They Planned To Kill Many More People (Air India Flight 182) - DISASTER BREAKDOWN

-Intro- These were just some of the words used to describe the scene of Disaster of Air India Flight 182. A Boeing 747 with the lives of 329 people on board vanished from radar screens in the morning of June 23rd, 1985. The massive plane crashed into the Atlantic Ocean around 120 miles off the coast of Ireland. There were no survivors. The Story of Air India Flight 182 involves a lot of moving parts, the loss of this plane was just part of a larger plot. This was an act of terrorism, a b0mbing,

one that actually intended to kill a lot more people. In this video we’ll construct a timeline of this terrorist act. We’ll put the pieces together and find out just how the b0mb got on board, who the perpetrators were and see if we can establish a motive. This is Air India Flight 182. Part 1. Background. Our story today brings us to Vancouver in Western Canada, seemingly half a world away from Ireland. To really begin we need to introduce the first of our, characters let’s just say into our rog

ues gallery of terrorists. In 1970, a man emigrated to the Vancouver region from India. That man was Talwinder Singh Parmar. This individual would be the one who was believed to have been one of the main perpetrators behind the Air India plot. But first, who was Talwinder Singh Parmar? A Sikh man, a preacher, it was alleged that he founded and gotten himself involved with an extremist group called Babbar Khalsa, an international Sikh terrorist organization which has the goal of basically establi

shing a Sikh religious ethno-state within the Punjab region of India. The wider separatist movement of which is known as the Khalistan Movement. I believe it should be obvious and goes without saying but Babbar Khalsa are not representative of wider Sikh society. Babbar Khalsa operated in not only India but also Germany, the United Kingdom, and Canada. Babbar Khalsa had been responsible for numerous b0mbings, homicides, and assassinations, especially throughout the 1980s, of which Mr. Talwinder

Singh Parmar was associated with. In 1982, the Prime Minister of India of the day, Indira Gandhi, had confronted the Canadian Prime Minister, Pierre Trudeau and complained that Canada was effectively acting as the base of operations for terrorists carrying out attacks in India and requested that Talwinder Singh Parmar, who was already under the watch of Canadian Authorities, be extradited back to India to face justice for the murder of two Indian police officers. Canada basically said no. Now th

e reason as to why this extradition request was denied is left out of a lot of sources. However if we are to believe Canada’s own government funded broadcaster, they do give an explanation. So, there was an extradition procedure for countries within the Commonwealth of nations, which is basically an association of countries of the former British Empire of which both Canada and India are a part of. Canada apparently did not extradite Talwinder Parmar on the grounds that they didn’t view it as a C

anadian problem, and that commonwealth extradition protocol did not apply to India because India did not recognize Queen Elizabeth II as their head of state... I’m not kidding. In 1983, Parmar was arrested in Germany. He was released in 1984 and returned to Canada. In 1984, fighting between the Babbar Khalsa group and Indian authorities had intensified. It was later that year, that the largest terrorist plot ever devised at that time was set in motion. The goal, to b0mb multiple Air India passen

ger planes enroute to India. The story goes, is that this was in response, revenge even for a series of attacks from Indian Forces on Sikh temples across India. Attention was drawn towards the June 6th assault at the Golden Temple in Amritsar where 1200 people reportedly died. Not dive too deep into this, but India was going through a lot and there was a lot of anger at the time. The Indian Prime Minister Indira Gandhi herself was assassinated in October of that year. Babbar Khalsa was able to w

ield the outrage over these incidents in India to galvanize the support of extremist individuals on an international level. The terrorist group would publicly announce that Air India planes were targets and warned the public to not fly with them. In response, Air India increases security measures. The Air India plot would be planned by Mr. Talwinder Palmer himself. Here is what he did. It was about one year before the eventual b0mbings were to take place. Parmar, resided in British Columbia and

travelled to the town of Duncan on Vancouver Island. There he visited another associate of Babbar Khalsa who worked as a car mechanic, a man by the name of Inderjit Singh Reyat. Reyat was an interesting man, he had knowledge on building b0mbs. Parmar requested that Reyat construct him an explosive device that would be able to be concealed within an ordinary looking suitcase. In the meantime Parmar set about finding the right man who would actually plant the b0mbs. He contacted a French Canadian

man who resided in Calgary. Gerry Boudreault, he was a notorious criminal of the day who had spent time in and out of prison. Parmar offered Boudreault $200,000 to plant a b0mb on a passenger plane. In 1999 he spoke to the Calgary Sun about the meeting and here is what he had to say... “This guy met me with a suitcase, a Sikh. He opened it up and there it was stuffed with $200,000 and all I had to do was put a b0mb on an Air India plane. I had done some bad things in my time, done my time in jai

l, but putting a b0mbon a plane... Not me. I went to the Police.” Parmar needed to look elsewhere. Not to get ahead of ourselves but the actual persons who carried multiple b0mbs into Vancouver airport on June 22nd, 1985, would never actually be identified. Considerable time passed and it was now May of 1985. The Police had tapped into the phones used by Talwinder Singh Parmar and Canadian authorities were keeping close eye on his movements. They knew that he and the organization he was associat

