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'Was this avoidable?': Families of Air India crash victims seek answers after report

'Was this avoidable?': Families of Air India crash victims seek answers after report

BBC News12-07-2025
For days, Imtiyaz Ali had been anxiously awaiting the findings of a preliminary report into last month's Air India crash that killed his brother, sister-in-law, and their two young children.When the report was finally released early on Saturday in India, he read it carefully - only to be disappointed by what he said "reads like a product description"."Other than the pilots' final conversation, there's nothing in it that really points to what caused the crash."He hopes more details will be made public in the months to come."This matters to us," Ali said. "We want to know exactly what happened. It won't change anything for us now, we continue grieving - just as we have since that day. But at least we'll have some answers."
The London-bound Air India flight 171 crashed into a suburban neighbourhood in the western Indian city of Ahmedabad shortly after take-off on 12 June, killing 241 of the 242 people on board and 19 others on the ground.A preliminary investigative report released on Saturday in India said fuel to the engines of the plane cut off just seconds after take-off. The circumstances around how or why that happened remain unclear.The report said that in recovered cockpit voice recordings, one of the pilots can be heard asking "why did you cut off?" - to which the other pilot replied he "did not do so".A final report into the crash is expected in 12 months.
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Shweta Parihar, 41, also wants answers. Her husband, Abhinav Parishar, 43, was on his way back to London. He was meant to fly later in the month but decided to come home early and ended up on the ill-fated flight.She laments that no investigation will ever bring her husband back."For those of us that have lost loved ones, we've lost them, they are not coming back," she said."What will they do in the investigation, tell us how it happened? The life of how many people, 250 passengers, what will they say, sorry? Everything is done, everything is finished."Parihar becomes emotional when she talks about the impact of the loss on her 11-year-old son Vihaan."He misses his dad badly," she said tearfully. Vihaan tells her that he won't fly Air India ever again.
Badasab Syed, 59, lost his brother, sister-in-law, and their two children in the crash.He was hoping for answers from the preliminary report, but after watching the news, said he was left with more questions."The report mentions the pilots discussing who turned off fuel and a possible issue with the fuel control switch. We don't know, what does that mean? Was this avoidable?"
Badasab Syed says his younger brother, Inayat Syed, 49 was the heart of the family. Losing him, his wife and children, has shattered the entire family. The grief has been especially difficult on his 83-year-old mother, Bibi Sab."Losing her son and grandchildren has made her weak. I think she is not able to even tell us how she feels," he said.
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Japan Airlines plane crash pilot's 'harrowing' last words before 520 people died
Japan Airlines plane crash pilot's 'harrowing' last words before 520 people died

