India B788 at Ahmedabad on Jun 12th 2025, lost height shortly after takeoff, no thrust reported

Last Update: April 12, 2026 / 11:38:22 GMT/Zulu time

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Photo of Air India VT-ANB, Boeing 787-8 Dreamliner — Air India VT-ANB, Boeing 787-8 Dreamliner (Photo credit: P.Macklin / Flickr / License: CC by)

Incident Facts

Date of incident
Jun 12, 2025

Classification
Crash

Airline
Air India

Flight number
AI-171

Departure
Ahmedabad, India

Destination
London Gatwick, United Kingdom

Aircraft Registration
VT-ANB

Aircraft Type
Boeing 787-8 Dreamliner

ICAO Type Designator
B788

Airport
Sardar Vallabhbhai Patel International Airport, Ahmedabad

Airport ICAO Code
VAAH

An Air India Boeing 787-8, registration VT-ANB performing flight AI-171 from Ahmedabad (India) to London Gatwick,EN (UK) with 230 passengers and 12 crew, was departing Ahmedabad's runway 23 at 13:38L (08:08Z), when the crew declared Mayday "No Thrust, not taking lift" (engines GENx) and the aircraft crashed into the "BJ Medical College" in Meghaninagar surbub about 0.9nm past the runway end, first impact at position N23.056 E72.612 with wreckage spread over 200 meters. Rescue services are at the scene. There have been fatalities and injuries on the ground, local police believed there was no survivor on board of the aircraft, however, later confirmed one survivor. The airline confirmed 241 people on board died in the crash, there was only one survivor. There are 19 fatalities on the ground confirmed in addition to many injuries on the ground.

The airline confirmed an incident with flight AI-171.

On Jun 19th 2025 the airline reported the aircraft had gone through major check in 2023 and was due for the next check in December 2025. The right hand engine had undergone overhaul in March 2025, the left hand engine had been inspected in April 2025. The aircraft had no issues prior to departure.

India's DGCA reported the crew called Mayday at 13:39L (08:09Z) before the crash, there was no further transmission. The aircraft carried 230 passengers (169 Indian, 53 British, 1 Canadian and 7 Portuguese Nationals) and 12 crew.

On Jun 13th 2025 the DGCA reported, that initial preliminary findings rule out a bird strike as no bird carcasses have been found. Loading of the aircraft was routine, hence a load problem is unlikely. The likelihood of a pilot error is considered minimal as is the simultaneous failure of both engines. An inspection of all Dreamliners (B788, B789) has been ordered.

On Jun 18th 2025 the DGCA stated, that the inspection of Air India's Dreamliners did not find any major safety deficiency. Aircraft and maintenance were found in compliance with existing safety standards.

Police sources have indicated, that one of the blackboxes has been recovered.

On Jun 13th 2025 India's Civil Aviation Minister reported the blackbox found at the rooftop of the doctor's hostel is the flight data recorder.

On Jun 14th 2025 Government Officials reported they have 319 body parts, both complete and incomplete. There were 33 fatalities on the ground, thus 274 in total. Recovery work is still underway. Both flight data and cockpit voice recorder as well as the aircraft's ELT were recovered.

On Jun 15th 2025 Government Officials reported the aircraft had a longer than normal takeoff run and used almost all of the 3505 meters/11499 feet long runway. 38 fatalities on the ground have been confirmed so far.

On Jun 19th 2025 India's Government stated that no decision has yet been reached where the Blackbox will be read out in reaction to media reports in India, that the black box might be send to the US for repair and analysis of the black box that had been damaged due to post crash fire so that data download in India wasn't possible.

On Jun 20th 2025 government officials stated, that India's AAIB is currently looking into another case of dual engine problems with an A321 that happened in London Gatwick in 2020, see: Incident: Titan A321 at London on Feb 26th 2020, left engine surged, engine stall indications for right engine, that was caused by fuel contamination. It appears on preliminary findings, that there was no error in the cockpit, it appears that as soon as the flight became airborne the power failure occurred leaving the aircraft unable to climb to a safe altitude.

On June 24th 2025 India's Civil Aviation Minister said: "The black box is very much in India and it it currently being investigated by India's AAIB."

