If it was deliberate, then it's really a horrible loss for the families.
Air India Ahmedabad-London flight crash
- Thread starter Ashwin
- Start date
Look like a suicide.....need to look out for terrorist angle as well.... sad
I had just made a post earlier about social media jumping to conclusions. Little did I realize folks on this forum of supposedly Indian strategic thinkers giving in so quickly to anti-India psyops.
Have you questioned whether this narrative might be fueled by forces designed to protect Boeing and humiliate India? How about giving the benefit of doubt to pilots with thousands of hours of flying experience until you have been shown conclusive evidence?
Saddening isn't it? People have taken a preliminary report and pronounced the verdict based on what the BBC reported or XYZ printed in their opinion columns. Then people wonder why the Indians loose narrative warfares. The lack of rational thinking in distress and inability to anchor yourself in the present ie. treating a 30 day report as such.
The CVR transcript very clearly indicated inadvertant movement of switches. Both pilots were completely shocked to see the switches in cutoff psition and thats why the question, why did u cutoff and the other replied no I did not.
Normally if any pilots makes any hand movement or leg movement in the cockpit, the other pilots is always able to see it thru his peripheral vision. so it is next to impossible that anyone of them had moved the hands to put the switches to cut off position and not being noticed by the other pilot.
The question by one them shows that none detected any such thing. Plus the gear remained down thruout, which shows that the engines started winding down just after lift off and pilots got distracted by that and started fault rectification rather than raise the gear. This means that may be the rotation caused the switches to go to cut off position. In A-320, these switches are on central console floor but in Boeing they are placed below the throttle quadrant in vertical plane.
IMHO, it seems these switches came out of the detente during T/O run and as the aircraft rotated for take off they slipped to cutoff position.
Normally if any pilots makes any hand movement or leg movement in the cockpit, the other pilots is always able to see it thru his peripheral vision. so it is next to impossible that anyone of them had moved the hands to put the switches to cut off position and not being noticed by the other pilot.
The question by one them shows that none detected any such thing. Plus the gear remained down thruout, which shows that the engines started winding down just after lift off and pilots got distracted by that and started fault rectification rather than raise the gear. This means that may be the rotation caused the switches to go to cut off position. In A-320, these switches are on central console floor but in Boeing they are placed below the throttle quadrant in vertical plane.
IMHO, it seems these switches came out of the detente during T/O run and as the aircraft rotated for take off they slipped to cutoff position.
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Many of us are mentally weak when confronted with failure or news of potential failure/negativity. Unrelated but you can see it in how our cricket team collapses like house of cards when they get few outs in the beginning.
Same way first hint of bad news we buckle, don't care whether it's true or not, whether it's feasible or not. But ig such an attitude is a symptom of living in a poor dog eat dog third world country.
Including the gear lever, a lot of switches in many jet models by different makers are in vertical plane, or angled, hanging, aided by gravity -
- near throttle
- in the MFD plane
- overhead panel
Hence, from design PoV such switches are made spring loaded, mostly pull then transition, with considerable multi-finger effort needed.
It is possible that spring can crack/break & hence again from design PoV it has to be made strong + detection/indication + shelf life decided.
Ultimately pilots would switch the fuel switch back ON.
So if switch/spring broke then again switch can fall down to CUTOFF, then how the recovered throttle console shows fuel switch in ON position?
The hard simulators of B-737 have been available to public since 15 years now in malls, airports.
Since few days, after this fuel switch threory started circulating,
some pilots & engineers started favoring Boeing, blaming pilots,
but some are also saying that switch HARD error cannot happen, but it could be S/w glitch &/or air data sensor malfunction.
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Indeed, this whole fixation on playing the enemy's game with the number of Rafales lost reeks of mental weakness and is utterly embarrassing.
And this is precisely why India most urgently needs to fund a department to handle disinformation campaigns both locally and abroad instead of fancy new Rafales. The enemies have ganged up and have been conducting psychological warfare and brand damage abroad for a long time, and they are getting increasing sophisticated at it.
Why does India continually punch far below her weight?
"Supreme excellence consists in breaking the enemy's resistance without fighting" - Sun Tzu
There are plenty of poor countries, some even poorer than us, in Asia. However, inspite being poor they do not fall for certain things as readily as a decent chunk of Indians online. I do not talk of X, it is often filled with bots or pseudo accounts run out of less friendly or hostile nations. Also, you need to take into consideration the amount of cyberattacks and SM propaganda being done against India. This particular aspect needs to be taken into consideration (it is quite overwhelming). In addition to all of this, there are mouth pieces present within the society that actively propagate hostile talking points. So, I understand why the situation happens to be like it is at present.
