The Crash of Air India 182 -

 Discussion Page

March 17, 2005

The two accused Sikhs who allegedly placed the bomb on Air India 182 have been found not guilty.  The question becomes, "Who was responsible for this crime?"  There are calls for a public inquiry, but this is very unlikely. 

http://www.theglobeandmail.com/servlet/story/RTGAM.20050316.w4airindiamain0316/BNStory/National/

April 26th, 2002.  This webpage is going to be updated over the next few weeks.  

The trial of the three accused Sikh Indians is expected to begin in the Spring of 2003.  The Crown counsel filed an indictment charging the accused under the Criminal Code of Canada.  Meanwhile, 10 defense attorneys are preparing their case in Vancouver, B.C. Canada.  The accused men are as follows:

Ripudamen Singh Malik

Ajaib Singh Bagri

Inderjit Singh Reyat

There is some considerable information about the crash of Air India 182 in the following URLs, and so this information will not be repeated here:

www.corazon.com/AirIndiareportcontents.html

www.corazon.com/crashcontentspagelinks.html

www.airdisaster.com/special/special-ai182.shtml

www.aviationcrashes.com/special/special-ai182.html

 Air India 182 crashed into the Atlantic Ocean near southern Ireland on June 23, 1985.

This picture was scanned in from the Toronto Globe and Mail dated March 22, 1997 which is part of a very long article by Timothy Appleby. It describes the theory that certain Sikhs from India were involved with the destruction of Air India 182. The author has studied the documentation from many sources and concludes that the real cause of the crash was the same as the other Boeing 747 of early vintage. In my book I describe how this accident could have been caused by metal failure. This plane was not as old as Pan Am 103 or TWA 800 but you will see evidence of the problems in my book. Air India 182 was the 330th plane off the assembly line and was a newer model, the Boeing 747-200B, but it would still have been necessary to make the recommended modifications had it survived long enough. Read about the interesting story of how Section 41, which was five miles closer the departure point, was lost during recovery. The wreckage is in very deep water; 6700 feet.

Fully loaded Boeing 747-200B

    There is another interesting fact.  This Boeing 747-200B was originally designed to carry 200 people, luggage and freight.  Each airline can configure the seating as it wishes and apparently this plane could handle at least the 329 passengers and crew on Air India 182.  When the plane left Montreal, it was very close to its maximum take-off weight.   It is the responsibility of the captain to make sure the plane is not overloaded and that the weight is properly distributed.  I am confident that the captain was very careful with these determinations because the plane was fully loaded.  Air India 182 was not only fully loaded, it was carrying a damaged engine - parts of which were stored in the back of the hold. The main part of the damaged engine had been fastened under the wing on the starboard side of the plane.  (I am going to elaborate in detail the effects of having a dead engine carried outside the plane and how it causes some considerable parasitic drag.) 

    According to the accident report the plane was 317,877 kilos on take-off and it was estimated it would weigh 237,177 kilos when landing. The maximum landing weight for this aircraft was 256,279 kilos so the plane was flown in excess of 93% of its maximum load capacity. After take-off, the plane weighed approximately 24% higher than the maximum landing weight. One might question the effects of the loading stresses in turbulent weather. Normally, planes are designed to withstand weather related stresses, but if the airframe happened to be less robust than expected, a mid-air disintegration might well be possible. These additional stresses on the plane's structure could have taken place in areas where problems were anticipated to occur after several more years of additional flying and cycles. Read what is said in my book, "Plane Truth.  An investigator's story>"

Only approved information will be added to this page. The RCMP has conducted a very long and expensive investigation of this air disaster.  They are, however, aware of my own investigation.

This information was received on April 12, 2001.  Mr. Ed Bollier, who was accused of manufacturing the timing device which brought down Pan Am 103 (see his website on the Pan Am 103 webpage herein) told me of the same data and gave me copies of emails from Mr. Millan.  Check out page 113 in my book.  This document makes it even more clear that there was a structural problem with these older planes; at the least it is corroborating data.   

Conclusions

Click image to enlarge and weep.

This is a picture of United Air lines that lost a large piece of Section 42. This plane managed to land in Honolulu and was repaired.  Click picture to enlarge. Does this picture appear similar to the one above?

This table shows that Air India 182 was on the list for repairs and modifications.

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