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Yes, that all makes sense. But it again assumes one pilot intent on suicide, something that has very rarely happened in the history of flight - as rare as fuel supply switches cutting off unexpectedly. Had it been the captain switching off the levers intentionally, I can understand that he could have made sure his hand stayed on the control switches thereby making reactivation by the copilot much more difficult, the more so as the copilot was still busy flying the aircraft. If the copilot - whose left hand would have been on the throttle levers and his right on the yoke - had switched them off, I suspect it ought to have taken the captain mere seconds to switch them back on without even the need to ask "Why did you do that?" Brain memory would surely have kicked in immediately. We also have no indication in the report of what the poilots may have been saying to each other both before and after the two sentences in the report. These may offer more clues. Also, the thrust levers were both found to be in the standard forward take-off position. If you are cutting the fuel, why keep the throttles in the maximum thrust position? Until we know about these and who asked the question, we'll not know the answer. Apart from German Wings, the only other crash i know to have been attributed directly to pilot suicide was an Egyptian Air 767 on October 31 1999. Ths is described in amazing detail in a long article in The Atlantic by a former professional pilot. That 767 flight had originated in Los Angeles and had stopped in JFK to refuel, change crews and pick up new passengers. For the rest of the flight, there were two crews on board. Additionally Egypt Air's Chief 767 pilot and instructor had deadheaded - picked up a lift on the flight to get back to Cairo. Twenty minutes into the flight, the two crews swapped positions. In the co-pilot's seat now was the portly 60-year old Gameel al-Batouti. Generally too old for a co-pilot but his English was poor and having joined the airline much later than younger co-pilots he was perfectly happy being in the right cockpit seat. He was married and had five children. He and his wife had a vacation home on the beach. On the flight he had in his bag some boxes of viagra to hand out back in Egypt as gifts! The flight lasted 31 minutes. By this time al-Batouti was in the co-pilot's seat. He was an old friend of the captain who called him by his nickname "Jimmy". As occurred on the German Wings flight, the captain decided to take a toilet break. The 767 was cruising at 33.000 ft and al-Batouti was alone in the cockpit. Softly al-Batouti can be heard on the CVR saying "I rely on God." The autopilot was then disengaged. Four seoonds later, al-Batouti repeated "I rely on God", a phrase he was to continue uttering during the next horrifying minutes aways in a calm tone. Almost simultaneously the throttles were pulled back to minimum idle and the horizontal stabiliser dropped to a 3-degree down position. The 767 was now starting a deadly dive.  The captain had quickly made his way back into the cockpit. Three times he is heard asking "What is happening?" Probably unable to reach his seat due to the G-forces, he leant over and desperately tried to use his control to pull up the nose. The aircraft was now falling at the speed of sound. al_Batouti reached over and cut the fuel supply switches. During all this time all manner of alarms were going off including a master alarm. As a result perhaps of the captain's efforts, the aircraft gained altitude. But with no power, at 24,000 feet and with its rate of velocity, the aircraft began to break apart. It took 114 seconds for what was left of it to crash down into the Atlantic Ocean. Soon the US media had begun to get hold of the flight's final details and blamed suicide. The NTSB, aware of the cultural impact between two nations, was less direct. Cairo was furious and spent the next two years trying to find ways to absolve al-Batouti of any guilt. In New York, it was soon discovered that al-Batouti was a bit of a playboy and mild sexual molester (although never rape or inded much more than groping). Worse, in the crew's hotel during the NYC layover, there had been a major bust up with the captain who, it has been allleged, had threated al-Batouti with disciplinary action once back in Cairo. In the end, neither country agreed on what exactly had happened. But the evidence held in the USA very clearly pointed to suicide causing the deaths of 217 passengers and crew. Unlike the German Wings crash, though, there seemed to be no clear reason for al-Batouti to take such devastating action. Yet again, though, he had crashed the aircraft when it was well into its flight. And this is one reason surely for at least wondering why, if the Air India crash was indeed a suicidal action, why whichever crew member switched off the fuel supply did so just as the aircraft was taking off rather than waiting until much later into the flight. That surely leaves some room for doubt. https://www.theatlantic.com/magazine/archive/2001/11/the-crash-of-egyptair-990/302332/