Some are debating that it is not possible since it is mechanically locked, you need to pull it and then transition it to cutt off or run position, did this mode have that mechanism?
Runway condition should be checked in case of any bumps or jerk, or in case the aircraft experienced a jerk during T/O when the nose went up.
India being democratic country divided by political ethnic and religious lines is not good at consolidating resources and people quickly to achieving specific aims. This makes us punch below our weight. But that's changing.
Point is??? That Boeing plane was 12 years old. Remains to be seen if it was a defect or pilot error. There being an inherent Boeing flaw makes it look baffling as this was not eome brand new plane.
Preliminary Crash report key points -
> Entire nation waiting for report in working day hours, but Report released in after-work hours IST after midnight.
> Data from forward EAFR downloaded on 24th June 2025.
49 hours of flight data spanning 6 flights including crash flight.
> Rear EAFR significantly damaged. Data couldn't be downloaded by conventional means. >>>>> No info if unconventional means tried or not.
> Earlier an error message 'STAB POS XDCR' or "Stabilizer position transducer" was about the sensor sending data about stabilizer to FMC, which was troubleshooted.
> T/o weight was 213,401 Kgs loaded Vs 218,183 Kgs allowed. >>>>> More weight adds to more loss in altitude. But i guess this is done till allowed limit by all airlines.
> No pilot names or captain/FO mentioned for conversation from CVR. >>>>> WHY????
Only 1 line mentioned about one asking other why he cutoff fuel & other saying he did not. >>>>> Why not full conversation from T/o roll till crash????
> A/c departed from bay-34 at 7:48:38 UTC/GMT, started rolling for t/o at 8:07:37 UTC/GMT, so 19 mins from bay to t/o roll.
> MLG was seen tipped forward (happens when gear lever put up) but gear lever found in down position!!!! >>>>> Perhaps it moved down due to crash impact.
> Thrust levers found at idle but EAFR data says they remained forward till impact. >>>>> Again, perhaps they moved back due to crash impact.
> Fuel switches were found in RUN position (as expected for relight).
> The SAIB in 2018 to inspect the fuel switches & take suitable action. >>>>> Was this done for AI-171??
> N2 spool RPM passed below idle before restart attempt. >>>>> here an engineer or 787 pilot needs to comment if the fuel switches can be switched back on immediately within say 5 seconds after checking fire.
> RAT deployed as expected, captured by another CCTV from left side, >>>>> WHY not shared to media earlier???????? For TRP of all media channels???????
> Engine 1 (left) recovered in 1 attempt, altough late. Engine 2 (right) 1st attempt recovery failed.
> Fuel samples testing from fuelling bowsers & tanks showed no contamination.
> Fuel samples from APU filter, refuel/jettison valve ofleft wing yet to be tested.
> Timeline -
8:8:39 UTC/GMT / 1:38:39 pm IST - take-off, left runway.
8:8:42 UTC/GMT / 1:38:42 pm IST - speed 333 Kph, fuel cut off to both engines in 1 second interval.
8:8:47 UTC/GMT / 1:38:47 pm IST - Both N2 spool RPM went below Idle; RAT hydraulic pump started supporting flight controls.
8:8:52 UTC/GMT / 1:38:52 pm IST - engine 1 switched back on, worked.
8:8:54 UTC/GMT / 1:38:54 pm IST - APU auto start began, inlet door opened.
8:8:56 UTC/GMT / 1:38:56 pm IST - engine 2 switched back on, but didn't work.
8:9:05 UTC/GMT / 1:39:05 pm IST - Mayday call.
8:9:11 UTC/GMT / 1:39:11 pm IST - flight recorder stopped (crash).
8:14:44 UTC/GMT / 1:44:44 pm IST - Airport Fire trucks left airport for crash site.
------------------------------------------------------------------------------------------
Time T = take-off
+3 seconds
T+3 sec = fuel cutoff to both engines.
+5 seconds
T+8 sec = N2 spools RPMs below idle; RAT hydraulic pumps on.
+5 seconds
T+13 sec = engine 1 switched on, worked.
+2 seconds
T+15 sec = auto APU start, inlet door opened.
+2 seconds
T+17 = engine 2 switched on, didn't work.
+9 seconds
T+26 sec = Mayday call
+6 seconds
T+32 sec = crash, recorder stopped.
