterday from the Aircraft Accident Investigation Bureau.
11:37And it's a 15-page report. It's fairly elaborate. But it is still a
11:42preliminary report. What, in my mind, the few points that I have is
11:49that, one, it is a bit ambiguous. The language which is used seems to be a
11:56little ambiguous as to what actually happened during the final stages of the
12:03aircraft after it got airborne till the time that it impacted upon the ground.
12:08The language which is lending itself to ambiguity is a statement made about the
12:14fuel control switches. Now, I am a Dreamliner pilot. I have flown the Dreamliner for 10 years.
12:21I have more than 4,700 odd hours in command on the Dreamliner. So, I am familiar with the
12:28machine. I am familiar with the environment. The fuel control switch is the area of concern
12:37at this point in time as per the report. What the report says is that the fuel control
12:44switches have transitioned from run to cutoff. Now, whether this means that the physical movement
12:54of these fuel control switches has taken place or not is not clear at all. The enhanced and advanced
13:03flight data recorder would tell the position of all the switches in the cockpit. So, theoretically,
13:10the aircraft accident investigation bureau should be having access to that and they should have been
13:15able to tell us very clearly as to what was the actual position of the switches in the cockpit at
13:22the time at which this transition has taken place. As far as I am concerned, the pilots would have
13:32nothing to do with the fuel control switches during the takeoff. The only time at which the fuel control
13:39switches come into play is if, for example, there is an engine failure at or after V1 or at any stage
13:49immediately after takeoff which results or an engine fire of a single engine which results in the actions
14:00that would be involving the fuel control switch. These actions would only take place at a safe height of at
14:08least 400 feet once the aircraft is stabilized and the autopilot is on. So, these memory items would
14:17involve in what we call securing the engine which, in this case, let's take the case of engine failure,
14:26would involve putting the autothrottle arm switch off, identifying the correct thrust lever,
14:33confirming it from the other pilot, then bringing the thrust lever from its takeoff position to idle position,
14:41and then subsequently putting your hand on the fuel control switch, identifying it, confirming it with the
14:50other pilot before putting it from run to cutoff. It's a very deliberate action, it's a very slow action.
14:57And the final action would be to pull the fire switch. So, all these actions would take place only at or after a minimum safe
15:06altitude of 400 feet, certainly not immediately after takeoff. So, my question or what lends itself to
15:15ambiguity is, it is extremely unlikely that any of the pilots would have done this. Extremely unlikely.
15:23And that too, you're not talking about one switch, you're talking about both switches. And as per the report,
15:28both these switches have transitioned from run to cutoff within a period of one second.
15:34Now, even if you look at it from a pilot's perspective, if I have to put off a fuel control switch,
15:42I'm just saying normally, even if I do it at maximum speed, from a takeoff position, I will have to
15:49first look down, find out where that switch is, put my hand on that switch, lift it up because it's a
15:57spring-loaded switch, pick it up, move it to cutoff and there afterwards release it.
16:04There afterwards, I will have to follow the same procedure on the other fuel control switch,
16:11in which I have to identify it, pick it up, release the spring-loaded catch, move it to the cutoff
16:17position and then release it again. This entire process certainly cannot be done within a second.
16:22So my thinking is, perhaps you have to look at other aspects as to why this fuel control
16:31switches have transitioned into a cutoff position. Now, whenever the fuel control switch is put to run,
16:38which it is done when we first start the engine on the pushback, this fuel control switch is not
16:44touched at all until you switch off at the end of the flight. But whenever it is put from idle to run,
16:53or sorry, from cutoff to run, there are certain microswitches within the whole system itself,
17:00which makes contacts, which control different things. Different signals are sent to the software,
17:05to the FADEC, to the systems which open up the fuel control valves of the engine, of this power
17:14fuel control valve, that means the valve which controls the fuel from your fuel tank to that
17:19particular engine. There are all different microswitches that are there, which make contact
17:23when you move the fuel control switch from cutoff to on. Maybe these would have to be investigated in
17:30greater detail. I'm sure that the Aircraft Accident Investigation Bureau has all the necessary
17:35expertise. They have access to all the experts, the domain experts, the original equipment manufacturers.
