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Delhi to Goa IndiGo flight makes emergency landing in Mumbai after engine failure: Report
An IndiGo flight from Delhi to Goa had to make an emergency landing at Mumbai airport after an engine failure, as reported by PTI News agency.
This mid-air incident follows the tragic Air India crash in Ahmedabad over a month ago, which claimed the lives of all but one of the 242 people on board and 19 others on the ground, marking India's deadliest aviation disaster in a decade.
Aircraft declared 'full emergency'
The IndiGo flight, an Airbus A320neo, safely landed at Mumbai airport at 9:52 pm after declaring a full emergency due to an engine failure.
Details on the number of passengers on board were not immediately available.
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'Full emergency declared for IndiGo flight 6E-6271, operating on the Delhi-Goa route after it was diverted to Mumbai due to one engine failure,' a source was quoted as saying by PTI.
(This is a developing story)
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India Today
13 hours ago
- India Today
Engines dead, pilots glided plane for 120km over ocean, saved 306 lives
"Mayday, mayday, mayday. We have lost both engines due to fuel starvation. We're gliding now," transmitted 28-year-old First Officer Dirk DeJager over the emergency frequency. It was August 24, 2001, and Air Transat Flight 236, an Airbus A330, with 306 people onboard, was in distress. It was powerless, and flying at 39,000 feet over the Atlantic Ocean, and still 120 kilometres short of the nearest runway in the Azores archipelago, 1,400 kilometres off the Portuguese coast and about 1,500 kilometres from Lisbon, the scheduled plane was on a 7-hour flight from Toronto in Canada to Portugal's Lisbon. It was almost 5 hours into the flight that the pilots realised that a fuel leak had killed one minutes after the right-hand engine flamed out, the second engine died out too. What followed was not a crash but a miracle, now known as the Miracle on the Azores. An emergency descent over the dark, freezing Atlantic, with a plane gliding for 120 km with two flamed-out trans-Atlantic flight could land safely only because of the sheer brilliance and composure of Captain Robert Piche, with First Officer Dirk DeJager backing him every second of the way, in what is now known as the Miracle on the 306 souls on board, including the crew, survived. It was a textbook glider landing and created the world recordUnlike the famed "Sully" landing on the Hudson River in 2009, when both engines failed due to a bird strike shortly after takeoff, the Air Transat flight lost power mid-Atlantic and had to glide for nearly 120 kilometres before Transat Flight 236's landing sounds easy now. But inside that aircraft, the calm was paper-thin. The passengers had been told to brace for a ditch. The Atlantic below was black, cold, and unforgiving. Most believed they were about to die. And yet, in the cockpit, Piche and DeJager fought back against a total engine flameout, hydraulic system loss, electrical failure, cabin depressurisation, and the challenging physics of a powerless a quarter-century later, aviation scares have made their momentary appearances in news headlines. That's after the crash of Air India Flight 171 in Ahmedabad, where a Boeing 787 Dreamliner plunged just 32 seconds after takeoff, killing 241 on board and 29 on the ground, with only one survivor onboard. The investigation into the Air India crash is on and India's Aircraft Accident Investigation Bureau has released a preliminary to an analysis, the pilots of Flight 171 faced a situation that no aviation course prepares crew for. The plane's digital control system, Fadec, over-rode the cockpit crew, and the pilots valiantly tried to reverse the situation by moving the fuel switches from RUN to CUT to RUN even as the plane started to lose altitude. Their effort actually might have worked had the plane gained some more the news of recent scares, aviation remains one of the safest and efficient modes of travel, and pilots do everything in their capacity for a safe and relaxing what the pilots of Flight 236 did in 2001 when they realised that both the engines had flamed out with the nearest airstrip still over 100 kilometres away."When you don't have that other engine, sooner or later you're going to go down, you know... That's just about it. You don't have time to think about anything else than taking care of the safety of the passengers. You do as you've been taught," Captain Piche said after returning to Flight 236 from Toronto to Lisbon, quick thinking, skills, and calm came together to glide the 250-tonne aircraft for nearly 120 kilometres, engine-less, over an open ocean, and land it safely. Air Transat Flight 236 was scheduled to fly for about 7 hours from Toronto to Lisbon. It was carrying holidayers bound for the tropical sun of Portugal. (Image: Google Earth/Author/India Today) FUEL TROUBLES OVER MID-ATLANTIC TURNED AIRBUS A330 INTO A GLIDERadvertisementAir Transat Flight 236 took off from Toronto Pearson International Airport at 52 minutes after midnight on August 24, 2001, for Lisbon, Portugal's capital. There were 293 passengers and 13 crew members aboard the Airbus A330-243, one of the most advanced twin-engine jets at the appeared normal until the aircraft crossed into the mid-Atlantic is a stretch of sky where aircraft are farthest from any airports, runways, or even remote, unpaved landing strips. It was here that the pilots began noticing unusual fuel imbalance the pilots didn't know at the time was that a fuel pipe on the right engine had started leaking, caused by an improper maintenance replacement of the hydraulic pump of shutting down that engine immediately, which would have isolated the leak, the crew attempted