After fuel cutoff -
> RAT deployed immediately & took 5 seconds to start its hydraulic pump (& electricity too).
> APU autostart took 12 seconds to initiate.
> Engine 1 was switched on after 10 seconds.
> Engine 2 was switched on after 14 seconds (4 seconds after engine 1).
> These modern jets are said to survive 1x engine failure continuing +ve flight climb, go around & land.
But,
Heavy A/c contributing to downward inertia post Apogee + RPMs going below idle + only 1 engine relighted giving inadequate thrust for immediate climb, made the plane crash.
So "thrust not achieved" means not enough to go back up immediately.
> Entire nation waiting for report in working day hours, but Report released in after-work hours IST after midnight.
> Data from forward EAFR downloaded on 24th June 2025.
49 hours of flight data spanning 6 flights including crash flight.
> Rear EAFR significantly damaged. Data couldn't be downloaded by conventional means. >>>>> No info if unconventional means tried or not.
> Earlier an error message 'STAB POS XDCR' or "Stabilizer position transducer" was about the sensor sending data about stabilizer to FMC, which was troubleshooted.
> T/o weight was 213,401 Kgs loaded Vs 218,183 Kgs allowed. >>>>> More weight adds to more loss in altitude. But i guess this is done till allowed limit by all airlines.
> No pilot names or captain/FO mentioned for conversation from CVR. >>>>> WHY????
Only 1 line mentioned about one asking other why he cutoff fuel & other saying he did not. >>>>> Why not full conversation from T/o roll till crash????
> A/c departed from bay-34 at 7:48:38 UTC/GMT, started rolling for t/o at 8:07:37 UTC/GMT, so 19 mins from bay to t/o roll.
> MLG was seen tipped forward (happens when gear lever put up) but gear lever found in down position!!!! >>>>> Perhaps it moved down due to crash impact.
> Thrust levers found at idle but EAFR data says they remained forward till impact. >>>>> Again, perhaps they moved back due to crash impact.
> Fuel switches were found in RUN position (as expected for relight).
> The SAIB in 2018 to inspect the fuel switches & take suitable action. >>>>> Was this done for AI-171??
> N2 spool RPM passed below idle before restart attempt. >>>>> here an engineer or 787 pilot needs to comment if the fuel switches can be switched back on immediately within say 5 seconds after checking fire.
> RAT deployed as expected, captured by another CCTV from left side, >>>>> WHY not shared to media earlier???????? For TRP of all media channels???????
> Engine 1 (left) recovered in 1 attempt, altough late. Engine 2 (right) 1st attempt recovery failed.
> Fuel samples testing from fuelling bowsers & tanks showed no contamination.
> Fuel samples from APU filter, refuel/jettison valve ofleft wing yet to be tested.
> Timeline -
8:8:39 UTC/GMT / 1:38:39 pm IST - take-off, left runway.
8:8:42 UTC/GMT / 1:38:42 pm IST - speed 333 Kph, fuel cut off to both engines in 1 second interval.
8:8:47 UTC/GMT / 1:38:47 pm IST - Both N2 spool RPM went below Idle; RAT hydraulic pump started supporting flight controls.
8:8:52 UTC/GMT / 1:38:52 pm IST - engine 1 switched back on, worked.
8:8:54 UTC/GMT / 1:38:54 pm IST - APU auto start began, inlet door opened.
8:8:56 UTC/GMT / 1:38:56 pm IST - engine 2 switched back on, but didn't work.
8:9:05 UTC/GMT / 1:39:05 pm IST - Mayday call.
8:9:11 UTC/GMT / 1:39:11 pm IST - flight recorder stopped (crash).
8:14:44 UTC/GMT / 1:44:44 pm IST - Airport Fire trucks left airport for crash site.
------------------------------------------------------------------------------------------
Time T = take-off
+3 seconds
T+3 sec = fuel cutoff to both engines.
+5 seconds
T+8 sec = N2 spools RPMs below idle; RAT hydraulic pumps on.
+5 seconds
T+13 sec = engine 1 switched on, worked.
+2 seconds
T+15 sec = auto APU start, inlet door opened.
+2 seconds
T+17 = engine 2 switched on, didn't work.
+9 seconds
T+26 sec = Mayday call
+6 seconds
T+32 sec = crash, recorder stopped.
After fuel cutoff -
> RAT deployed immediately & took 5 seconds to start its hydraulic pump (& electricity too).
> APU autostart took 12 seconds to initiate.
> Engine 1 was switched on after 10 seconds.
> Engine 2 was switched on after 14 seconds (4 seconds after engine 1).
