FIP stated its dissatisfaction with pilot exclusion from the Aircraft Accident Investigation Bureau’s probe and objected firmly to what it described as a selective and incomplete interpretation of cockpit voice recordings, which implied pilot error. The federation urged stakeholders—not only media and commentators but also authorities—to refrain from sharing “partial narratives or making unfounded assumptions,” emphasising that attributing fault before a thorough data‑driven investigation is “irresponsible” and distressing to the crew’s families and colleagues.
The preliminary AAIB report reveals that the fuel cutoff switches for both engines were moved from “RUN” to “CUTOFF” roughly one second apart, and then reversed about ten seconds later, mere moments after takeoff. Cockpit voice recordings capture one pilot asking, “Why did you cut off?”, while the other denies doing so. The investigation has found no mechanical or maintenance faults with the Boeing 787‑8 or its GEnx engines.
As speculation mounts over whether the switch movements were accidental, intentional, or mechanical in origin, the FIP has warned that presenting incomplete findings as fact only undermines aviation safety and harms professional reputations. The federation advocates for full inclusion of pilot representatives to ensure a comprehensive and impartial analysis.
Industry experts note that the locking mechanism on Dreamliner fuel cut-off switches requires deliberate action, suggesting human involvement. Questions further hinge on whether the first officer, flying the aircraft, noticed and attempted to correct the switch positions while the captain possibly performed other tasks.
Air India’s chief executive Campbell Wilson has urged restraint, underscoring that the AAIB’s initial report does not assign blame or make recommendations, and that the aircraft had no mechanical deficiencies and the pilots had no health issues. The airline has inspected its Boeing 787 and 737 fleets, with the Directorate General of Civil Aviation mandating checks of fuel‑switch locking systems across operators.
Globally, the incident echoes discussions around the need for cockpit image recorders, which proponents argue could resolve ambiguities that audio alone cannot. Meanwhile, the AAIB continues to collaborate with international experts from the NTSB, Boeing and GE, but has declined to attribute responsibility at this preliminary stage.
FIP emphasises that aviation safety requires patience and accuracy rather than speculation. It reiterated its call for an investigation that is transparent, inclusive and evidence‑based, warning that assigning fault prematurely damages public trust and stresses bereaved families and survivors.