On Jun 26th 2025 India's Civil Aviation Minister said, that the first black box was retrieved on Jun 13th 2025, the second on Jun 16th 2025. Both boxes were separately taken to Delhi with full security on Jun 24th 2025, the data have been successfully downloaded in the presence of AAIB and NTSB on Jun 25th 2025. The analysis of the data is underway.

On Jun 29th 2025 India's Civil Aviation Minister said: "It has never happened that both engines shut down together." Investigators are analysing the black boxes from every angle including engine issues, fuel supply problem or something else including sabotage. A preliminary report is to be expected in three months. India has accepted the proposal from ICAO for an ICAO observer into the accident investigation. The observer will not have investigative authority, but will provide technical input and ensure that global best practises are being followed. This enhances transparency and reinforces India's adherence to international standards.

On Jul 8th 2025 the AAIB indicated they have submitted their preliminary report to India's DGCA and the Ministry of Civil Aviation. The report itself has not yet been published.

On Jul 11th 2025 a reader made The Aviation Herald aware of a Service Bulletin released by General Electrics (the engine manufacturer) and the FAA: Service Bulletin FAA-2021-0273-0013 Attachment 2 issued in year 2020/2021, which recommends the replacement of the MN4 microprocessor on the ECU with respect to engine fuel and control stating: "This recommendation is to address a condition that may affect Flight Safety." The service bulletin further states: "Accumulated thermal cycles of the EEC with age causes the solder ball to fail."

On Jul 12th 2025 (India time) the AAIB released their preliminary report (currently their servers are overloaded) stating that 19 people on the ground were killed, 241 on board of the aircraft, the surviving passenger received serious injuries and continuing:

The thrust lever quadrant sustained significant thermal damage. Both thrust levers were found near the aft (idle) position. However, the EAFR data revealed that the thrust levers remained forward (takeoff thrust) until the impact. Both fuel control switch were found in the “RUN” position. (fig.13) The reverser levers were bent but were in the “stowed” position. The wiring from the TO/GA switches and autothrottle disconnect switches were visible, but heavily damaged.

Flaps were firmly located in the 5 degrees takeoff position. The APU inlet door was found open. The RAT (Ram Air Turbine) was deployed in the initial takeoff immediately after takeoff. The aircraft started to lose altitude before crossing the airport perimeter wall.

The AIB wrote:

As per the EAFR data, the aircraft crossed the take-off decision speed V1 and achieved 153 kts IAS at 08:08:33 UTC. The Vr speed (155 kts) was achieved as per the EAFR at 08:08:35 UTC. The aircraft air/ground sensors transitioned to air mode, consistent with liftoff at 08:08:39 UTC.

The aircraft achieved the maximum recorded airspeed of 180 Knots IAS at about 08:08:42 UTC and immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF position one after another with a time gap of 01 sec. The Engine N1 and N2 began to decrease from their take-off values as the fuel supply to the engines was cut off.

In the cockpit voice recording, one of the pilots is heard asking the other why did he cutoff. The other pilot responded that he did not do so.

As per the EAFR data both engines N2 values passed below minimum idle speed, and the RAT hydraulic pump began supplying hydraulic power at about 08:08:47 UTC.

As per the EAFR, the Engine 1 fuel cutoff switch transitioned from CUTOFF to RUN at about 08:08:52 UTC. The APU Inlet Door began opening at about 08:08:54 UTC, consistent with the APU Auto Start logic. Thereafter at 08:08:56 UTC the Engine 2 fuel cutoff switch also transitions from CUTOFF to RUN. When fuel control switches are moved from CUTOFF to RUN while the aircraft is inflight, each engines full authority dual engine control (FADEC) automatically manages a relight and thrust recovery sequence of ignition and fuel introduction.

The EGT was observed to be rising for both engines indicating relight. Engine 1’s core deceleration stopped, reversed and started to progress to recovery. Engine 2 was able to relight but could not arrest core speed deceleration and re-introduced fuel repeatedly to increase core speed acceleration and recovery. The EAFR recording stopped at 08:09:11 UTC

At about 08:09:05 UTC, one of the pilots transmitted “MAYDAY MAYDAY MAYDAY”.

