The Air India jet crashed shortly after takeoff from Ahmedabad on June 12, 2025, killing 260 people in the world’s deadliest aviation disaster in a decade. The aircraft was powered by engines manufactured by GE Aerospace, which have remained a central focus of the inquiry.

Investigators conducted engine tests in April and traveled to France last month as part of an examination of the aircraft’s engine management unit, the source said, speaking on condition of anonymity because the details have not been made public.
Bloomberg News reported earlier on Thursday that a final report could be released within three months after technical studies involving the engines, which were sent to the United States for examination, are completed.

Under international aviation rules, accident investigators are expected to publish a final report within one year of a crash. When an investigation remains unfinished, authorities typically issue an interim statement outlining progress made in the inquiry.

Reuters reported last month that Indian officials were preparing an interim report rather than a final determination ahead of the anniversary because of the complexity of the investigation.

India’s Aircraft Accident Investigation Bureau (AAIB), the civil aviation ministry, Air India, the U.S. National Transportation Safety Board, Boeing and GE Aerospace did not immediately respond to requests for comment.

A preliminary report released last year found that the aircraft’s engine fuel control switches moved almost simultaneously from the “RUN” position to “CUTOFF” shortly after takeoff, cutting fuel supply to both engines and leading to a loss of thrust.

The findings intensified scrutiny of cockpit actions in the moments before the crash. Reuters reported last year that an early assessment by U.S. officials, based in part on cockpit voice recorder dialogue, supported the possibility that the captain had cut fuel flow to the engines. The AAIB subsequently said it was too early to reach definitive conclusions.

The captain’s father later petitioned India’s Supreme Court for an independent investigation, arguing that potential causes beyond deliberate pilot action should be fully examined.

The Federation of Indian Pilots wrote on June 5 to the civil aviation minister, aviation regulator and the prime minister’s office urging investigators not to release an interim report without obtaining additional technical information from Boeing and Air India.

According to a letter reviewed by Reuters, the pilots’ body argued that further data were necessary to evaluate and challenge what it described as a pilot-suicide theory being explored during the investigation.
The preliminary report did not issue any safety recommendations to Boeing or GE Aerospace, indicating investigators had not identified technical deficiencies requiring immediate corrective action at that stage.

The accident marked the first fatal crash involving Boeing’s 787 Dreamliner since the aircraft entered commercial service in 2011.

The crash occurred during Air India’s ongoing restructuring following its privatization, a transformation that has faced challenges from supply-chain disruptions, the conflict involving Iran and airspace restrictions imposed by Pakistan on Indian carriers.

The incident, involving an Air Canada jet and a fire truck at around 11:37 p.m. local time, killed both pilots and has intensified concerns over staffing shortages and operational pressures within U.S. air traffic control.

According to a LaGuardia Tower standard operating procedures document, local air control and ground control roles should not be combined before midnight or within 90 minutes of a shift starting.

The rule was introduced following a 1997 ground collision at the airport and remained in force as of 2026.

Preliminary information suggests that, on the night of the crash, one controller may have been handling both runway operations and ground traffic, a practice inconsistent with those procedures.

The National Transportation Safety Board said it is examining the duties performed by controllers at the time, though it has not confirmed whether roles were combined.

NTSB Chair Jennifer Homendy said two controllers were working in the tower: one overseeing active runways and another acting as controller-in-charge while issuing departure clearances.

However, it remains unclear who was responsible for ground traffic management.Audio recordings reviewed by multiple current and former controllers suggest the runway controller may also have been handling ground movements, though this has not been officially confirmed.

Data showed 70 commercial flights operated at LaGuardia between 10 p.m. and the time of the crash, significantly above the average of 53 for that period in recent years, increasing workload complexity.

Controllers cited by Reuters said such traffic levels would typically require additional staffing rather than consolidation of roles. The Federal Aviation Administration, which oversees air traffic control, did not respond to requests for comment.

Investigators have emphasized that aviation accidents generally result from multiple contributing factors rather than a single cause, with the inquiry into the collision ongoing.