Leaked Audio Shocks the World! 😱 A second voice in Air India 171’s final moments reveals chaos in the cockpit! Did a pilot’s cry or a secret glitch doom 260 lives? 🤔 Uncover the haunting truth of this aviation nightmare! 👉

The crash of Air India Flight 171 on June 12, 2025, which killed 260 people just 38 seconds after takeoff from Ahmedabad, India, continues to baffle investigators and the public. The Boeing 787-8 Dreamliner, en route to London Gatwick, plummeted into a residential area near B.J. Medical College, leaving only one survivor, Vishwaskumar Ramesh (Wikipedia,). A preliminary report by India’s Aircraft Accident Investigation Bureau (AAIB), released July 12, 2025, revealed that both engine fuel control switches flipped from “RUN” to “CUTOFF” three seconds after liftoff, with cockpit voice recorder (CVR) audio capturing one pilot asking, “Why did you cut off?” and the other responding, “I did not do so” (The Guardian,; Hindustan Times,). A leaked CVR transcript, cited by newstvseries.com and X posts like @ari_maj, introduces a “second voice” with First Officer Clive Kunder crying, “We’re losing thrust!” and Captain Sumeet Sabharwal shouting, “My seat!”—allegedly due to a $15 seat pin failure (newstvseries.com,; X,). These unverified claims, echoing your prior discussions of FADEC theories, deepen the mystery. This analysis examines the leaked audio’s implications, competing explanations, and the cultural dynamics fueling speculation.

The AAIB report outlines a frantic timeline. At 13:38:39 IST, Flight 171 lifted off Runway 23, reaching 180 knots and 625 feet by 13:38:42 (Wikipedia,). At 08:08:42 UTC, both fuel switches moved to “CUTOFF” within one second, starving the engines (BBC,). The CVR captures Kunder, the pilot flying, and Sabharwal, the pilot monitoring, in a brief exchange, with one questioning the cutoff and the other denying action (Hindustan Times,). The switches returned to “RUN” within 10–14 seconds, triggering FADEC’s relight, but only Engine 1 began recovering (Wikipedia,). A “MAYDAY MAYDAY MAYDAY” call at 08:09:05 UTC marked the final eight seconds, with impact seconds later (Al Jazeera,). The leaked transcript, per newstvseries.com, claims Kunder’s “We’re losing thrust!” at 18 seconds and Sabharwal’s “My seat!” after a metallic snap, suggesting a seat malfunction caused an inadvertent throttle pull (newstvseries.com,). However, AAIB and NTSB dismiss these as unverified, with no mention of seat issues (Times of India,).

The “second voice” narrative, amplified by @MumbaichaDon on X, adds drama but lacks corroboration (X). Corriere della Sera reports Kunder asking, “Why did you shut off the engines?” with Sabharwal’s vague “I didn’t do it,” but AAIB’s refusal to identify speakers or release full transcripts fuels distrust (X,; BBC,). Jennifer Homendy of NTSB called such reports “premature and speculative,” urging reliance on AAIB (Times of India,). The seat pin theory, tied to an unreinspected repair from June 1, 2025, suggests Sabharwal’s chair slid, pulling the throttles to idle (newstvseries.com,). Yet, fuel switches, not throttles, caused the cutoff, and their deliberate design—requiring force to unlock—makes accidental movement unlikely (The Guardian,). The Indian Commercial Pilots’ Association (ICPA) denounced pilot-blaming narratives as “reckless” (Al Jazeera,).

FADEC theories, as you’ve explored, remain prominent. X users like @eshwar_n suggest a Weight-on-Wheels (WoW) glitch misread the plane’s airborne status, triggering a cutoff, akin to a 2019 All Nippon Airways incident (X,). Mary Schiavo posits a Thrust Control Malfunction Accommodation (TCMA) error, but AAIB found no FADEC command, and the switches’ physical movement points elsewhere (Financial Express,; Leeham News,). A 2018 FAA bulletin on disengaged switch locks, uninspected by Air India, raises mechanical possibilities (BBC,). John Nance argues a system fault is more likely than dual pilot error (Newsweek,). The absence of CVR speaker identification and video, as Willie Walsh of IATA advocates, complicates pinpointing the “second voice” (CNN,).

The cultural response mirrors your prior discussions of The Acolyte’s backlash, where incomplete narratives spark conspiracies (Northeastern). Families like Imtiyaz Ali criticize the report’s vagueness (BBC,). X posts from @BDUTT decry Western media for pushing pilot error without evidence (X). Boeing’s 9% stock drop and Air India’s 787 grounding reflect industry fallout (Newsweek,). The ongoing probe, with NTSB and GE Aerospace, must clarify the “second voice” and seat claims, as 1,100 787s face scrutiny (FAA,).

India’s Aircraft Accident Investigation Bureau (AAIB) is now looking into the June 12 crash of an Air India Boeing 787-8 as an intentional act, says veteran safety consultant and former NTSB investigator Greg Feith.

The AAIB’s preliminary report on July 12 revealed that fuel cutoff switches for the 787’s two GE Aerospace GEnx-1B engines were transitioned from “run” to “cutoff” around three seconds after takeoff from Ahmedabad Airport. Although both fuel switches were turned back on within a further 14 sec., the aircraft was too low to recover and impacted trees and buildings, killing 241 of 242 occupants on the 787 and 19 on the ground.

The AAIB has criticized subsequent western media reports as “irresponsible” for indicating the fuel cutoff switches were likely deliberately moved by one of the pilots. However, Feith says: “It has become very apparent, especially now with information I know and what’s come out about the cockpit voice recorder—where the question is heard ‘why did you cut off the fuel?’—[that] somebody had to have seen that action to make that statement. You just wouldn’t have a dual-engine failure.”

Speaking at the American Institute of Aeronautics and Astronautics Aviation forum here in Las Vegas, Feith says: “Something had to prompt that type of comment. Now we get into the psychology part of it, and that’s really where this investigation is going to go.

“And oh, by the way, it’s no longer an accident. It’s investigated as a criminal event, just like EgyptAir, just like Germanwings, just like SilkAir. These are criminal events—intentional acts,” he adds, referring to three fatal crashes deemed to have been deliberately caused which occurred in 1999, 2015 and 1997 respectively.

Feith, who participated in the investigation into the SilkAir crash—where a Boeing 737-300 traveling from Jakarta to Singapore was downed—says other theories continue to persist in the face of contradictory evidence provided by the AAIB. “To this day, people are still talking about this as a dual-engine failure, despite the fact that the AAIB came out with a preliminary report which gave some initial findings. They said at this stage of the investigation, there are no recommended actions for the 787-8 or the engines. They just exonerated the airplane. They just exonerated the engines.”

“The junior investigators and the trolls are still making a big deal about engine failure, software issues, FADEC problems. They’re not part of the process,” Feith continues. The AAIB “had a team of subject matter experts dissecting all of this in that 30-day period. You think they didn’t look at that? It makes no logical sense,” he adds.

“The fact is that now we have people all spooled up looking at the wrong thing instead of looking at, ‘is this an isolated problem or a systemic event?’ It’s the first major accident for a brand-new airplane [type]. This is the kind of controversy that gets stirred up and distracts us from really looking at where we need to be and what we need to be doing to enhance aviation safety,” Feith says.

Referencing the SilkAir accident, he says: “I’ve been down this road. I spent two years working on SilkAir in Palembang, Sumatra. I took a team of investigators over with me from Boeing and the engine manufacturer, the FAA and a variety of others, and we determined in concert with their National Transportation Safety Committee, that this was an intentional act.”