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First Post
22-07-2025
- General
- First Post
Air India plane catches fire after landing in Delhi from Hong Kong
An Air India aeroplane's auxiliary power unit caught fire after landing at the Delhi airport from Hong Kong. All passengers and crew are said to be safe. read more An Air India Airbus A321 aircraft takes off at the Sardar Vallabhbhai Patel International Airport in Ahmedabad, India, on June 17, 2025. Reuters File An Air India aeroplane caught fire at the Delhi airport after landing from Hong Kong. An Air India plane's auxiliary power unit caught fire after landing at Delhi airport from Hong Kong, the PTI news agency quoted an official statement as saying. All passengers and crew in the aeroplane are safe, the statement further said. This is a developing story. It will be updated as details emerge.
Indian Express
19-07-2025
- Indian Express
AI crash: Probe looks for vital clues of electric malfunction in tail wreckage
INVESTIGATORS probing the June 12 Air India AI-171 disaster are closely examining the Boeing Dreamliner wreckage which hold 'vital clues' to what could have gone wrong in the 26 seconds the flight was airborne after lift-off from Runway 23 of the Sardar Vallabhbhai Patel International Airport in Ahmedabad. Officials aware of the probe said the wreckage of the empennage or tail assembly of the aircraft showed signs of a 'contained electric fire' but restricted to only a few components located in the rear. The tail had disengaged and remained largely unaffected by the post-crash explosion and fuel fire which had charred the rest of the aircraft body. The officials said components located in the tail have been identified and safely stored at a location in Ahmedabad. 'They hold the key for a detailed analysis of a possible malfunction in the electric supply of the aircraft during lift off,' an official told The Indian Express. The aft Enhanced Airborne Flight Recorders (EAFR) or the rear black box found from the rooftop of the BJ Medical College hostel mess building on June 13 had suffered extensive internal thermal damage, the officials said. The July 12 preliminary report of the Aircraft Accident Investigation Bureau, an office under the Ministry of Civil Aviation, pointed to this and said data from this 'could not be downloaded through conventional means'. When it was opened to inspect the memory card, the 'damage was extensive'. In contrast, the forward EAFR or the front black box, was found 'burnt and covered in soot' from the charred wreckage debris on June 16, and the AAIB was able to retrieve data from this, the report said. According to the officials, both the black boxes are housed inside robust, anti-corrosion material casing to withstand high temperatures or impact. While the rear black box relies on the aircraft's main electrical system for power, the front black box has an independent battery to ensure it continues recording even in case of power shut down. Flight data downloaded from the front black box contained 'approximately 49 hours of flight data and 6 flights, including the event flight', the preliminary report said. The audio recovered from this, including the crash event, was two hours long. The officials said the aircraft's tail suffered the expected crash impact when it made contact with the hostel mess building. But this was not the rare kind of damage where the aft EAFR (rear black box) should have been damaged beyond salvage, they said. 'It needs to be probed if the electric fire in the tail was due to a fault that originated in one of the flight components when it began rolling for take-off, or was it purely a fire following the impact… The fire was contained in the tail section, which, despite being embedded in Building A (hostel mess), did not spread to the structure or its electrical framework,' the official said. Besides the rear black box, the Auxiliary Power Unit (APU) located in the tail as well as the transducers and rudders of the plane are being examined, the officials said. The investigators have recovered the APU from its compartment in an 'intact condition', the preliminary report had said. It is critical to investigate the electrical fire, especially since the crew of the previous flight AI-423 from Delhi to Ahmedabad had logged a Pilot Defect Report for a status message 'STAB POS XDCR' (Stabilizer Position Transducer – a sensor located in the tail) in the technical log. This was troubleshooted by the Aircraft Maintenance Engineer in Ahmedabad before clearing the flight for AI-171 at 12.15 pm on June 12. 