The ATCO enquired about the call sign. ATCO did not get any response but observed the aircraft crashing outside the airport boundary and activated the emergency response.

At 08:14:44 UTC, Crash Fire Tender left the airport premises for Rescue and firefighting. They were joined by Fire and Rescue services of Local Administration.

On Jul 12th 2025 (UTC) India's media report that the investigation is NOT focussing on a human action causing the fuel switches to appear in the CUTOFF position, but on a system failure. The Service Information Bulletin by the FAA issued in year 2018 recommending to upgrade the fuel switches on 737s and inspecting the fuel switch locking feature on other aircraft types including the Boeing 787 to prevent inadvertent flip of the switches, as well as the FAA/GE issued Service Bulletin FAA-2021-0273-0013 Attachment 2 relating to loss of control issue (also see above) were NOT implemented by Air India. The stated MN4 computer with faulty soldering, that might weaken and lose contact due to the thermal stress after a number of cycles, interprets data and commands fuel metering valves - with the lost contact attaching the MN4 processor to the EEC intermittent electrical contact, loss of signal processing and engine control faults can occur. The SB writes under conditions for the SB: "An LOTC (Loss Of Thrust Control) event has occurred due to an EEC MN4 microprocessor solder ball failure." According to discussions in the industry it may be possible with the number of cycles VT-ANB had already completed, the solder balls were weakened sufficiently to detach the MN4 from the EEC momentarily due to loads during the takeoff rotation leading to the loss of control of thrust and shut down of the engines.

On Jul 14th 2025 India's DGCA instructed airlines to check the fuel switches on the Boeing 787 and Boeing 737 aircraft as used by Air India Group, Indigo and Spicejet for possible disengagement of the fuel control switch locking feature according to the SAIB released by the FAA on Dec 17th 2018. The checks have to be completed by Jul 21st 2025.

On Jul 17th 2025 India's AAIB released an Appeal - in response to various media reports raising unsubstantiated claims - stating: At this stage, it is too early to reach any definitive conclusion. The investigation by the AAIB is still not complete. ... Therefore AAIB appeals to all concerned to await publication of Final Investigation Report after completion of the Investigation."

On Sep 22nd 2025 India's Supreme Court scheduled a hearing for Oct 11th 2025 to ensure the investigation is conducted in a "free, fair, impartial, independent and expeditious manner". The petition filed by "Constitution by Safety Matters Foundation" cites conflict of interest within the DGCA led investigation and alleges electrical system failure rather than pilot actions caused the crash. The petition seeks disclosure of the FDR data and CVR transcripts both with synchronised timestamps and Electronic Aircraft Fault Recording data. On Oct 10th 2025 The Aviation Herald was able to publish the actual petition (433 pages, 22MB) in full.

On Oct 11th 2025 the Supreme Court Hearing has been rescheduled to Nov 10th 2025 to hear additional witnesses and collect additional documentation. On Nov 10th 2025 it became known, that a third petition had been filed besides the petition by the father of the captain, the petition by the Safety Matters Foundation, hence the Supreme Court is now planning to hold a common hearing of all three petitions on Nov 13th 2025.

On Nov 13th 2025 the hearing by the Supreme Court commenced. The court stated, that the Indian government (representing the AAIB) have not submitted any reply to the petitions in over two months, instructed the government to provide replies and ended the hearing, that remained very brief as result. In the hearing the lawyer representing the government stated: "We never blamed the pilots."

In a hearing solely regarding the petition by the father of the Captain on Friday Nov 7th 2025 subsequently combining the then two, later three petitions into one hearing, the court had told the father: "No one can hold your son responsible for the tragic crash." and further stated: "No one in India believes it was the pilots' fault. There’s no insinuation against the pilots." And with reference to foreign reports like the Wall Street Journal the court stated: "We are not bothered by foreign reports. If that’s your concern, your remedy should be before a foreign court. It’s just nasty reporting."

Following the hearing on Nov 13th 2025 India's Pilots Association ALPA India released the following statement:

The petition concerning Air India Flight AI-171 raises issues that go far beyond a routine accident investigation.