> These modern jets are said to survive 1x engine failure continuing +ve flight climb, go around & land.
But,
Heavy A/c contributing to downward inertia post Apogee + RPMs going below idle + only 1 engine relighted giving inadequate thrust for immediate climb, made the plane crash.
So "thrust not achieved" means not enough to go back up immediately.
Have tried to analyse the crash from available information... The outcome was
1) The preliminary reports contain selective data (For ex CVR transcript)
2) The reason for crash is now more or less established, but what caused the reason is still unclear
The analysis pointed towards 2 reasons.... Would prefer to hold it to myself... Till the final report comes...
Any foul play by Boeing can be easily countered by DGCA and Air India...... They are the largest aircraft buyer out there in market..... Use your purchasing power
1) The preliminary reports contain selective data (For ex CVR transcript)
2) The reason for crash is now more or less established, but what caused the reason is still unclear
The analysis pointed towards 2 reasons.... Would prefer to hold it to myself... Till the final report comes...
Any foul play by Boeing can be easily countered by DGCA and Air India...... They are the largest aircraft buyer out there in market..... Use your purchasing power
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People who incline towards possible suicide & everybody in general,
> Pilot suicides have happened in past globally.
> Technically can both switches be manually shut off in 1 second? YES.
> But suicide-mass-murder that too of most people of same community &/or nationality, is a way too heavy accusation & needs carefull backing with medical records, exceptional public behavior symptoms of pilot, etc.
> Prelim report is incomplete w/o full exact CVR transcript & time stamp, hence is heavily criticized not only by Indian ALPA, etc but globally, suspected to be manipulated.
> Having foreign CEO is normal but still I wonder if we could have Air India CEO from IIT+IIM.
> Audio can reflect emotions like screaming, exclaiming, yelling, scolding, frustration, surprise, etc, not a short, blunt, incomplete, suspected writing.
> Otherwise, many people are suspecting FO also that he did some mistake & tried to mislead CVR recording. What if the captain said "I didn't..... You did that!!!"???
> I already showed how tech glitch can show on MFD like wrong operation leading to wrong reaction, misunderstanding, accusation, etc especially if pilots don't get along well.
> Boeing has been caught lying in other cases.
> Boeing employees have been whistle blowers.
> Boeing, GE CEOs, managers, employees post crash are not coming forward to educate public on 787 systems.
> Pilots who have flown with deceased captain Sumeet Sabharwal have said in interviews to news channels that he was good, stable person & training other pilots.
> Nobody is talking straight IF at all captain Sumeet had any medical condition & what exactly.
> If pilot wants to commit suicide, they can do it with kitchen knife, drink poison, jump from buildings, ram their cars to walls or off bridge, flyover, etc, etc, etc. Killing people mostly from their own community is an act of huge mental retardation or if with some grievance then would be visible prior via some public interactions.
> CAUTION - As suicide-mass-murder is a big heavy crime, so all demographic caharacteristics will have to be factored in which can make public very uncomfortable, especially when India is very heterogenous nation where incompatible & opposite polarity people live, study, work in close proximity in schools, colleges, offices, neighborhood, sometimes causing clashes, crimes, riots, terror attacks.
> In homogenous environment globally also there are jealous, greedy, corrupt people.
> It is more easy to suspect such thing anonymously & if we don't belong to the incident country or we don't share any core demographic commonality with the accused person.
> Here the Captain & FO are demographically different. But there are HR rules of behavioral conduct everywhere. So IF at all they disliked eachother then they would stick strictly to their job only, not exchange personal talks & could misunderstand/suspect eachother in case of any work anomalies. This happens in every heterogenous office daily what we call 'office politics'.
> If switch is mechanically faulty & suspected to move down in normal/operational condition then by crash impact it cannot stay in up/on position like in this case.
>The SAIB for fuel switch was released in 2018 but not followed by Air India as it was advisory, not mandatory. This can be negligence, over-confidence over component performance.
Now this new video by a foreign pilot on the SAIB says that fuel switch in various Boeing models are identical & can have mechanical problems if installed with "locking feature" disengaged.
> A comment on his video reveals that in Embraer jets the fuel cutoff won't be done unless the throttle is pulled back to idle.
"Embraer will not let you shut the fuel off or close the fuel valves unless the throttle aren't at idle. To just kill the fuel with both engines at full TOGO is unbelievable."
This is perhaps a safety feature & in Boeing too, as per 1x engine failure/relight procedure during take-off in B-787 (YT videos) -
- the fuel switch red light turns on.
