As a pilot, safety management system (SMS) and security professionals, there are two most important stages of flight, take-off and landing, and during this time, the full attention is to fly flying equipment and aircraft almost (usually) manually flying up to a height of 2,000 feet (usually) and then activating the autopylot.

The thrust setting is manual (autopylot/auto throttle) and maximum take-off thrust; And focus on flying and focuses on flight control, the throttle never on quadrant, as the thrust is set on the maximum take-off thrust.

The preliminary report of �Ai 171, which will have a global impact on all 787 operators, suggests that the fuel valve/switch was taken to the cut-off.

It is rarely likely that any pilot, especially during takeoff, would like to tamper or tamper with the switches behind the thrust level. At most, you will focus on raising the landing gear in the front panel of the cockpit, or raise the flaps.

It is necessary to investigate why the Fuel valve/switch was back on the cutoff. It should be noted that 787 has a cockpit camera and all the activities of the pilot and co-pilot would have been recorded. The strange and shocking thing is that the preliminary report does not mention the cockpit camera recording and footage.

Along with NTSB, FAA, EASA, Aaib should also conduct a thorough investigation as to why the fuel switch was cut off ‘. No pilot will fool the fuel of both engines when it needs the engine power the most.

It is important that we wait for a complete, comprehensive investigation report. If the fuel cut -off switches are automatically cut off, as the initial report of AI 171 says, the airlines operating 787 today will have to review and check the possible fuel switch runway in their aircraft.

787 Dreamliner is a widely controlled and software-operated aircraft that requires frequent patches and system updates. If the fuel switches are cut off, it is necessary to find out the cause of this trigger.

Apart from this, I would also like to say that no pilot is foolish or unworthy that wants to tamper with the switch in the middle part of the cockpit, when all the attention is focused on the forward flight cockpit equipment in front of the pilots during takeoff and landing.

The investigation of this accident will be a complex process for NTSB, AAIB, Boeing, EASA, Indian DGCA and UKCAA, and no effort should be left in this investigation.

It is necessary to include this investigation globally, including ICAO, CAA Canada and other security monitoring regulators, managing and monitoring 787 aircraft operations under their jurisdiction.