Emerging technical evidence suggests that the Boeing 787-8 experienced a complex, multi-layered systems failure involving electrical transients, hydraulic interruption, and possible loss of command authority anomalies consistent with long-standing service bulletins and airworthiness directives on the Dreamliner’s integrated electrical architecture. These are not the signatures of pilot error but indicators of a deeper, systemic vulnerability that demands independent scrutiny. Under India’s own aviation rules, a serious accident of this nature where a potential design or system failure may have directly contributed to loss of control requires a Court of Inquiry, not merely a closed technical review.

The Supreme Court’s decision to issue notice reflects the gravity of these concerns and acknowledges that public safety must take precedence over institutional optics.

As senior counsel highlighted in court, several post-crash faults in 787 fleets worldwide underscore that the risks exposed by AI-171 are not isolated.

A transparent, judicially supervised inquiry is essential to determine not only what happened on that flight but whether similar hazards continue to threaten passengers and crew across all operators. This case is now a matter of national and international aviation safety, and its outcome will shape regulatory confidence and technological accountability for years to come.

On Nov 14th 2025 it further emerged, that the Supreme Court granted 4 weeks to the government to provide replies and answers to the questions raised by the petitions. The court will hold the next hearing on Jan 28th 2026.

Aircraft health data, that were recovered by the Safety Matters Foundation (India) and that had been transmitted via ACARS by VT-ANB about 15 minutes prior to the crash, indicated faults in the electrical system as well as in all Flight Control Modules (FCM). However, the flight crew never became aware of these faults or transmissions and therefore continued with the takeoff. As the ACARS messages could not be fully decoded without Boeing manuals, that are kept secret, the exact natures of these faults remain unclear so far.

The Foundation for Aviation Safety (USA) presented a whistleblower report to the US Senate on Jan 12th 2026 (see the full presentation) stating, that VT-ANB suffered a series of failures in all the 11 years from delivery to crash.

The Foundation for Aviation Safety believes "Latent Defects" as well as "Normalization of Deviancy" played a role in the crash of VT-ANB.

A latent defect is a hidden flaw in an aircraft’s design, manufacturing, or maintenance that can remain undetected for years until triggered, potentially causing sudden cascading failures and a catastrophe.

A Normalization of Deviancy occurs, when known defects and safety violations are repeatedly tolerated until they become viewed as “normal,” allowing risk to accumulate unnoticed until it produces a catastrophe.

The Foundation stated there had been earlier serious aircraft system failures including a fire in a power panel by the crashed as well as other Dreamliners without saying these occurrences played a role in the actual crash, however, all these occurrences being examples for these kind of system problems and known to both Air India and Boeing should be investigated by the AAIB in the context of the crash.

The whistleblower report listed (and included photos of the mentioned fire damage in the primary power panel, see below):

- Documents indicate systems failures started the very first day the airplane arrived in India (Feb 1, 2014)

- Documents further reveal VT-ANB experienced a wide & confusing variety of engineering, manufacturing, quality, and maintenance problems throughout its 11-year life, leading to electrical systems failures to include circuit breakers repeatedly tripping, electronics/avionics/software faults, wire damage, smoke & fumes, short circuits, loss of electrical current, electrical surges, burning, and overheating of power distribution components including a very serious fire.

- A couple examples:

- In Jan 2022, the airplane had a fire in the P100 Primary Power Panel that resulted in extensive burning around the L2 Bus Tie Breaker (BTB) and surrounding wiring. Damage was so extensive the entire power panel had to be replaced.

- In April 2022, the airplane was grounded due to confusing faults involving the landing gear indication system. Air India replaced a proximity sensing data concentrator module, the left Common Core System (CCS) remote data concentrator in the aft electronics bay, and a Remote Power Distribution Unit (RPDU) power module.

- Documents also reveal that Air India’s other 787 airplanes have evidence of electrical systems failures too

- U.S., Canada, & Australia registered airplanes are experiencing similar aircraft systems failures

The whistleblower report continued and stated:

Passengers & crew are flying 787 airplanes unaware of these ongoing hazards, not to mention the people on the ground

Continuation of Criminal Behavior (Similar to 737 MAX Disasters)

Boeing, Air India, and India government employees are deliberately withholding & concealing critical safety information from the public & authorities.