- Surviving engine is enough for +ve flight.
NOTE - This doesn't auto-start RAT or APU unless additional conditions ar met.
- Both pilots coordinate to follow checklist & acknowledge each other t every step.
- The MFD displays probable reason like fire, etc.
- Auto-throttle switch for affected engine is switched off in UFC panel.
- Affected side throttle is put to idle.
- THEN AFFECTED SIDE FUEL SWITCH IS CUTOFF.
- Fire handle of affected side is pulled up & turned to discharge fire bottle.
This procedure takes time. But in dual failure it is instant emergency. based on this procedure, the pilots should immediately check for fire & if no fire then -
- switch off both auto-throttle switches in UFC panel.
- pull back both throttles to idle.
- switch off both fuel switches then on.
- Either EEC should auto-arm & light the ignitors or engine knobs in overhead panel need to be rotated from NORM to START.
So it is basically a 3-point operation -
- Auto-throttle switch off in front.
- Pull throttles back.
- Switch off fuel switch.
THIS MEANS AS PER S/W CONTROLLED PROTECTION THE FUEL HARD SWITCH CUTOFF OPERATION WILL NOT BE RELAYED FROM FMC TO EEC UNLESS THE THROTTLE IS PULLED BACK TO IDLE.
SO THIS WHOLE ACCUSATION OF CAPTAIN (FAR MORE EXPERIENCED THAN FO) SWITCHING OFF FUEL SWITCHES IN 1 SECOND WHEN THROTTLE IN FORWARD POSITION, IS TECHNICALLY IMPOSSIBLE.
As i said, some people are also suspecting the less experienced FO who might have made some mistake & tried to mislead the CVR.
> In India the IPC 499, 500 deals with defamation & propaganda issues in any form.
> Revenge sabotage by Pakistan, Turkey, etc post Pahalgam terror attack & our retaliation on terror camps, is also being considered like announced by miniter of Civil Aviation Mr. Murlidhar Mohol.
> Political sabotage to defame rulling party is also considered, although will never be proven publicly even if true bcoz it'll lead to political violence & perhaps a civil war too.
> Bcoz of all these points, Pilots & other professionals who earlier confidently suspected pilot error or suicide, etc are currently either distancing off or at least pausing until full exact CVR with time stamp is publicized.
> Pilot suicides have happened in past globally.
> Technically can both switches be manually shut off in 1 second? YES.
> But suicide-mass-murder that too of most people of same community &/or nationality, is a way too heavy accusation & needs carefull backing with medical records, exceptional public behavior symptoms of pilot, etc.
> Prelim report is incomplete w/o full exact CVR transcript & time stamp, hence is heavily criticized not only by Indian ALPA, etc but globally, suspected to be manipulated.
> Having foreign CEO is normal but still I wonder if we could have Air India CEO from IIT+IIM.
> Audio can reflect emotions like screaming, exclaiming, yelling, scolding, frustration, surprise, etc, not a short, blunt, incomplete, suspected writing.
> Otherwise, many people are suspecting FO also that he did some mistake & tried to mislead CVR recording. What if the captain said "I didn't..... You did that!!!"???
> I already showed how tech glitch can show on MFD like wrong operation leading to wrong reaction, misunderstanding, accusation, etc especially if pilots don't get along well.
> Boeing has been caught lying in other cases.
> Boeing employees have been whistle blowers.
> Boeing, GE CEOs, managers, employees post crash are not coming forward to educate public on 787 systems.
> Pilots who have flown with deceased captain Sumeet Sabharwal have said in interviews to news channels that he was good, stable person & training other pilots.
> Nobody is talking straight IF at all captain Sumeet had any medical condition & what exactly.
> If pilot wants to commit suicide, they can do it with kitchen knife, drink poison, jump from buildings, ram their cars to walls or off bridge, flyover, etc, etc, etc. Killing people mostly from their own community is an act of huge mental retardation or if with some grievance then would be visible prior via some public interactions.
> CAUTION - As suicide-mass-murder is a big heavy crime, so all demographic caharacteristics will have to be factored in which can make public very uncomfortable, especially when India is very heterogenous nation where incompatible & opposite polarity people live, study, work in close proximity in schools, colleges, offices, neighborhood, sometimes causing clashes, crimes, riots, terror attacks.
> In homogenous environment globally also there are jealous, greedy, corrupt people.
> It is more easy to suspect such thing anonymously & if we don't belong to the incident country or we don't share any core demographic commonality with the accused person.