ed with was up to something, but authorities weren’t in a position to act. Following a telephone conversation between him and one Inderjit Singh Reyat, the one tasked with constructing the explosive devices, he too was added to their watchlist. In that time, Reyat had been preparing the b0mb components. He had traveled around sourcing various electrical devices, cannibalizing them for parts and building his device. On May 8th, 1985, he entered a local RadioShack in Duncan, British Columbia. He p

urchased a car battery and a 12-volt lantern battery. In addition to his regular purchases he had also managed to obtain multiple sticks of dynamite, timers and blasting caps. As you can imagine, dynamite was the explosive of choice for this b0mb maker Dynamite had been used in airliner b0mbings in the past, and a terrorist doesn’t need to get a whole lot of it onto a plane to achieve their goal. For example, In 1955, when 22-year-old Jack Graham b0mbed United Airlines Flight 629, investigators

were left stunned in that case as the b0mber had used over two dozen sticks of Dynamite when just one would have sufficed. Jumping back to 1985, it was revealed that Reyat was spending time out of town in the woods, testing his work and as the weeks progressed, and finalizing his b0mb. Reyat would make further trips to Radio Shack and eventually to a local Woolworths where he would purchase a very particular Sanyo branded Stereo system. Now let’s pause here, because this stereo tuner was a key p

iece of evidence that investigators would later stumble across. The Sanyo tuner would basically narrow down where these b0mbs came from. Sanyo had developed this model of tuner, precisely the FMT 611K to only really be sold in this region of the world. Only around 2000 of them were actually built. All of them sold in the Vancouver region. The tuner was used to house his b0mbs. Although Reyat denied he actually built them, only sourced the components, and tested them. Of course I cannot tell you

what he did with all of these items, that would be against YouTube’s terms of service, and I would probably get into a lot of trouble. However in this b0mbplot, two timed explosive devices were constructed which were to make their ways onto two different passenger planes. With the devices constructed, let’s have a rundown of their plan. June 20th, 1985. A number of phone calls were made for the processes of booking a number of flight reservations to be departing on June 22nd. The b0mbs were to e

ventually explode as the date progressed into June 23rd. Here were the flight arrangements they made. They operated out of Vancouver. They booked two outgoing journeys on board Canadian Pacific Airlines flights with the idea that the b0mbs would be timed with enough time for them to be transferred onto a connecting Air India flight. The first booking was Canadian Pacific Flight 003 from Vancouver to Tokyo’s Narita Airport. That bag was to be transferred onto Air India Flight 301 so connected ont

o a flight that goes to Delhi via Bangkok. Presumably, the b0mb was to go off on that leg. At the same time, another b0mbwas to be in transit. It was to be checked onto Canadian Pacific Flight 060 from Vancouver to Toronto. The bag containing the b0mb would then be connected onto Air India’s Transatlantic service. Air India Flight 181. This Air India flight originated in Toronto but made a stopover in Montreal where it would then become Flight 182 for the Transatlantic flight to London, continui

ng onto Delhi and finally Mumbai. Curiously, the b0mbers had booked a business class ticket for this journey. To this day we do not know who exactly made these bookings. However sources point toward Hardial Singh Johal as the name in reference to bookings made with a travel agent. This man would also aid in the plot by storing the b0mbs until their use on the Day of Disaster. He would hide them in the basement of a school. An alias was chosen for each flight. The Tokyo journey would be booked un

der L. Singh with M. Singh being booked onto Flight 182 to London, via Toronto and Montreal. With the flight arrangements made and b0mbs prepared, we must now move onto the morning of June 22nd, 1985. Part 2 – June 22nd The unidentified person under the alias of M. Singh was driven to the Vancouver Airport in the morning, presumably one of the other assailants was dropping them off, it is believed that the driver was actually Reyat who was behind the construction of the b0mbs, although Johal was

reportedly also seen at the airport. It was a Saturday, and the airport was very busy. Almost immediately the terrorists were faced with a bit of a problem when it came to their plans. Ahead of arriving at the airport that morning, they checked the status of their flight confirmation with the connection in Toronto. M. Singh, who was supposed to be on that flight, was only on standby to take the flight. When asked over the phone if they would like to change plans, they said no. This is important

because complications arose when they went to check in this first bag at 8:50 in the morning, the one that would eventually end up on Air India Flight 182 going to London. M. Singh was called forward to the check in counter by one Jeanne Adams. Ms. Adams was actually filling in for another colleague that day and little did she realize when she turned up for work, that this work shift would be one she would remember for the rest of her life. For a short span of time, Jeanne was at the front line

