Coimbatore girl secures AIR 40 in NEET but name missing from official rank list
N Abishya
COIMBATORE: A Coimbatore girl has secured All India Rank (AIR) 40 in NEET 2025 with 680 marks, but her name was not reflected on the official rank list released by the
National Testing Agency
(NTA).
According to the NEET 2025 results declared by NTA on Saturday, six students from
Tamil Nadu
secured ranks within the top 100 at the national level.
Among them was Soorya Narayanan S from Tirunelveli, who was declared the state topper with 665 out of 720 marks and secured AIR 27.
However, N Abishya of Selvapuram in Coimbatore scored 680 marks -- 15 marks more than the declared state topper -- and secured AIR 40. Despite her higher score, her name was not featured on the top 100 rank list published by the agency.
Her father, Nelson, said that they had sent an email complaint to the NTA seeking clarification regarding the discrepancy. 'This was her third attempt. She scored 570 marks last year,' he added.
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And with this in mind, I will highlight some red flags that have consistently been raised by senior commanders, directors, experts, analysts, company insiders and the entire aviation community over the last several years, both when the airline was under government control and during the last three years and a few months under Tata management. This newspaper has been consistently highlighting many of these in both news articles and edit page pieces, so readers might find some of this repetitive. All Indian aviation fatalities on govt flights A letter by a whistleblower sent to the Tata chairman in 2022 had pointed out a very important fact. If one takes a closer look at fatalities in India's aviation sector, it is worth noting that all deaths that have occurred have been on Air India and other government owned carriers. Since the late 1980s, a total of 586 lives (not including the latest crash) have been lost on account of government owned and run airlines. 133 lives were lost in 1988 when an Indian Airlines aircraft crashed in Ahmedabad, followed by 92 fatalities in an Indian Airlines crash in Bengaluru in 1990, the 1991 Indian Airlines Imphal crash with 69, Aurangabad Indian Airlines with 55 fatalities, Alliance Air Patna crash with 60, Air India Express Mangalore crash with 158 and Air India Express crash in Calicut with 18 deaths. This latest accident, albeit the first one for Air India per se, takes the total toll to 860 or so. Compare this with Jet Airways with a 25-year history but no fatalities to its account or IndiGo's 18 year fatality free run. The facts speak for themselves. Had the airlines peppered with fatalities on their flying record been private entities, would they continue to be in business today is a question worth pondering. A July 2021 safety and quality report prepared for private use by Talace Private Limited as part of the Tata's due diligence before buying Air India also raised many red flags and concerns. To summarise a 87-page report in this column is almost impossible but suffice to say that the report has four key findings that the Tata run management is already seized of: that safety and quality function in Air India and Air India Express is 'perfunctory and its contribution to the organisation is minimal', that recommendations of courts of inquiry into past accidents have been 'systematically ignored' and pointing out that had these been followed subsequent incidents and accidents could have been avoided, that quality assurance audits take place when not needed and do not take place when needed and asserts that flight data monitoring is inadequate and unable to ensure a change in operations to prevent incidents from recurring. Despite this not-so-happy situation, the Tata group went ahead and bought the airline. The question that arises is what did the new management do about all the issues raised by this report. Have past court of inquiry recommendations been implemented as they ought to or has the sheer complexity of what is required (a Pandora's box) forced a gloss-over? The question becomes pertinent in the face of the June 12 disaster. But if reports tend to be ignored, gathering dust, almost as soon as they are written, the Tata chairman, the board of Air India, DGCA, MOCA and several top government officials cannot deny that they have faced a barrage of complaints, warnings and advice through letters and emails from mostly anonymous senior commanders of the airline acting as whistleblowers ever since Campbell Wilson and his new team have taken charge. Virtually no week has gone by in the past three years where someone has not raised safety and violation of training procedures related concerns through all routes available to them, often dismissed by senior management as rantings of disgruntled staff. Some of these have forced DGCA to goad the management into on-the-surface action : the recent dismissal of a simulator trainer instructor ( was a case in point. Has the management delved deeper into the matter and fixed responsibility as it should ? We don't know. This is just one of innumerable instances the airline has been afflicted by in the last three years. Let me end by saying that almost no article would have appeared on Air India in this newspaper which did not ad-nauseum highlight and express safety or training standard related concerns and violations in the last year or so (readers interested enough can Google and read articles written by this writer in Fortune magazine as well). Several concerns of DGCA and its present functioning have also been raised from time to time including a suggestion to abolish the DGCA in its existing avatar ( and replace it with two brand new regulators. I'd like to add here that senior commanders who constitute the 'we-told-you-so' gang have also fallen silent, refraining with dignity from any gloating, post the accident as many of them put themselves in the shoes of their two peers, who perished while trying to save theirs and the 240-odd lives entrusted to them. The magnitude of the disaster and the replaying of those 33 seconds (for which the airplane was in the air) in many minds has been humbling for the sector as a collective. While the two troubling aspects (Air India practices or DGCA inefficiencies) highlighted above may or may not be directly linked to what has led to this recent crash, these are worth repeating in the interest of the SOPs the latest high level committee formed post the accident hopes to put in place to prevent future similar catastrophes. The time to act is now.