to correct the fuel imbalance by transferring fuel between tanks. The transfer of fuel to the leaking engine only worsened the fuel left to burn, the right engine died out soon. The pilots declared a fuel emergency and began descending toward Lajes Air Base, a military-civilian airport on Terceira Island in the Portuguese Azores, some 130 kilometres six minutes later, disaster truly struck. The left engine too flamed both engines dead, the A330 lost its main source of electrical power and hydraulics. Though a backup Ram Air Turbine (RAT), a small wind-powered generator, was deployed to provide emergency power, the aircraft had now effectively become a big powerless glider. According to CCTV footage, the Air India Boeing 787-8 deployed its ram air turbine (RAT) in a bid to have some power, so the flight could be steered to safety. (Image: Social Media) FREEFALL FROM 39,000 FEET; CAPTAIN'S 16,000 HOURS OF EXPERIENCE TAKES OVERAt the time of the double engine failure, Flight 236 was at about 39,000 feet. From that height, the plane could glide about 27 to 31 kilometres for every 1,000 feet it lost in actually, glide distance depends on wind, turbulence, how heavy the plane is, and how it's set rudder, reverse thrusters, and flaps, which could have aided in slowing down, steering, and stabilising the aircraft, were not working due to the total engine failure. The pilots had to rely only on controlling the aircraft's nose, up or down, to manage their glide the aircraft was effectively a powerless glider in the hands of the pilots. The 48-year-old Captain, Robert Piche, had 16,000 hours of flying experience. Piche's unusual experience was that he had served 16 months of a 5-year prison sentence (released in 1986) for smuggling a small plane full of marijuana into the began a gentle but steady descent toward followed was 19 minutes of nail-biting silence, broken only by cockpit coordination and pilots managed all aircraft movements manually. They kept tabs on speed, rate of descent, and course without the assistance of engine thrust or the modern hydraulics impaired, flight control responses were pressure was lost and oxygen masks deployed. Electrical systems went offline. Flight attendants braced passengers for a possible ocean ditching. The sea below was hostile, it was dark, and there were no ships nearby. Water landing was one of the options but considered yet, somehow, the A330 made it. How? Before the Azores emergency landing, Piche had flown for regional airlines, served prison time for smuggling marijuana by plane, was later pardoned, and rose to become an Airbus A330 captain at Air Transat. (Image: Robert Piche) NO THRUST, NO SECOND CHANCE, HOW PILOTS LANDED 250-TONNE DEAD JETAs the aircraft neared Lajes Air Base, Piche had the task of landing the 250-tonne wide-body jet without thrust. No go-around, no second the engines were dead, the plane would lose speed quickly. So Captain Piche chose a steep approach and waited until the final moments to lower the wheels. While the landing gear did come down, the nose gear didn't extend landing had to be partially chin-up. However, Piche maintained the speed and made sure the aircraft could still glide far align with the runway despite strong crosswinds and limited control, Captain Piche performed a 360-degree turnaround. In doing so, the aircraft lost some desired altitude too. Then, the S-shaped glide manoeuvre was performed, which helped the aircraft to stabilise its speed and shed off excess altitude. The runway lights were in the powerless A330 was positioned for then, emergency teams and fire trucks were already lined up beside the runway, ready to respond the moment the plane touched 06.45 UTC, the A330 touched down hard on Runway 33 at Lajes, bouncing once, but staying on the 3,300-metre runway. The jet came to a halt after over 2,000 metres, with brakes, spoilers, flaps and reverse thrust all had glided more than 120 kilometres without 306 people on board survived the emergency landing, with only two sustaining minor injuries. The safe evacuation using inflatable emergency slides was quick and orderly. The high-stress landing was a miraculous end to a near-catastrophe. Two of the three landing gear sets were destroyed during the hard landing, but all 306 people on board were safely evacuated. (Images: FAA) INVESTIGATION REVEALS FATAL MAINTENANCE ERROR IN MONTREALAviation authorities immediately launched an was soon found that the fuel leak had been caused by a faulty part installed during maintenance in Montreal. The part used was incompatible with the engine, and belonged to a different model of crew, while credited with saving all lives onboard, did not go uncriticised. The BEA (Bureau of Enquiry and Analysis for Civil Aviation Safety) concluded that had the fuel leak been diagnosed earlier, the crisis could have been avoided Transat was fined CAD 250,000 for improper maintenance procedures. The airline later revised its training and Piche and First Officer DeJager, meanwhile, were hailed as heroes. Airbus engineers reportedly said it was "the longest dead-stick glide of a commercial airliner in aviation history".And for the passengers that night, life was never the described it as a second birth, yet the trauma left lasting they kept the gift of life, the psychological toll was profound, even if it could never compare to the unbearable loss endured by the families of the Air India crash Miracle on the Azores shows how experience and skill come to the rescue when gadgets fail. Though avionics are developing fast, it all ultimately rests with the human beings in the cockpit, two beating hearts and cool minds. Investigators found the fuel line cracked (right) because it rubbed against a hydraulic line due to a wrongly installed engine part belonging to a different aircraft model. A passenger after