Daily Record

time13 hours ago

  • Daily Record

Japan Airlines plane crash pilot's 'harrowing' last words before 520 people died

"The pilots were talking to each other in a state of deep distress because they didn't know what was going on and what they could do." The single deadliest air crash happened 40 years ago in Japan. ‌ The most shocking of recent times is the London bound Air India plane crash shortly after take-off in the western Indian city of Ahmedabad on June 12 of this year, killing 241 of the 242 people on board and 19 others on the ground. ‌ The largest number of deaths in an aviation incident was on March 27, 1977, when two 747s collided on a foggy runway on Tenerife North, formerly Los Rodeos Airport. 583 people were killed. ‌ In Scotland, Pan Am Flight 103 exploded over Lockerbie, killing all 259 people on board on December 21, 1988. However, the crash in mountainous terrain north west of Tokyo - in Ueno, Gunma, Japan, exactly 40 years ago today remains the deadliest involving a single aircraft, reports the Mirror. Amid the remains of the Japan Airlines plane and the souls that perished on board, investigators recovered the black box containing the cockpit voice recording which captured the terror of the pilots. ‌ Aviation journalist David Learmount, who has investigated and reported on air incidents for almost five decades, recalls how reading the CVR transcript was so harrowing that he was reduced to tears. Speaking on the 40th anniversary of the crash, David, a consulting editor on Flightglobal magazine said: "I've lost count of the number of CVRS I've listened to and transcripts I've read from accidents - and the Japan Airlines 123 remains the only one that ever made me cry. "The transcript was so harrowing I could not listen to the CVR. ‌ "The pilots were talking to each other in a state of deep distress because they didn't know what was going on and what they could do. "It wasn't just fear. They wanted to save their airplane, to save their own lives and the lives of everybody on board, and they didn't know what to do. You've never heard that kind of distress." On the anniversary, we remember the lives lost on the doomed flight. ‌ What happened? On Monday August 12 1985 Tokyo's Haneda Airport was crowded with thousands of people trying to get home. It was the eve of Obon - a Japanese Buddhist custom when most of the country traditionally honour their ancestors, often returning to their place of birth for family reunions. At 6.12pm, Japan Airlines 123 took off heading to Osaka, 400 kilometres to the west. The flight was filled almost to capacity. 509 passengers and a crew of 15. The flight time was 52 minutes. The most senior pilot on board was Captain Masami Takahama, 49. Takahama was was one of the airlines' senior training captains, and was supporting the First Officer Yutaka Saski, 39, who was captaining the flight. 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The captain instructed his first officer to turn to the right to head back to Haneda but he started banking too steeply. But no matter what the first officer did, he couldn't turn the plane back to wings level. ‌ Horrified Hiroshi Fukuda, the flight engineer could now see that hydraulic pressure has dropped. The plane had a complete hydraulics failure and there was no checklist to deal with this nightmare scenario. Flight 123 began to swing from side to side like a falling leaf - a nauseating movement for passengers. Without hydraulic power, the pilots could no longer control the pitch of the aircraft. It began plunging up and down hundreds of metres at a time in a terrifying rollercoaster cycle. Passengers began scribbling farewell notes to loved ones, which were later found in the wreckage. Using the engine power, they were able to slow down the erratic moments and even turn the plane momentarily. ‌ "By increasing engine power on the left side, the plane would turn to the right. Increasing power on the right side, the airplane would turn to the left. So that helped. However, they still thought they could attempt to control the plane manually, which they couldn't,' said David. And their altitude pilots were now dulled by hypoxia - having been too distracted to put on their oxygen mask. In the cabin, passengers were running out of oxygen. Their best hope was a controlled crash landing at Haneda, but the plane needed to lose altitude. The flight engineer suggested they could lower the landing gear without hydraulic power. For the first time since leaving Tokyo, the plane had now dipped below 20,000 feet. ‌ A lower altitude now brought a new danger. Straight ahead of the plane loomed a towering mountain range. The aircraft began diving at more than 18,000 feet