> Here the Captain & FO are demographically different. But there are HR rules of behavioral conduct everywhere. So IF at all they disliked eachother then they would stick strictly to their job only, not exchange personal talks & could misunderstand/suspect eachother in case of any work anomalies. This happens in every heterogenous office daily what we call 'office politics'.
> If switch is mechanically faulty & suspected to move down in normal/operational condition then by crash impact it cannot stay in up/on position like in this case.
>The SAIB for fuel switch was released in 2018 but not followed by Air India as it was advisory, not mandatory. This can be negligence, over-confidence over component performance.
Now this new video by a foreign pilot on the SAIB says that fuel switch in various Boeing models are identical & can have mechanical problems if installed with "locking feature" disengaged.
> A comment on his video reveals that in Embraer jets the fuel cutoff won't be done unless the throttle is pulled back to idle.
"Embraer will not let you shut the fuel off or close the fuel valves unless the throttle aren't at idle. To just kill the fuel with both engines at full TOGO is unbelievable."
This is perhaps a safety feature & in Boeing too, as per 1x engine failure/relight procedure during take-off in B-787 (YT videos) -
- the fuel switch red light turns on.
- Surviving engine is enough for +ve flight.
NOTE - This doesn't auto-start RAT or APU unless additional conditions ar met.
- Both pilots coordinate to follow checklist & acknowledge each other t every step.
- The MFD displays probable reason like fire, etc.
- Auto-throttle switch for affected engine is switched off in UFC panel.
- Affected side throttle is put to idle.
- THEN AFFECTED SIDE FUEL SWITCH IS CUTOFF.
- Fire handle of affected side is pulled up & turned to discharge fire bottle.
This procedure takes time. But in dual failure it is instant emergency. based on this procedure, the pilots should immediately check for fire & if no fire then -
- switch off both auto-throttle switches in UFC panel.
- pull back both throttles to idle.
- switch off both fuel switches then on.
- Either EEC should auto-arm & light the ignitors or engine knobs in overhead panel need to be rotated from NORM to START.
So it is basically a 3-point operation -
- Auto-throttle switch off in front.
- Pull throttles back.
- Switch off fuel switch.
THIS MEANS AS PER S/W CONTROLLED PROTECTION THE FUEL HARD SWITCH CUTOFF OPERATION WILL NOT BE RELAYED FROM FMC TO EEC UNLESS THE THROTTLE IS PULLED BACK TO IDLE.
SO THIS WHOLE ACCUSATION OF CAPTAIN (FAR MORE EXPERIENCED THAN FO) SWITCHING OFF FUEL SWITCHES IN 1 SECOND WHEN THROTTLE IN FORWARD POSITION, IS TECHNICALLY IMPOSSIBLE.
As i said, some people are also suspecting the less experienced FO who might have made some mistake & tried to mislead the CVR.
> In India the IPC 499, 500 deals with defamation & propaganda issues in any form.
> Revenge sabotage by Pakistan, Turkey, etc post Pahalgam terror attack & our retaliation on terror camps, is also being considered like announced by miniter of Civil Aviation Mr. Murlidhar Mohol.
> Political sabotage to defame rulling party is also considered, although will never be proven publicly even if true bcoz it'll lead to political violence & perhaps a civil war too.
> Bcoz of all these points, Pilots & other professionals who earlier confidently suspected pilot error or suicide, etc are currently either distancing off or at least pausing until full exact CVR with time stamp is publicized.
Being the 10th Man here!
FO has zero hrs as PIC
Isn't the NTSB the one that ruled Boeing is at fault, especially for the 737-8 Max failures ! . Plus additional officials from the UK is also at site. So to say Boeing is spinning its PR is a bit premature!
> Political sabotage to defame rulling party is also considered, although will never be proven publicly even if true bcoz it'll lead to political violence & perhaps a civil war too.
Sorry this is TOO Funny! no amount of external defamation is needed - when the ministers themselves are just useless with zero accountability and blame everyone else and only wake up for making Reels!
FO has zero hrs as PIC
Isn't the NTSB the one that ruled Boeing is at fault, especially for the 737-8 Max failures ! . Plus additional officials from the UK is also at site. So to say Boeing is spinning its PR is a bit premature!
> Political sabotage to defame rulling party is also considered, although will never be proven publicly even if true bcoz it'll lead to political violence & perhaps a civil war too.
Sorry this is TOO Funny! no amount of external defamation is needed - when the ministers themselves are just useless with zero accountability and blame everyone else and only wake up for making Reels!