the emergency landing said he didn't slide down the inflatable, he ran down it. (Images: FAA) GLOSSARY: WHAT IS REVERSE THRUST, WHAT IS WIDEBODY JETWidebody Jet: A plane with two aisles inside, allowing more seats and space. They are typically used for international or long-haul Air Turbine (RAT): A small, foldable turbine that pops out during emergencies to generate power from the System: A network of pumps and fluid-powered lines that move key parts of the aircraft, like brakes, landing gear, and flight Gear: The front wheel of the landing gear. It helps steer the aircraft while on the ground and supports the nose during landing. A labelled side-view diagram of an aircraft in landing configuration, showing the deployed Ram Air Turbine, nose and main landing gear, spoilers, and flaps. (Image: Author/India Today) Dead-stick Glide: Flying and landing an aircraft without engine Hinged parts on the back edge of the wings that increase lift, helping the plane take off and land at slower Flat panels on the top of the wings that rise to reduce lift and slow the plane down, mainly used during descent and after Thrust: A feature that redirects engine thrust forward to slow the plane after landing. Without it, stopping requires more When a pilot aborts a landing and circles back to try again.- EndsTune InMust Watch
Time of India
a day ago
- Time of India
Eight air accidents killed 274 people this year: Govt data
The government on Thursday said there have been eight air accidents that killed 274 people in the country so far this year. Apart from the Air India plane crash on June 12 that killed 260 people, there were three trainee aircraft accidents and four helicopter accidents. Explore courses from Top Institutes in Please select course: Select a Course Category MBA Leadership Product Management Data Analytics Data Science Management Cybersecurity Finance Others others Healthcare Degree healthcare Data Science CXO Artificial Intelligence Technology Design Thinking PGDM Digital Marketing Project Management MCA Public Policy Skills you'll gain: Analytical Skills Financial Literacy Leadership and Management Skills Strategic Thinking Duration: 24 Months Vellore Institute of Technology VIT Online MBA Starts on Aug 14, 2024 Get Details Minister of State for Civil Aviation Murlidhar Mohol told the Lok Sabha that the cause of these accidents is under probe by the Aircraft Accident Investigation Bureau (AAIB). by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like This Could Be the Best Time to Trade Gold in 5 Years IC Markets Learn More Undo "There have been a total of 08 accidents (involving 1 scheduled aircraft, 3 trainee aircraft and 4 helicopters) reported in the year 2025 (till date)," he said in a written reply. On April 22, one person was killed in a helicopter accident in Gujarat, while on May 8, six people died in a chopper crash in Uttarakhand. In another helicopter accident in Uttarakhand, seven people were killed on June 15. Live Events As many as 84 people were injured in the eight accidents, including 81 persons in the Air India plane crash. In a separate written reply, Mohol said a total of 18 accidents involving Indian civil registered scheduled aircraft have been reported from 2015 till date. "Payment of compensation to the passenger or next of kin in case of death or bodily injury to the passenger, caused by air accident /incident is governed by the provisions of Carriage by Air Act, 1972. "India has ratified the Montreal Convention, 1999 by making amendments to the Carriage by Air Act, 1972 in 2009. As per the said act, the liability of payment of compensation in case of death, delay, damage or loss to persons, baggage or cargo for international carriage, is of the carriers," Mohol said.
New Indian Express
2 days ago
- New Indian Express
Going beyond blame game to address fear of flying
Not a day has passed since the Air India crash in Ahmedabad when there has not been an incident involving planes—takeoffs aborted, aircraft skidding off runways, engines catching fire, flights returning to base after takeoff, cancellations, and diversions to other airports due to technical glitches have almost become routine. We also had six helicopter crashes involving pilgrims in Uttarakhand in this period, out of which two were fatal accidents. No wonder a sense of foreboding pervades the public's mind. The vivid live video of the Boeing 787 Dreamliner fireball and images of its aftermath are still haunting the imagination of the nation and the world. Though more people die in road and train accidents in India than anywhere else in the world, people are asking, 'Is it safe to fly?' This is why we have to look at the larger picture of Indian aviation today. First, of course, is Air India. The preliminary investigation report into its flight 171 crash has raised more questions than answers. It has stoked conspiracy theories and TV-presenters-on-steroids are working overtime sowing confusion. Aspersions are being cast by the pilots' association on the integrity and fairness of the probe agencies. Charges are being levelled that the truth has already been made a casualty. Given the trepidation in the air, the aviation ministry and Directorate General of Civil Aviation must do everything to earn the confidence of the public and the aviation community. They must speedily conclude the full investigation and publish the report for public knowledge. The cause of the accident must be established without fear—to learn from and avoid future disasters. For itself, Air India has to get its act together fast and earn back the reputation of its glory days during JRD Tata's charismatic leadership in the pioneering phase before independence. The airline lost its sheen and glamour after nationalisation and JRD's exit from the airline. It has had never-ending woes ever since.