'Any malfunction of the electrical system that originated before the flight became airborne could have led to disruption of interconnected flight sensors and, in a cascading effect, triggered incorrect data to the ECU (Engine Control Unit) of the flight to cut off fuel supply… The APU also made an auto logic start after fuel supply transitioned back to 'Run' from 'Cut-off', which indicates it had been on during the take-off to have more thrust during take-off on a hot day in Ahmedabad…,' the official said. ahmedabad plane crash, Air India 171 crash, Air India flight crash, Air India crash, air india, plane crash, plane crash ahmedabad, air india crash, air india plane crash, ahmedabad, air india flight crash, plane crash in ahmedabad, plane crash news, ahmedabad flight crash, ahmedabad news, ahmedabad plane crash, air india news, plane crash, air india flight, flight crash, ai171, air india crash, latest news, ahmedabad flight, ahmedabad to london flight, air india ahmedabad, air india share price, air india plane, ahemdabad plane crash, airindia, gujarat plane crash, meghaninagar, airplane crash, flight crash news It is 'pertinent' that the rear black box, along with the Stabilizer Position Transducer, is located in the tail, along with the APU. 'When the aircraft is on the ground, APU batteries start the APU generators. The APU generator powers the two generators on each of the two engines to start the engines. Once in flight, APU's two generators are secondary power for the flight or used for in-cabin power,' the official said. Recalling that APU malfunctions had led to a brief grounding of the 787 series Dreamliner fleet in 2013, the officials said, the fleet was pressed back into service when the FAA (Federal Aviation Administration) approved the new design of APU battery. 'The component is among the significant parts being examined now. This aircraft was pressed into service the same year after the FAA approved the new design,' the official said. The testimony of the lone survivor Viswashkumar Ramesh about 'flickering cabin lights' also supports the possibility of electric malfunction, with systems switching between the main power, back-up generator, and attempted relight of systems within a few seconds, the officials said. On July 17, The Indian Express had reported that the investigators were examining the history of technical snags and the possibility of system malfunction that can impact the FADEC's (Full Authority Digital Engine Control) Engine Control Unit (the brain of the aircraft) to trigger 'uncommanded' actions. 'Both engines of the flight were starved of fuel within seconds of being airborne and quickly began to decelerate… The electrical signal of transition to fuel cut-off mode, recorded in the flight data, is at the centre of the probe, which is why FADEC actions are crucial. By design, FADEC reacts to cascading malfunction in data input by triggering fuel cut off to protect engines in compromised system conditions,' the official said. The state of the body of the flight attendant found 72 hours from the BJ Medical College building after the crash in the crew deck area of the rear fuselage also points to the cause of her death. 'It was not caused by the explosion and fire like the other passengers whose bodies were charred beyond recognition. She did have some burns, which were from the fire from the aircraft's electrical system that was brought under control when the fire-tenders arrived. But she was identified through her clothes…,' he said. An official of the Gujarat government, who was involved in the post-crash response, told this newspaper that the body was found in a highly decomposed state with post-mortem burn injuries. 'The flight attendant in the rear of the plane likely died due to impact injuries. She would have been seated in the brace position and was partially affected by the fire in that section. Her body was highly decomposed due to lapse of time and the extinguishing agents used to put out the fire after the crash. Fragments of her uniform saree, made of a synthetic blend, were visible for identification.'
Indian Express
13-07-2025
- Indian Express
Tail lodged in mess wall, left engine stuck in hostel building: 5 structures that bore brunt of AI 171 crash
On June 12, around 1.38 pm, the Boeing 787-8 Dreamliner passenger aircraft, designated Air India flight AI 171, took off from Runway 23 of Sardar Vallabhbhai Patel International Airport in Ahmedabad, bound for London Gatwick. It crashed less than a minute into its flight in the middle of the congested Meghaninagar residential area, flying in the South-West direction, says the preliminary investigation report of the Aircraft Accident Investigation Bureau (AAIB) made public post-midnight on Friday. A major part of the crash site, located around 1.6 kms from the runway, and surrounded by a number of key government institutions, comprises the hostel buildings and mess of the Byramjee Jeejeebhoy (BJ) Medical College – said to be the oldest medical college in the state. As per the report, the elongated wreckage site covers an area of roughly nine acres (1000 ft x 400 ft), all of it located on the medical college premises. The exact crash site comprises seven buildings — two buildings of a Mess Hall complex and five residential hostel buildings – of which five were impacted. These accommodated more than 150 medical students and doctors, who have since been moved to other accommodations. The crash site, technically, also includes the road outside the hostel premises since a few people lost their lives while passing through the area at the time of the disaster. Just behind the crash site is the compound of the Military Hospital (Armed Medical Corps) and