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1. FACTUAL INFORMATION.
1.1 History of flight
On 16.12.2015, Air India A319 aircraft VT-SCQ was scheduled to operate flight AI-619
(Mumbai - Hyderabad). Both the cockpit crew were earlier scheduled to operate Mumbai-
Rajkot-Mumbai on A 320 aircraft and Mumbai- Hyderabad –Mumbai on A 319 aircraft. As
per schedule ETA for flight AI-656 (Rajkot – Mumbai) was 14:40 UTC and the aircraft reached
Bay V30R at 15:05 UTC. As per schedule AI 619 (Mumbai-Hyderabad) STD was 1400 UTC
which was further delayed due late arrival of AI - 656. Thereafter both cockpit crew got down
from the aircraft and rushed to Bay V28L on which the aircraft VT-SCQ was parked to operate
AI-619. Earlier, the aircraft VT-SCQ arrived at Bay No. V 28L from Hyderabad operating
Flight No AI 618 at 13:09 UTC.
As per the statement of PIC, another pilot of Air India who was Staff off duty (SOD) and was
on board the flight AI-619, as passenger took clearance from ATC and fed the data in MCDU
before the PIC entered in the cockpit. CCIC of the flight AI- 619 allowed him to enter the
cockpit and fed the data before the cockpit crew arrived. Pushback was started at around 15:15
UTC. #2 and No. #1 engine started after taking clearance from Ground Service Engineer during
pushback. After reaching the required position on Taxiway B4, the deceased Ground Service
Engineer informed the pilot on intercom that pushback is complete, put the brakes on. As
advised, the parking brakes were put on by the PIC. The PIC then asked the Ground Service
Engineer to disconnect the headset and he responded with the same. There were 04 persons on
ground for departure of the aircraft, the deceased Service Engineer, 01 Engineering Helper, 01
GSD helper and the tow truck operator. The departure AME was not present during the
departure of the flight as he went to washroom and to check the arrival of another aircraft in
the building.
The chokes were placed on the nose wheel by the GSD helper. The engineering helper
disconnected the tow bar from the Truck first and then subsequently from the aircraft. The tow
truck driver took the truck to the right side of the aircraft at 90 degrees facing the terminal
building. Thereafter the engineering helper started connecting the tow bar to the Truck.
Meanwhile the deceased Ground Service Engineer asked the GSD helper to take the chokes
off; the GSD helper took the chokes off the nose wheel and then kept it on the tow Truck.
Thereafter the GSD helper started assisting the engineering helper in connecting the tow bar
with the Truck. The PIC confirmed with co-pilot for RH side clearance as the ground personnel
were on the RH side of the aircraft for which the co-pilot responded affirmative. The pilot then
put the parking brakes off, switch on the taxi light and gave power to taxi. However at that time
all the 04 ground personnel were still around the nose of the aircraft.
As per the statement of the GSD helper and tow truck operator, the deceased Ground Service
Engineer removed the nose wheel steering pin and was standing at the same position and was
probably observing the GSD helper and engineering helper trying to connect the tow bar with
the truck. Meanwhile, the aircraft started moving with engine power. The deceased Ground
Service Engineer was standing at the same point, facing back towards the aircraft with headsets
on his head, not realising that the aircraft has started moving. The aircraft No.#2 engine came
very close to the deceased Ground Service Engineer and sucked him. All the other ground
personnel ran away from the aircraft and the tow truck driver towed the tow truck away from
the aircraft leaving tow bar. The nose wheel of the aircraft hit the tow bar and the tow bar got
stuck with the RH main landing gear wheel. The pilot stated that he heard thud sound twice
and after the second thud sound, he immediately stopped the aircraft. He also stated that