On Jan 28th 2026 the hearing in front of the Supreme Court of India regarding three petitions to hold an inquiry into the crash by the court parallel to the AAIB took place without the government of India/AAIB or even their legal representative appearing in front of the court. The petitioners reported that neither the government, the DGCA nor the AAIB have yet submitted any reply although having been ordered by the Supreme Court to do so by Dec 12th 2025. The Supreme Court is now going to hold another according hearing at a "short date".

Meanwhile the Foundation for Aviation Safety (USA) attempted to contact the NTSB several times between Jan 16th 2026 and Jan 28th 2026 to provide new evidence regarding the crash of AI-171. In a letter to the NTSB chair of Jan 26th 2026 the Foundation wrote:

I have relevant information concerning Air India Flight 171. I have called your Response Operations Center (ROC) twice and this is the second email I have sent. This information should go to India's AAIB via the NTSB.

To date no one from the NTSB has attempted to contact me. Given the loss of 260 lives and the seriousness of this matter, I would expect the NTSB would respond much quicker.

On Feb 1st 2026 the Supreme Court set the date for the next hearing on Feb 11th 2026.

On Feb 2nd 2026 the crew of an Air India Boeing 787-8, registration VT-ANX performing flight AI-132 from London Heathrow,EN (UK) to Bangalore (India), observed during engine start, that the left hand fuel control switch failed to remain in the RUN position two times and moved towards the CUTOFF position.

India's Safety Matters Foundation released a press release stating: "The Foundation notes that this incident comes against the backdrop of the ongoing investigation into the tragic loss of Air India Flight AI171 on 12 June 2025, which also involved a Boeing 787. While no connection is implied, the repeated emergence of issues with a critical flight control system on the same aircraft type demands the highest level of scrutiny."

Air India stated: "We are aware that one of our pilots has reported a possible defect on the fuel control switch of a Boeing 787-8 aircraft. After receiving this initial information, we have grounded the said aircraft and are involving the OEM to get the pilot’s concerns checked on a priority basis. The matter has been communicated to the aviation regulator, DGCA. Air India had checked the fuel control switches on all Boeing 787 aircraft in its fleet after a directive from the DGCA, and had found no issues. At Air India, the safety of our passengers and crew remains top priority."

On Feb 11th 2026 the Supreme Court of India required the AAIB to submit a brief status report within 3 weeks. The Bench indicated it will examine the outcome of the ongoing AAIB investigation before considering whether any additional mechanism, including a Court of Inquiry, is necessary. The Court also emphasised that the proceedings are not intended to become a “blame game.” The Court noted that the issues involved are complex and require institutional restraint, underscoring the importance of allowing established investigative processes to proceed.

As per Mar 24th 2026 (almost 6 weeks after Feb 11th 2026) the government still has not submitted any status report asking the Supreme Court for two more days, which was granted by the court. Another hearing is now not estimated before second week of April.

On Apr 12th 2026 the Safety Matters Foundation of India published the results of photogrammetric assessment of the photo, contained in the preliminary report by the AAIB and showing the aircraft over the runway with the RAT already fully deployed. The assessment shows, the photo was taken at 08:08:41 UTC, before the fuel switches transitioned to CUTOFF. This in turn, applying the published time of 2 seconds (which probably reduced by the airstream to 1.5 seconds) from the signal to deploy to actually the RAT reaching the fully extended position, means the RAT deployed at the latest at 08:08:39.5 UTC, half a second after liftoff and 2.5 seconds before both fuel switches transitioned to CUTOFF. The Safety Matters foundation thus states:

The central finding: the photograph was taken at 08:08:41.0 UTC. The 787 RAT needs approximately 1.5 seconds of mechanical free-fall and lock-down after the release command, so the RAT was commanded by 08:08:39.5 UTC — 2.5 seconds BEFORE the 08:08:42 fuel cutoff recorded by the EAFR. Whatever triggered the RAT logic — dual-engine rollback, loss of both AC buses, or total hydraulic loss — that trigger activated before the fuel was cut. The cause cannot come after the effect.

