1. We can't afford him, even if we could do that.
2. Attempting to enforce a writing style isn't going to work.

I was offered a link to an official report (allegedly by the AAIB in India) this morning from a retired pilot friend: he said it was dated 15 June 2025.
I checked the official site and found nothing. I went to his link and got a 404 result.
Even professionals (he's only been retired a couple of years) can be taken in by the avalanche of "information" running around.

While reading this post, I was wondering whether the opening just last April and with much bravado (if I might say), of the brand-new, state-of-the-art FDR-lab and CVR-lab in Delhi, would not be an important 'political' factor deciding where the EAFR(s) are going to be processed.
An if they decide to do it locally, they will take their time (I hope) not to screw up their moment de gloire

It isn't. It's essentially just a CVR and FDR in the same box. The main USP is that you now have two of each, about as far apart from each other as possible on the aircraft.

Each is downloaded separately in pretty much the same way as always.

The Indian AAIB successfully downloaded both FDR and CVR data from an Air India 787's EAFR relating to an incident in 2018, so your misgivings on that account are unfounded.

And they do have a new lab, as of this past April:

AAIB sets up flight recorders laboratory

More at linked site. The lab opening is also featured in the slide show on the top page of the AAIB website, following a series of slides for International Yoga Day.

I have no misgivings, I\x92m just challenging the assertion that because the recorders have been found, they have already been read. There\x92s any number of reasons why they may not have been read yet, in India or anywhere else.

Could the fellow who was cited as having heard the CVR and commended the pilot's actions.... because he trained under the Captain, and would be familiar with his speech, have been bought in to validate who was speaking on the transcript?

Given the number of times I reviewed DFDR data supplied by an operator after some sort of event/incident, I think most major operators have access to the equipment needed to download a healthy data recorder. So I'd be a bit surprised if Air India does not have this capability. OldnGrounded has also posted that the Indian AAIB also has that ability.

Usually when I hear of data recorders going back to the US NTSB or the recorder manufacturer, it's because the crash damage is such that specialized equipment is needed to download the data. The recorder in the tail would likely have little damage.
While the AAIB may have held off on downloading the recorders until all the major players are present, it's been several days - I'd expect everyone who matters is already there. So I think it is reasonable to believe that the investigators have done a download and have had at least a preliminary look at the data. If there is a smoking gun, they probably already know (and the longer we don't hear something regarding the rest of the 787 fleet, or at least the GEnx powered fleet, the less likely it is that they suspect a systemic problem with the aircraft and/or engine). However the proviso that I posted earlier about potential data loss/corruption due to a sudden shutdown still applies - so maybe the data simply isn't on the recorder.

As has already been posted, EMI is highly unlikely - the current cert requirements for HIRF are quite high, and due to the composite airframe construction of the 787, the lighting requirements are much higher than for conventional aluminum aircraft (the higher resistance of the composite airframe results is higher lightning induced currents).

FDR has suggested a large slug of water hitting critical aircraft electronics at rotation - it is possible that resultant electrical short circuits could falsely signal the engines that the switches are in cutoff. Highly unlikely that it would do that to both engines, but possible.
Then again, all the other plausible explanations are highly unlikely, so...

BTW, I do have a life outside PPRuNe - and I'm going to be traveling the next several days, with limited to non-existent internet access. So don't be surprised if I'm not responding posts or PMs.

Boeing will safeguard Boeing's interests, the NTSB will safeguard American interests. If the Indian AAIB start dragging their feet over publishing their initial report in an effort to protect Indian interests then Boeing and the NTSB will make a joint press release to the effect that the aircraft was serviceable right up to the point of impact. They have done it before.

An interesting statement.

Does the statement imply that something noted on the crashed aircraft was not present on the remaining aircraft.

If the investigative team are aware of what happened, are they also aware of why it happened. As noted elsewhere - surely far too soon to be certain. If they are not aware of the why or how, how can they be certain there are no safety deficiencies.

Similarily, aircraft and maintainence comply with existing standards. It may well have been the case that existing standards were applied to the crashed aircraft. Does the statement imply that there was nothing wrong with either the Boeing aircraft or the Air India standards. What about the GE engines, are they considered part of the description of both aircraft and standards.

