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FAA Says 787 Fuel-Switch Issue Does Not Warrant a Directive; Air India Probe Remains Open

The FAA’s reported decision not to issue a 787 fuel-switch airworthiness directive does not determine why switches moved on Air India Flight AI-171. The AAIB investigation remained open in June 2026.
From TheFinanceBase Team3 min to read
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The FAA’s reported position is that the Boeing 787 fuel-control-switch issue does not warrant a mandatory airworthiness directive. That is not a finding about why the switches moved on Air India Flight AI-171: India’s Aircraft Accident Investigation Bureau (AAIB) said in its June 12, 2026 progress statement that its analysis was still underway, and no final cause had been announced.

What happened on Air India Flight AI-171?

Air India Flight AI-171, a Boeing 787-8 registered as VT-ANB, crashed shortly after takeoff from Ahmedabad on June 12, 2025. The AAIB published a preliminary factual report on July 12, 2025. It records that the engine fuel-control switches changed from RUN to CUTOFF shortly after takeoff, and includes an exchange in which the pilots discussed whether one of them had moved a switch.

The preliminary report does not establish why the switches changed position. The recorded dialogue is part of the evidence, not a determination of cause. It would therefore be premature to say that the switches moved accidentally, malfunctioned, or were deliberately operated.

What did the FAA say about the 787 fuel-switch locks?

The issue has appeared in two different FAA actions with different purposes and legal force:

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Document Date and scope What it means
FAA Special Airworthiness Information Bulletin NM-18-33 Issued December 17, 2018; concerns engine fuel and control. The bulletin included an advisory recommendation concerning fuel-switch inspection. It was not a mandatory airworthiness directive.
FAA notification, as reported by Reuters Dated July 11, 2025; Reuters reported that it addressed Boeing models including the 787. Reuters quoted the FAA as saying it did not consider the switch-lock issue an unsafe condition warranting an airworthiness directive. This was a reported regulatory assessment, not an accident-cause finding.

Reuters reported that the FAA notification said: “although the fuel control switch design, including the locking feature, is similar on various Boeing airplane models, the FAA does not consider this issue to be an unsafe condition that would warrant an Airworthiness Directive on any Boeing airplane models, including the Model 787.” The notification’s text is presented here as Reuters’ account; the underlying notification was not located as a publicly accessible primary document. Reuters also reported that Boeing referred questions to the FAA and was not recommending action.

Did the FAA require inspections?

The relevant inspection recommendation in the December 2018 bulletin was advisory, not a mandatory directive. The later FAA position, as reported by Reuters, was that the switch-lock issue did not warrant an airworthiness directive for Boeing models including the 787. Those are distinct regulatory questions: an advisory recommendation does not itself compel compliance in the way a mandatory airworthiness directive does.

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Does “no airworthiness directive” prove the switches cannot fail?

No. It describes the FAA’s regulatory assessment of the identified issue; it is not proof that a component can never fail, nor does it establish what occurred on AI-171. The FAA’s reported assessment and the AAIB’s investigation answer different questions: one concerns whether the issue warrants a fleet-level mandatory directive, while the other examines the evidence in a specific crash.

The available information also does not establish a fleet-wide risk rate. The accident alone cannot support a numerical estimate of how often this issue may occur across the 787 fleet.

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Has the AAIB determined why the switches moved?

Not as of the AAIB’s June 12, 2026 interim progress statement. The bureau said it had examined aircraft systems, flight recorder data, engine components, maintenance and operational records, and other evidence, but that integrated analysis was ongoing. It said the final report would follow the remaining investigative work and required international review and consultation.

The AAIB also cautioned against drawing conclusions before that work is complete. It stated: “The sole purpose of an accident investigation is to enhance aviation safety through the identification of lessons and safety recommendations, and not to apportion blame or liability.” It urged stakeholders, including the media and public, to “refrain from speculation or premature conclusions while the investigation remains in progress.”

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