per minute, 10 times the normal rate of descent. "Raise nose, raise nose.... power' were the captain's last words as the ground proximity alarm buzzed around him before the CVR cut out on impact. The pilots fought a losing battle for almost 30 minutes before the plane hit the Mount Takamagahara area, close to Mount Fuji. ‌ The right wing tip and its outermost engine hit the mountain ridge and was ripped off. The plane spun onto its back and careened into the mountainside at hundreds of kilometres per hour, igniting into an enormous fireball. Four miracle survivors - including a 12-year-old girl whose parents and sister were killed in the crash - were all seated at the back of the plane, where impact forces were not as great as at the front, and sheer luck protected them from flying debris. The investigation into the crash concluded that a faulty repair on the aircraft seven years earlier had ultimately caused the fatal malfunction. During a landing in Osaka in 1978, the pilot had pitched the plane's nose too high and slammed the tail into the runway. ‌ The rear pressure bulkhead, a critical structural component in aircraft, specifically designed to maintain cabin pressure, was severely damaged. Join the Daily Record WhatsApp community! Get the latest news sent straight to your messages by joining our WhatsApp community today. You'll receive daily updates on breaking news as well as the top headlines across Scotland. No one will be able to see who is signed up and no one can send messages except the Daily Record team. All you have to do is click here if you're on mobile, select 'Join Community' and you're in! If you're on a desktop, simply scan the QR code above with your phone and click 'Join Community'. We also treat our community members to special offers, promotions, and adverts from us and our partners. If you don't like our community, you can check out any time you like. To leave our community click on the name at the top of your screen and choose 'exit group'. If you're curious, you can read our Privacy Notice. Boeing engineers performed the botched repair - which led to a ever weakening structure. It wasn't a question of if it would fail, it was when. David said: "It was a patch-up job, not a repair. They took a shortcut trying to fix it and put the plane back in action.' ‌ Over time, repeated pressurisation while in the air put stress on the incorrectly repaired section. The cracks led to metal fatigue and ultimately, the separation of the aircraft's tail. By August 12, 1985, the plane had flown more than 12,000 times since the shoddy repair. But on that final fateful flight, the damaged bulkhead reached breaking point. ‌ The rapid decompression also ruptured hydraulic systems, rendering the aircraft uncontrollable, although the pilots tried desperately to prevent the inevitable. Boeing redesigned the tail of the 747, so that rapid pressure spikes in the tail plane would no longer cause the kind of structural failure which occurred on flight 123, and also redesigned the plane's hydraulic systems, so that the loss of the aircraft's tail would not result in the total depletion of all hydraulic systems. Japan Airlines also modified its maintenance procedures, putting in place stricter supervision of important repair work and making regular inspections more thorough. ‌ Although the crash was Boeing's fault, the airline bore the brunt of national fury. After the crash, Japan Airlines paid 780million yen ($7.6million) to the victims' families - not as compensation, but as 'condolence money'. The company decided against taking criminal action against Boeing. Japan Airlines president Yasumoto Takagi resigned from his post. The company's maintenance manager, Hiroo Tominaga, died by suicide. Susuma Tajima, the engineer who checked and cleared the 747SR for takeoff before its final flight, also took his own life after the crash. ‌ "Careless Boeing engineers were to blame, ' said David. 'But this was the company culture. The culture is set by the people at the top. It always does. It happens in every organisation. And they made such shortcuts and shoddiness permissible." In recent years, Boeing has been at the centre of several controversies regarding the safety of of its planes after two fatal crashes. And history appeared to eerily repeat itself after had a mid-flight blowout of a door plug, due to poor safety checks. It was a miracle no one was killed. The incident, which occurred shortly after takeoff from Portland, Oregon, resulted in a gaping hole in the fuselage. The NTSB, investigating the incident and has pointed to systemic failures within Boeing. The company said they are working on strengthening safety and quality across their operations.