a residential neighbourhood comprising 52 buildings of the Government Housing Board. To the right of the crash site is the State Reserve Police's (SRP) Ghoda Camp. Exactly next to the crash site lies the National Institute of Occupational Health (ICMR-NIOH) whose compound wall was breached by parts of the aircraft. And just 500 metres ahead in the flight path lies the 1,200-bed Woman, Child and Super-specialty Hospital inside the Medicity campus, which also houses the Mortuary Complex that became the site of grief for the families of the deceased in the days following the crash. Here is a breakdown of the AAIB report on the layout of the crash site and the debris field: In Point 5, titled 'Damages', the report stated, 'The Aircraft was destroyed due to impact with the buildings on the ground and subsequent fire. A total of five buildings were impacted and suffered major structural and fire damages.' These buildings, from North to South, are the Mess Building, and four residential hostel buildings viz. Atulyam-4, Atulyam-3, Atulyam-2 and Atulyam-1. There was no damage to the sixth building on the same premises, Atulyam-8, which is located next to the mess building. This building was declared habitable and handed over to the medical college. It was also used as a base of operations of teams of the 6th Battalion of the National Disaster Response Force (NDRF) during the rescue and retrieval operations in the aftermath of the plane crash. Point 6 of the report, titled 'Wreckage and Impact', stated, 'After takeoff, the aircraft impacted the BJ Medical College hostel which is 0.9 nautical miles (NM) from the departure end of Runway 23. The Emergency Locator Transmitter (ELT) was not activated during this event.' The report said, 'As the aircraft was losing altitude, it initially made contact with a series of trees and an incineration chimney inside the Army Medical Corps compound before impacting the northeast wall of the Building A. The distance between the tree on which the aircraft made its initial contact and the point on the Building A where the aircraft impacted is 293 ft. The tree and chimney mentioned in the report can be seen clearly from this area, which the Indian Express reported about earlier. These are the Government Housing Board apartments in Meghaninagar, located behind the IGP compound in which the hostels are located. The terrace of the society, especially Block-1, located just behind the BJMC's Mess Hall, has a clear view of the fag end of the crash site. The wings of the aircraft shaved off the tops of the trees right next to the building, hit a chimney stack on the military hospital premises located next door, and then hit the hostel building (mess). This was corroborated by several residents who were among the first to witness the crash. 'As the aircraft moved forward, it continued fragmenting and collided with other structures and vegetation. The impact witness marks on the building and airplane indicated a likely nose-up attitude (about 8°) and wings level. The vertical stabiliser separated from the aft fuselage and came to rest about 200 feet south of the initial point of contact with the Building A. The tail section and the RH Main Landing Gear (MLG) of the aircraft were found embedded in the northeast wall of the Building A while the rest of the airplane continued its forward movement,' said the AAIB's preliminary report. It further added, 'As the airplane continued its path across the roof of the Building A, the right engine struck the concrete water tank structure, separated from the airplane and rested underneath the water tank structure facing a heading of approx. 226 degrees near the southwest wall of the Building A.' The top floor of the mess hall behind the water tank, visible from the Housing Board apartments, was reduced to a gaping hole from where the tail section had later been removed from its embedded position. According to the report, the right hand side main landing gear was also found on top of the mess hall. The Enhanced Airborne Flight Recorder (EAFR) was also found from the terrace of the mess hall. Notably, the body of a female crew member was discovered in the section of the aircraft. The vertical stabiliser and rudder of the aircraft, painted with the logo of Air India, was found detached from the tail section and lying on the ground next to the mess hall. Of those who died on the ground, while 13 people were either doctors, medical students, visiting relatives or staff in the Atulyam hostels, six others lost their lives outside the compound. 'The inboard (IB) parts of the right wing were found in Buildings A & B and the areas surrounding the buildings. The right-wing mid-section and the outboard section was about 280 feet and 520 feet southwest respectively from the initial point of contact with the Building A,' said the report. Parts of the right wing were spread over a large area — from the mess hall complex buildings right to the campus located opposite the Atulyam hostels — and slammed into the compound wall of the National Institute of Occupational Health (ICMR-NIOH). Scientists at the institute, who witnessed the crash first hand, said three of them were standing in the shaded grove on the front left corner of their campus and moved back when they heard and saw the explosion. Moments later, part of what they later learned was a wing, had crashed through the wall of the campus. The AAIB report said, 'The left main landing gear (LH MLG) and left wing outboard and middle section struck building C, came to rest approx. 