In the rush to pin the cause of last month’s Air India 787 crash on a mechanical failure, one very plausible explanation has been prematurely swept aside: pilot error, specifically the inadvertent shutdown of both engines during gear retraction.
That theory surfaced early—then disappeared almost as quickly, likely because it’s an uncomfortable possibility for India's airline industry. But based on what’s publicly known, it needs to be back on the table.
1. The RAT doesn’t care why the engines stopped—only that they did.
The Ram Air Turbine (RAT) deploys when the aircraft loses electrical and/or hydraulic power while airborne. On a 787, that means both engines are no longer providing power. Whether that’s due to a dual flameout, a fuel issue, or someone accidentally pulling the engine cutoff switches—it all looks the same to the RAT. So yes, the RAT deployed. But that doesn’t exonerate the crew. It just confirms that both engines were off.
2. The First Officer’s radio call is ambiguous—maybe deliberately so.
We’re told the FO radioed, “Thrust not achieved Mayday.” That’s an oddly passive construction in a high-stakes emergency. If this was a mechanical failure, why not say “Engine failure” or “Dual flameout”? If it was a mistake, the phrase sounds like an attempt to describe the symptoms without admitting fault. We've seen this behavior before: cockpit confusion, post-error rationalization, and guarded language in mayday calls. If one pilot accidentally shut down the engines, especially early in the climbout phase, it would explain the RAT deploy timing, the rapid loss of lift/power, the vague “thrust not achieved” phrasing—suggesting either denial or damage control.
3. Simultaneous mechanical failure of both engines is vanishingly rare.
Absent icing, volcanic ash, massive birdstrike, or fuel starvation (none of which has been reported), uncommanded dual engine failure just doesn’t happen. And so far, there’s no compelling evidence of fuel contamination or a shared software fault that would explain a symmetrical engine shutdown. The far more plausible scenario is that someone in the cockpit shut them down—accidentally or otherwise.
4. Pilot error
Critical procedural error has precedent. While modern cockpits have strong safeguards, they aren't immune to human error, especially when a crew is fatigued or distracted. A mistake in procedure, such as an incorrect response to a minor, non-normal event during the initial climb, could lead to a cascade of failures. There are documented cases where crews, under pressure, have mismanaged automation or incorrectly applied emergency checklists, leading to catastrophic outcomes. Instead of a simple physical slip, the error could be a more complex, but equally human, mistake in judgment that led to the shutdown.
5. Delay in reporting CVR and FDR data.
AAIB have had both the CVR and FDR data for weeks. Both black boxes were recovered without incident less than 72 hours after the crash. By now, the AAIB has throttle positions, engine status, switch activations, flight control movements, airspeed, altitude, and more. And from the CVR they have the last two hours of cockpit audio, including intercom, radio, ambient sounds, and potentially the moment of the incident. Extracting usable data from these is not slow—especially on modern units like the 787’s Honeywell SSFDR. It’s standard practice to extract both within 24–72 hours of recovery, assuming no severe physical damage.
So, why the delay? If it were a clear mechanical or software failure, India could shift blame onto Boeing, GE (engine supplier), or even FAA certification processes. There would be zero national shame—and even potential leverage in aircraft purchase negotiations. Public confidence in the aviation system might even increase if the narrative was: "Our pilots did everything right."
But that hasn’t happened. If it were pilot error, especially gross or negligent, it would reflect poorly on Air India, India's flag carrier. It casts a shadow on pilot training, oversight, and aviation safety culture in India. It could threaten international trust in Indian carriers, especially after a high-profile crash so close to a population center. And yes, it would financially devastate Air India, which is undergoing a privatization-fueled modernization push under Tata.
In short: there’s every incentive to delay if the findings point to crew error. Let’s be clear, here. AAIB know what happened. They’re deciding how, when, and whether to tell us. If the FDR data showed both throttles retarding to idle and fuel switches going cold just before the Mayday call, then the question becomes how to avoid national humiliation, and that's the likely reason for the silence.