I can only really comment on Friendly Club that I know and love. Actually there are two of them now, the original on Soi Kapai and a sister one a couple of hundred metres away.  They are essentially Karaoke Bars, although not like the little intimate singing karaoke bars of old (maybe still are). THese are indeed more like host clubs with anything from 20-50 badged boys on stage on any one night. Most Karaoke boys are straight, but some can, to varying degrees, prove 'gay for pay'. The badge numbers are essentially to identify them during the hourly call-downs (usually about 200 baht a time for each boy). Some places like Diamond Karaoke they can usually be offed (if they are willing of course) in other places (like Friendly) that has to be done by private negotiation with the boy when the places closes (5-6am?) as the mamasans will insist that they are only host bars. I say, if they are willing, because gay customers are not the target clientel, it is ladies, often bar girls with money in their pockets from satisfying sweaty old farang like me during the day, out to party with pretty young Thai boys. (Again I would say that Diamond is as close to gay-friendly as I have found, its boss used to be one of the 'big cock boys' in X-Boys on Soi 13/3 until a few years ago and understands his gay cutomers). I love these places but, being farang, I still feel more comfortable if I am bringing one or more Thai boys (offed from the bars) with me to party. Once the whisky is flowing these places can be huge fun, but they are not cheap; every boy you call down is 200 baht (or more ?) for an hour of partying (and usually flirting) with you. Some karaoke boys are happier flirting with a gay crowd than others - but usually always plenty of takers. If I bring two or three boys in with me, and get through one or two bottles of whisky, and calling down two or three boys to join us every hour for a few hours, a 'bin' of 6,000 baht or more is not uncommon.  So not an every-night thing unless you have deeper pockets than mine. These are essentially Thai establishements aimed at Thai customers, but I have never yet been refused entry at one: baht is king!  Clip is from Friendly a year or two ago, the bare chested boys are all Karaoke staff 20.47.mp4      

Just for kicks, I checked the prices on Amazon for the deoxyribose and for the minoxidil solutions. The minoxidil, which has actually been proven effective in humans, generally come out with a better price (and I can get it even more cheaply at CVS). 

In hindsight, it shouldn't have taken that long, but as the captain explained, it's not as if alarms would have gone off immediately. He asked "Why did you switch the fuel cut-off levers?", then the other replied "I didn't switch the fuel cut-off." Then a few seconds to realize what was going on. Or maybe the suicidal pilot kind off fought him off. We now have a good feeling of what happened, but at the time it probably wasn't immediately obvious. 

I have watched several of this captain's videos and have basically agreed with almost every part of his various analyses. The one second gap between the fuel control switches being turned off is certainly an issue that needs very close investigation. If, as my earlier posts have considered, there was a major technical malfunction, the assumption would have to be that both switches turned to the off position at precisely the same time. But we should recall he states that in the history of aviation there is no procedure where immediately after "rotate" you grab both conrol switches and place them to cut off. It therefore had to be intentional. Probably beause he was not aware of it, there is a very roughly similar example of power being cut from engines (along with other wrongly activated pilot procedures) which @Keithambrose mentioned early in this thread. In June 1972, a Britsh European Airways Trident aircraft crashed soon after take off. At 16:09:10 the aircraft left the runway at London's Heathrow en route to Brussels. As the aircraft climbed, due to a severe loss of power the Trident entered a deep stall and crashed into the ground at 16:11:00. In this case the crew had overridden the standard stall warnings. There were, as noted, several reasons which caused that crash which included the state of health of the captain, failure to monitor speed, specific actions which led to early retraction of the flaps and others largely involving the crew. It can not be identical to the AI crash if only because the cockpit layouts and computerisation more than 50 years ago were vastly different. But there are certainly some rough similarites - notably a loss of engine power.  The only other concern I have about the Report is that it took 12 seconds from discovery that the fuel supply had been cut off for the switches to be reactivated. Granted there will have been massive confusion in the cockpit. But one of the pilots in the vdo states that the other pilot saw out of the corner of his eye that his colleague had swtiched the fuel supply switches to off and asks whey he did that. That being the case, why - despite all the confusion - why did it take the one who made that comment a full 12 seconds to switch fuel supply to one engine back on followed two seconds later by the second fuel supply switch? If you know you have lost power because the fuel supply switches are in the wrong position, is not your primary reaction at that utterly critical stage in the flight to do everything possible to switch them back on? That in my view could surely not have taken more than 5 or 6 seconds.