345 feet south from the initial point of contact. The left wing middle section of the wing was stuck in the north corner of the fourth floor of the Building C while the left wing inboard section was lying about 670 feet southwest of the initial point of contact with the Building A.' The flight path of the aircraft took it between the four residential blocks of the hostel and the IGP compound wall, which is why the left hand side wing, engine and main landing gear were all found clustered around the Atulyam-4 building (C), which was the second significant ground structure to be hit by the aircraft during the crash after the Mess Hall (A). The report said, 'The left engine got separated from the airplane and struck the north corner of Building D at the ground level where it remained and was roughly perpendicular to the right engine resting position, at heading of approx. 326 degrees. The wall was pushed into the building and the northwest building column was damaged such that portions of the concrete were missing and exposing the internal metal rebar. The engine, remaining portions of attached cowling, and the surrounding area were heavily damaged by fire.' Firefighters of the Ahmedabad Fire and Emergency Services (AFES), who were on the scene immediately after the crash, had described how they had found the left engine of the Boeing 787-8 Dreamliner embedded near the corner of the hostel building Atulyam-3 (D), and had immediately cordoned off that area. 'The nose landing gear (NLG) was found on the ground about 307 feet southwest from the initial point of contact with Building A,' said the report. This shows that the front landing gear had separated from the aircraft right next to Atulyam-4 while the rest of the plane kept moving forward till Atulyam-1. The report said, 'After the tail section was brought down, the APU was inspected and found intact inside the APU compartment. The APU air inlet door, which was intact, was found open.' The Auxiliary Power Unit (APU) is a self-contained engine that helps power up the internal systems, start up of main engines and is used as a backup power generator for the aircraft. 'The fuselage fragmented and sustained thermal damage as it traveled along the northwest faces of Buildings C, D, E, and F with the furthest debris observed at about 765 feet southwest from the initial point of contact with building A. The flight deck area and windshield support structure came to rest at about 650 feet southwest from the initial point of contact with Building A,' said the report on the main body of the Dreamliner. The report suggests that the aircraft had travelled more than 233 metres from the Mess Hall Building (A) till the last building in the campus (F), which is Atulyam-1. The area of devastation, though, was much larger. First responders had earlier described the state of the fuselage in these words, 'It was only from the direction of the tail portion embedded in the mess building that we figured out the placement of each portion of the completely destroyed plane. There was literally no other way to get a vantage point to know the direction of the aircraft because all other flights had been cancelled by that time.'
Scottish Sun
12-07-2025
- General
- Scottish Sun
Air India pilot's chilling question seconds before deadly crash revealed – as probe finds switch issue flagged in 2018
Click to share on X/Twitter (Opens in new window) Click to share on Facebook (Opens in new window) ONE of the pilots operating the doomed Air India flight asked why fuel was cut off just seconds after takeoff, a preliminary report has found. Initial investigation of the Boeing 787 Dreamliner's Black Box indicates a possibility that the pilots may have made an error while operating the flight bound for London. Sign up for Scottish Sun newsletter Sign up 12 People look at the debris of an Air India plane that crashed in Ahmedabad of India's Gujarat state Credit: Alamy 12 A view of the site where a plane crashed shortly after takeoff from Sardar Vallabhbhai Patel International Airport Credit: Getty 12 Debris at the site of a plane crash near Sardar Vallabhbhai Patel International Airport Credit: EPA 12 Captain Sumeet Sabharwal was the lead pilot 12 Clive Kunder was the co-pilot on the doomed flight 12 The plane seconds before disaster with its landing gear still extended Credit: x/nchorAnandN All but one of the 242 passengers and crew died when the flight crashed into a medical hostel just seconds after taking off - with Vishwash Ramesh, 40, the only one to survive. Another 19 people were killed on the ground in Ahmedabad. A 15-page preliminary report into the crash, released by the Indian authorities last night, indicates switches to the engines' fuel supplies were moved from the "RUN" position to "CUTOFF". "The Engine N1 and N2 began to decrease from their take-off values as the fuel supply to the engines was cut off," the report said. This could have triggered a loss of thrust, which resulted in the jet ploughing into a medical college. Analysis of the cockpit voice recording revealed that one of the pilots asked: 'Why did you cut off?" To which the other pilot replied: 'I didn't." Though the report does not identify which comments were made by the flight's captain and which were made by the first officer. Another sign that the switches were turned off was the deployment of the plane's emergency power system, a ram air turbine or RAT, which was pictured hanging down from the flight during its last moments. Fuel switches are typically flipped to "CUTOFF" position after a flight safely touches down and reaches the airport gate. Second-by-second breakdown of Air India jet disaster from mayday call to horror crash – all within a minute of takeoff Or it is done in case of a certain emergency situation, such as the event of an engine fire. But the inconclusive report, which came after 30 days of the crash, does not indicate that the flight encountered any such emergency situation. It is almost impossible to turn the switches off accidentally - they must be pulled up and locked before flipping - a safety design feature that was introduced decades ago. Protective guards are further installed to minimise the risks - raising further questions as to why the fuel switches in the Air India flight were turned off. Sources say the black box analysis has so far been unable to rule out 'improper, inadvertent or intentional' action that caused them to be flipped. Interestingly, the report points out that the US Federal Aviation Administration in 2018 issued a Special Airworthiness Information Bulletin (SAIB) - highlighting that a few Boeing 737 fuel control switches were installed with the locking feature disengaged. But it was not deemed unsafe, and no Airworthiness Directive (AD) - a legally enforceable regulation to correct unsafe conditions in a product - was issued. It is worth noting that the same switch design is used in Boeing 787-8 aircraft, including Air India's VT-ANB Dreamliner in question. 12 A cockpit of a Boeing 787 Dreamliner aircraft Credit: Getty 12 Rescue officials work at the site where the Air India flight crashed Credit: AFP 12 The plane crashed into a doctor's hostel Credit: EPA 12 The report also found that pilots were able to restart one of the engines, but failed to stop the plane from decelerating. No significant bird activity was observed in the vicinity of the plane's flight path, the report added. The initial investigation was led by a panel including the Indian authorities and experts from Boeing US and the UK. Pilot Sumeet Sabharwal and co-pilot Clive Kunder had more than 14,000 hours of flying experience between them - including some 9,000 hours on the 787. The Boeing 787 Dreamliner with 242 passengers on board - including 53 Brits - smashed into a doctors' hostel in Ahmedabad in the west of India. The plane was headed to London Gatwick with 232 passengers and 10 crew on board when it crashed just seconds after take-off. The Dreamliner lost contact just seconds after take-off, according to flight tracking website Flightradar. A final alert was last logged less than a minute after it started the journey from Sardar Vallabhbhai Patel International Airport. Seconds before the crash, the Boeing was filmed flying low over the Meghani Nagar residential area with the pilots appearing to be in a desperate bid to keep the plane in the air. Moments later, it was seen disappearing behind buildings before a huge blast was seen in the distance. Brit passenger Vishwash Kumar Ramesh, 40, was the sole survivor of the fatal crash. He cheated death after being flung from seat 11A on the flaming Air India jet - escaping with minor injuries and filmed walking away after the wreck. Incredible footage showed him walking away from the wreckage almost unscathed. Flanked by the locals, he can be seen making his way towards an ambulance with blood caking his face. Speaking in Hindi, he says: "I just got out of the plane, it exploded." 12 Indian Prime Minister Narendra Modi visiting the only survivor in an Air India plane crash at a hospital in Ahmedabad Credit: Alamy 12 Vishwash Ramesh, the sole survivor of the Air India crash, poses for the first time since the disaster Credit: Dan Charity
NDTV
12-07-2025
- General
- NDTV
NDTV Decodes: Engines Shut, Fuel Cut Off - Inside Doomed Air India Flight