17:41I'm sure they'll be able to find out exactly what went wrong. As far as I'm concerned, I think it is
17:46extremely, extremely remote that anyone during a process of takeoff takes his attention off the takeoff,
17:54looks down, finds the switch, puts it off, and then finds the other switch, again puts it off,
18:00and all within a period of one second. In my opinion, extremely unlikely.
18:04Also, the Pilot Association is raising the question on the FAME. They are also saying that,
18:14it is also being said that the report has been leaked without authorization. What would you like to say?
18:19I have no comment on that because I am not aware of what is the procedure by which these reports are
18:27leaked, whether it's deliberate, whether it's not deliberate. As I understand, this report has been
18:31put up by the AIIB within the stipulated period of time of 30 days, and I think they've done that.
18:37Whether a preliminary report, somebody else had access, I would not be able to comment on that.
18:42And on Boeing, what's your reaction on the overall situation? What happened?
18:52My initial thinking is that since, for example, when this particular accident happened,
18:57I was sitting in Vienna. I had just taken off from Delhi to Vienna the previous day,
19:03and I was waiting in Vienna for the Dreamrunner flight from Delhi to Vienna to come,
19:07and then we would have taken that flight from Vienna to Washington. So, I was sitting in Vienna when
19:12this particular accident had happened. My first thought was disbelief. What could have happened
19:19immediately after takeoff, which has resulted in a complete loss of thrust? Please do remember that
19:25time, nobody knew what had happened. So, there were different speculations going on. There were different
19:30theories going on. Somebody talked about flaps. Somebody talked about this. Somebody talked about that.
19:35Somebody said instead of retracting the gear, he raised the flaps. And all sorts of wild speculations
19:40were going on. My thinking is that if the preliminary report had shown something alarming or something
19:49dangerous, both the Accident Investigation Board Bureau of India, the DGCA, again in consultation with Boeing and
19:59the FAA of the U.S. would have stopped all Dreamliner flights, or stopped the combination of Dreamliner flights,
20:05or stopped the combination of Dreamliner flights with this particular brand of engine, which is the GE engine.
20:10As you are aware, there are different engine manufacturers, GE, Trent, Rolls-Royce, etc.
20:15The fact that they didn't to us at that point in time, one month before, that is when the accident happened, indicated that maybe it's nothing to do with,
20:25it's nothing that is alarming or nothing that is dangerous enough for the regulatory authority to step in and say that it is dangerous to fly, stop flying.
20:37So, coming back to your question about what has possibly happened. Now, Boeing is the original equipment
20:46manufacturer of the Boeing 787. This aircraft is widely in service all across the world with many airlines.
20:54I have flown this aircraft for 10 years. I have found no problem with it.
20:59This aircraft has logged more than, I would say, about 4 million flying hours across the world in its
21:0513, 14 odd years since the time it's been introduced. It's a very advanced aircraft. It's the most advanced aircraft that Boeing has in its fleet.
21:13And I'm sure that they have the expertise and they have the knowledge, they have the capability of knowing what is wrong
21:22with their equipment or what are the glitches in the equipment. If you put your mind back onto early days,
21:28there were certain teething problems that the Dreamliner had, primarily to deal with its lithium-ion batteries about overheating.
21:34But that was the initial glitches. It got sorted out. And it's been running without any problems for a fairly long period of time.
21:41So I do not think that there is anything dramatic which would have caused either the regulator here in India or the regulator in the US or Boeing or the
21:55engine manufacturer to be alarmed and stop flying. So it's up to the authorities to investigate
22:03what are the reasons why it's happened. My input to this would be that the flight data recorder
22:11has the position of all the switches in the cockpit. What is the position? Is it in run? Is it in cutoff?
22:18All this data is available from the DFDR. Enhanced airborne flight data recorder.
22:26So all that they have to check to my mind is to say that at the point in time at which
22:33this fuel control switch has transitioned from run to cutoff, what was the physical position?
22:41So I hope you enjoyed this.
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