India's AAIB have opened an investigation. The US NTSB and UK AAIB have dispatched teams to India to join the investigation.

Ground witnesses reported the aircraft impacted hostel buildings within a states run college for doctors, one student was able to jump out of the hotel and survived with injuries. About 50-60 students have been injured.

Local police listed 25 people who were injured on the ground and taken to hospitals. At about 14:00Z police updated there have 204 bodies been recovered and there have been 41 injured. It appears there has been no survivor on board of the aircraft. In the late evening (India time) local police confirmed a survivor on board of the aircraft who had been seated in 11A.

India's Minister of Interior confirmed there has been one survivor. Many occupants of the aircraft are feared dead, the actual number will only be announced after DNA verification.

Relatives of the survivor in England confirmed the survivor had reported to them, but his brother was still missing.

On Jun 14th 2025 the survivor reported, that moments after becoming airborne the lights in the aircraft began to flicker and the aircraft appeared to be "stuck in the air". The lights began flickering green and white, then the aircraft slammed into a building. He saw an opening in front of him, unbelted himself and used his feet to push through the opening. Doctors treating the survivor stated, that he was disorientated and suffered multiple injuries all over his body, he is out of danger however.

BJ Medical College reported that three of their students have been killed in the crash.

The airline reported 241 people on board perished in the crash, there was only one survivor.

According to information coming from India the captain of the flight (60) had accumulated 8200 hours of flying experience, was line training captain and was about to retire. The first officer had accumulated 1100 hours of flying experience.

According to ADS-B the aircraft had entered runway 23 from the apron, which without backtracking would leave a takeoff distance available of 1900 meters/6300 feet. Four minutes later - without further position data being received, so unclear from the ADS-B whether the aircraft backtracked or not, on Jun 15th 2025 it was clarified that the aircraft had backtracked and used the full length of the runway - the aircraft took off. In the last ADS-B position the aircraft had climbed to about 625 feet MSL according to Standard Pressure (compensated for ambient pressure that would be about about 264 feet MSL or 75 feet AGL) at 174 knots over ground.

On Jun 15th/16th 2025 a tasteless and upsetting hoax surfaced on the Internet pretending to be an official preliminary report by India's AAIB carrying the date of Jun 25th 2025 (still 9 days into the future) and already "identifying" the root cause of the crash. This is fake and has nothing to do with reality, none of the information contained in this fake has any bearing to reality. India's investigation commission together with their colleagues from the NTSB, AAIB, Boeing etc. are only meeting today (Jun 16th 2025) for the first time.

Metars:
VAAH 120900Z 26006KT 6000 NSC 38/18 Q0999 NOSIG=
VAAH 120830Z 24003KT 6000 NSC 37/17 Q1000 NOSIG=
VAAH 120800Z 25007KT 6000 NSC 37/16 Q1001 NOSIG=
VAAH 120730Z 24006KT 6000 NSC 36/18 Q1001 NOSIG=
VAAH 120700Z 25006KT 6000 NSC 36/19 Q1001 NOSIG=
VAAH 120630Z 24004KT 6000 NSC 34/19 Q1002 NOSIG=
VAAH 120600Z 22002KT 6000 NSC 34/20 Q1002 NOSIG=
VAAH 120530Z 25006KT 6000 NSC 33/20 Q1002 NOSIG=
VAAH 120500Z 29005KT 5000 FU NSC 32/21 Q1002 NOSIG=
VAAH 120430Z 30005KT 5000 FU NSC 31/21 Q1003 NOSIG=
VAAH 120400Z 28006KT 5000 FU NSC 31/21 Q1003 NOSIG=

Ground observer video:

CCTV Video showing takeoff run and crash:

The P100 panel is a critical power distribution panel that receives power from the left engine and distributes the power to various vital aircraft systems. The P100 Power Panel is located in the aft electronics bay (in the belly of the plane). Here’s a photo showing some of the fire damage on VT-ANB in Jan 2022 —