New Delhi: On June 12, Air India Flight 171, a Boeing 787-8 Dreamliner, departed Ahmedabad's Sardar Vallabhbhai Patel International Airport at 1:39 pm, bound for London Gatwick. Within 32 seconds of takeoff, the aircraft crashed into a medical hostel near the airport, killing 241 of the 242 passengers and crew on board and 19 people on the ground. The sole survivor was a British-Indian man seated in row 11A. This was the first fatal crash of a Boeing 787 since its commercial debut in 2011. A probe report by the Aircraft Accident Investigation Bureau (AAIB) was released last night. The report points to a series of possibilities and also raises multiple questions on what transpired inside the doomed flight. Add image caption here The Takeoff and Aftermath According to data extracted from the aircraft's Enhanced Airborne Flight Recorder (EAFR), commonly referred to as the black box, Flight 171 carried out a routine takeoff. The Dreamliner accelerated to a takeoff speed of 153 knots or roughly 283 kmph. It then reached a maximum airspeed of 180 knots or roughly 333 kmph, climbing steadily as expected. The flap setting was recorded at five degrees, and the landing gear lever remained in the 'DOWN' position, both standard takeoff procedures. Weather conditions posed no threat, skies were clear, visibility was good, and winds were light. Yet, within seconds, the fuel control switches for Engine 1 and Engine 2 moved from the "RUN" to "CUTOFF" position, one after the other, within a one-second interval. These switches govern the flow of fuel to the engines, and their transition to "CUTOFF" halted the supply, causing both engines to lose thrust. The black box data shows that thrust levels began to decrease from their takeoff values almost immediately, triggering a rapid de-throttling process. The Cockpit Exchange The cockpit voice recorder (CVR), one of two black box components, captured a brief exchange between the pilots. Captain Sumeet Sabharwal, the commander and pilot monitoring (PM), and First Officer Clive Kunder, the pilot flying (PF), were both experienced and medically fit, with no reported issues that could have compromised their flying. As the engines faltered, one pilot -- identity unconfirmed -- asked, "Why did you cut off?" The other responded, "I didn't." This dialogue is now at the centre of the investigation. Was it a misunderstanding, an unacknowledged action, or an external factor beyond the pilots' control? The fuel control switches on a Boeing 787 are not simple toggles. Each switch features a guard rail. To move a switch from "RUN" (forward) to "CUTOFF" (aft), a pilot must lift and shift it downward. This design minimises the risk of accidental movement, such as a hand brushing against it during flight. The switches for Engine 1 and Engine 2 are spaced approximately two to three inches apart, making it improbable for both to be moved simultaneously without intent. Yet, the data confirms that both transitioned to "CUTOFF" within a single second. The Pilots' Response As thrust diminished, the aircraft's altitude began to drop. The black box indicates that the pilots acted swiftly, moving both fuel control switches back to the "RUN" position. This action, executed approximately 10 seconds after the initial cutoff, aimed to restore fuel flow and restart the engines. Engine 1 responded and its core speed deceleration halted, reversed, and began to recover, with thrust levels rising. Engine 2 also relit, but its core speed continued to decelerate despite repeated attempts to reintroduce fuel and accelerate recovery. The thrust levers, found near idle in the wreckage, had remained forward until impact, per the flight data recorder (FDR). Simultaneously, the Ram Air Turbine (RAT), a small propeller deployed automatically in the event of dual engine failure, extended from the fuselage during takeoff. CCTV footage from the airport captured this deployment. The RAT provides emergency power to sustain critical systems, but it cannot generate thrust. With the aircraft barely a few hundred feet above ground, the partial recovery of Engine 1 proved insufficient. At 1:39:32 pm, Flight 171 struck the hostel, sparking a fireball that devastated the site. The Key Focus The AAIB's preliminary report, spanning dozens of pages, drew on data extracted from the heavily damaged black box units, one located in the forward section, the other in the rear. These devices, designed to withstand extreme temperatures and impact, house memory chips that record flight data. The National Transportation Safety Board (NTSB) of the United States provided specialised equipment to retrieve this data. The investigation now centres on the fuel control switches. Three primary theories are under scrutiny: Human Action: Did one pilot deliberately or inadvertently move the switches? The cockpit exchange suggests neither accepted responsibility. "No pilot in their right mind would do this. The switches require intentional effort-lifting and moving them past a guard rail. It's not a light switch you flick by mistake," Captain Saurabh Bhatnagar, a former senior commander at Air India Express, told NDTV. Mechanical Failure: Could a defect have caused the switches to move independently? External Factors: Could fuel flow have ceased despite the switches remaining in "RUN"? The report finds no evidence of this. The AAIB has ruled out other variables. No significant bird activity was detected, negating a bird strike theory. The Auxiliary Power Unit (APU), a rear-mounted mini jet engine, was operational and attempted an autostart to assist engine relight, but its role was secondary to the switches' position. Crucially, the report states there is "no immediate evidence of sabotage."