Or was the entire exercise merely a PR wash which achieved nothing other than optics that 787s and Air India are safe because standards are being maintained and aeroplanes have no issues.

I'm tempted to read nothing into the statement because it came from the DGCA rather than the AAIB of India.

It was surely a worthwhile exercise, whatever the outcome. It hasn\x92t come up trumps but it was at least possible that inspecting the other aircraft might have thrown up a clue to the crash.

It would be interesting to know whether the crashed aircraft was used for parts around the Covid slowdown and whether this was exceptional or whether other inspected aircraft were similarly treated.

Reuters :

According to this BBC article (from 3hrs ago), the Indian AAIB is yet to decide if they'll send the recorders overseas

https://www.bbc.com/news/articles/clyn2227jlyo

Quoting a media report:

Is it common to have multiple independent parallel investigations into an air accident? Other places have reported that the Indian AAIB has sole authority and everyone else is only a technical functionary in the investigation. Which is it?

Background info from "The Hindu", Ahmedabad plane crash: Aircraft Accident Investigation Bureau yet to decide where black box data will be decoded

Black Boxes
Preliminary Report

The Ministry of Civil Aviation has denied reports that the black boxes from the Air India plane crash are being sent overseas. The \x93Black Box Lab\x94 under India\x92s Civil Aviation Ministry is currently analysing the flight data recorder and cockpit voice recorder retrieved from the wreckage of the ill-fated Air India AI-171 flight. ( This must be the Rs 90 million allegedly state-of-the-art facility at Udaan Bhawan [ with the assistance of Hindustan Aeronautics Limited ], New Delhi which was ready on 9th April 2025 - shouldn't it be more appropriate for DGCA / MoCA to get needed expertise, if at all, to their Delhi facility ASAP ? ).

Source: business today June 19th

It's starting to look more like a massive electrical or computer issue which resulted in both engines failing, the landing gear may have been left down longer than normal due to startle effect.

It could be maintenance related or a latent condition in the B787 which only occurred due to the required factors all being present on this occasion i.e. the holes in the Swiss cheese all lined up.

Boeing and Air India will be wanting to blame each other, hopefully having the UK AAIB involved will provide a balance as they don't have a dog in the fight.

If this turns out to be another MCAS, it will be difficult for Boeing to continue in it's present form. The B787 has been beset with problems since its introduction, the B777X has had numerous issues during development and the B737 is overdue for replacement. Airlines are starting to drop Boeing due to quality, safety and delivery issues. China is on the rise and if the C919 proves itself, it might be the main alternative to the A320.

I am not sure that is the case.

Under ICAO rules the AAIB has lead on this. It was an Indian registered aircraft that crashed in India, how could they not be?

The aviation minister ordered a “high level” investigation in to the accident. This is politics only.

This will make the minister feel he has control of the investigation and the narrative, in reality the EAFR data will be leaked by whichever party is in the clear.
If the aviation minister understood his portfolio he would know that the AAIB and DGCA are the accountable and responsible agencies here.

Watch carefully.

I am not from India, nor associated with this investigation.
Note this excerpt from your linked article:
I will defend their investigating team, and the release of information time line, based on at least these points:
1. They'd rather do things deliberately, and get it right, than to make a slight rush and get something wrong (even a little bit wrong)
2. The political leadership are sensitive to how the information age, and social media, amplifies even the slightest misstatement.
3. If they can do it in house then why not do it in house? Why add further delay by transferring the recorder and risk accidents in handling during transit?
4. They are under a timeline set by ICAO, not the time line that your, or my, or "the public's" hunger for information and impatience sets.

Let's give them the benefit of the doubt.

For the Gatwick indident, read p2 of the AAIB Final Report for the figure of 38 x correct dosage. The rest of the report will tell you how AAIB arrived at that figure (mostly, though not entirely, by testing the fuel post landing...).

I'll double check my claim of 100 x for the Japan incident tomorrow. I'm on cooking duty this evening.....