Buoyant, the size of a lentil and almost impossible to recover: how nurdles are polluting the oceans
Buoyant, the size of a lentil and almost impossible to recover: how nurdles are polluting the oceans

The Guardian

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  • The Guardian

Buoyant, the size of a lentil and almost impossible to recover: how nurdles are polluting the oceans

When a Liberian-flagged container ship, the MSC Elsa 3, capsized and sank 13 miles off the coast of Kerala, in India, on 25 May, a state-wide disaster was quickly declared. A long oil slick from the 184-metre vessel, which was carrying hazardous cargo, was partially tackled by aircraft-borne dispersants, while a salvage operation sealed tanks to prevent leaks. But almost three months later, a more insidious and persistent environmental catastrophe is continuing along the ecologically fragile coast of the Arabian Sea. Among the 643 containers onboard were 71,500 sacks of tiny plastic pellets known as nurdles. By July, only 7,920 were reportedly recovered. Millions of these plastic balls have continued to wash ashore with the fierce monsoon storm surges that demolished a stretch of palm-fringed beach in Thiruvananthapuram, Kerala's capital, in June. They lie scattered by the sea-facing Catholic church at Vettukadu and in tide lines on the beach, where giant jute bags of them, gathered by volunteers, await collection. Lightweight, buoyant and almost impossible to recover, they will circulate in moving sand and ocean currents for years, experts say. 'The nurdles haven't just polluted the sea – they've disrupted our entire way of life,' says Ajith Shanghumukham, a fish worker in the town. A fishing ban, imposed after the spill by local authorities in four Kerala districts, has since been lifted but fears over contamination have hit fishing communities already struggling with declining fish populations and the changing climate's intensifying storms. 'Very few people now venture out to sea because the local markets simply aren't buying fish,' says Shanghumukham. Those who do report nets full of nurdles and declining catches. 'People continue to worry about contamination,' Shanghumukham says. While 100,000 fishing families received compensation of 1,000 rupees (£8.50) from the state, this represented less than a week's income for most. 'The crisis has plunged many families into poverty,' he says. Nurdles, a colloquial term for the plastic pellets, are the raw material used for nearly all plastic products. Lentil-sized, at between 1-5mm, and thus potentially classifying as microplastics, or fragments smaller than 5mm, they can be devastating to wildlife, especially fish, shrimps and seabirds that mistake them for food. They also act as 'toxic sponges' attracting so-called forever chemicals such as PCBs and PFAs in seawater on to their surfaces, and also carry harmful bacteria such as E coli. 'When ingested by marine life, these pellets introduce a cocktail of toxins directly into the food web,' says Joseph Vijayan, an environmental researcher from Thiruvananthapuram. 'Toxins can accumulate in individual animals and increase in concentration up the food chain, ultimately affecting humans who consume seafood.' Microplastics have been found in human blood, brains, breast milk, placentas, semen and bone marrow. Their full impact on human health is unclear, but they have been linked to strokes and heart attacks. The spill's location and timing could not have been worse, Vijayan says. Nearly half of India's seafish are landed in the Malabar upwelling region, where the shipwreck happened. And Kerala's turbulent monsoon season, from June to August, which has hampered clean-up operations, is a time of great marine productivity, when rising nutrient-rich waters bring blooms of plankton, the foundation of the marine food web. Worryingly, following the Keralan spill, there have been reports of nurdles once again washing up on beaches in Sri Lanka, a reminder of the worst recorded plastic pollution spill in history when the X-Press Pearl container ship, carrying chemicals, caught fire and released 1,680 tonnes of nurdles into the sea off Colombo in 2021. The Kerala disaster, the latest in a series of pellet spills, has again exposed huge gaps in accountability, transparency and regulation in the plastics supply chain, environmentalists say. Dharmesh Shah, a Kerala-based plastics campaigner at the Centre for International Environmental Law, says: 'These spills expose the transboundary nature of pellet pollution, affecting countries regardless of their role in plastic production. 'They reveal a chronic lack of enforceable global standards across the supply chain – from production to transport – coupled with inadequate transparency, reporting and accountability.' Sekhar L Kuriakose, of the Kerala State Disaster Management Authority, estimates the clean-up could take up to five years. The state has filed a $1.1bn (£820m) compensation claim against MSC. The container shipping company MSC, which chartered the vessel, along with the owner, have filed a counterclaim, disputing jurisdiction and seeking to limit their liability. But the consequences of nurdle spills are being felt globally. In March, nurdles washed up on Britain's Norfolk coast after a container ship collided with a tanker in the North Sea. In January 2024, millions of pellets washed up on Spain's Galician coast. Communities can wait years for compensation. It took until last month for Sri Lanka's highest court to rule that the X-press Pearl's Singapore-based owners owed $1bn compensation for the 2021 sinking's 'unprecedented devastation to the marine environment' and economic harm. At least 445,000 tonnes of nurdles are estimated to enter the environment annually worldwide; about 59% are terrestrial spills, with the rest at sea. The number of big nurdle spills at sea is increasing, according to Fidra, a Scottish environmental charity. With plastic production expected to triple to more than 1bn tonnes a year by 2060, along with more frequent and intense storms, the threat is expected to grow, with some 2tn nurdles spilling into the environment a year. Yet no international agreements exist on how to package and transport nurdles safely, or even to classify them as hazardous. This week, delegates from more than 170 countries are meeting at the UN's plastic pollution talks in Geneva, in an effort to resolve deep divisions over whether plastic production will be included in a final treaty. Campaigners hope successful talks will allow a global approach to pellet loss, packaging, transportation and legal accountability. Amy Youngman, a lawyer at the Environmental Investigation Agency, says: 'Because of the biodiversity in the area, the Kerala spill is devastating. But coming four years after the X-Pearl Xpress, it was foreseeable.' One problem, she says, is that ships are not required to disclose they are carrying pellets. Another is the failure to recognise harm when spilled. 'They are not seen as hazardous or dangerous material so they are shipped like any other produce,' she says. Human error causes most spills, she says, adding that laws on handling and storing pellets could reduce spills by 95%. A research paper published in June co-authored by Therese Karlsson, a scientific adviser for the International Pollutants Elimination Network, showed that plankton may well have been malformed after exposure to leached chemicals from plastic and burnt plastic debris from the X-Pearl Express. Of 16,000 chemicals in plastic, 4,000 are known to be hazardous. 'But for more than 10,000 of them we don't know the health impacts,' she says.

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