, taking center stage in the events of this Disaster. She noticed that M. Singh’s reservation for the connecting Air India Flight in Toronto was a standby reservation. This meaning that the passenger would only get onto the plane if a seat was available. Because they weren’t confirmed they were actually going to be on the flight, Jeanne could not allow the bag to be automatically transferred onto Flight 181/182. M. Singh would have to check in again in Toronto. Of course, they had no intention o

f actually making such journey. Their actual intention was to check the bag all the way through to India and just leave the terminal building in Vancouver and go home. As this could have upset the plans of the terrorists, M. Singh became a bit more confrontational. In 2005, Jeanne Adams, now married under the name of Bakermans was interviewed by a Canadian news outlet where she told of this incident. M. Singh raised his voice saying quote “I paid business class for my ticket so I would not have

to transfer my own bags”. According to her own account of the event, she actually agreed in reply. As the passenger had purchased a business class ticket, she saw it as her job to assist the passenger further and she well... checked the bag through to India as a matter of convenience for the passenger paying for a premium ticket. She would later describe the man who was using the alias of M. Singh as an East Indian man, aged between 25 and 35 years old, long dark hair and sparkling eyes. I would

like to go on record and state that, none of this is the fault of Jeanne. When it comes to the b0mbing of a passenger plane, it’s the ones who commit the crime in the first place who are responsible. Not a young customer service person who faces the public, believing they are just doing their job the best they can. And at that time, there wasn’t as much of a heightened concern about airline b0mbings, this was before Lockerbie and of course before Air India. The line of defense when it comes to

this sort of cargo being loaded onto a plane, should come from the airport security. Speaking of which, Vancouver airport never had baggage x-ray machines at the time for checked luggage. Knowing that his bag was going to be on board Air India Flight 182, M. Singh left the terminal, never to be seen again, or at least the identity of this individual would never be revealed. The bag containing the b0mb, without its attached occupant, was loaded onto Canadian Pacific Flight 060 heading on a cross

country flight to Toronto. The passengers of the flight, the ground handlers, and pilots, were none the wiser to the contents of this hard brown samsonite suitcase. The plane left Vancouver at 9:18 heading East and would arrive in Toronto later that afternoon. The bag containing the other b0mb that was headed to India via Tokyo was checked in as normal and interlined all the way through to India without issue. As this flight departed later in the day in the afternoon a different person under the

Alias of L. Singh arrived at the airport to check the bag in. Again Jeanne Adams was at the counter and handled both b0mbs and never recognized the second individual. It would be loaded onto Canadian Pacific Flight 003 unbeknownst to anyone as to what was actually inside. Canadian Pacific Flight 003 left Vancouver later on at 2:37 in the afternoon and began flying West across the Pacific. Inside, it contained a b0mb in its cargo hold, ticking away. The events were set in motion. Two b0mbs were

in transit and were primed to explode. Part 3. Disaster’s Eve Canadian Pacific Flight 003 was a long non-stop trans pacific flight, so it was Canadian Pacific flight 060 that arrived at its destination first. The time was 4:22 in the afternoon local time, when the aircraft touched down at Toronto’s Pearson Airport. The flight was actually 12 minutes behind schedule by this point but as normal when the plane parked up at the gate, baggage handlers got to work sorting arriving bags with connecting

ones. Among those bags being pulled from the plane was the Hard Brown Samsonite suitcase checked in by Mr. M Singh in Vancouver several hours ago, of course he never got on the plane and never arrived in Toronto. Because the Check-in agent checked the bag through to the Air India flight, the b0mb was fed through the airport baggage system and arrived on the trolley filled with other bags to be loaded onto an Air India Boeing 747. It’s here we must discuss a bit of a breakdown of security with T

oronto’s Airport. Now Toronto did have baggage x-ray machines and they would usually scan every piece of luggage. They were functioning during the day but a little after 4 in the afternoon the system broke. Air India however was under a heightened security risk and required all bags going onto Air India planes to be checked. So the airline employees in Toronto produced an alternative. To screen the bags for explosives, employees would take a sensor device to all the luggage. They were given a de

monstration on how to use the sensor which would sound if it detected explosives. If the x-ray machines not working was already bad enough, this check of the luggage also failed to pick up the b0mb. Although the sensor did reportedly sound on the suspected piece of luggage, according to multiple sources, it didn’t sound in accordance with the demonstration that the workers received. In the end, they never opened the suitcase, and it was allowed to go through to the loading areas. In this case, b

aggage was loaded into cargo containers which then filled the space on the aircraft’s cargo deck. Once the plane was to leave Montreal later that evening, this was going to be a full flight with a lot of baggage. Bags that were transferred from Canadian Pacific Flights to Air India were stored in a compartment in the front of the plane on the left side. The explosive baggage wasn’t the only item loaded here, there were multiple bags loaded into this container. The b0mb therefore in this case was

positioned relatively close to the cockpit and in immediate proximity to the electronic bay which sits below the First Class cabin in the nose of the aircraft. Now let’s talk about that plane. The Boeing 747 that had been brought out to Toronto from India was the aircraft registered as VT-EFO. It’s a plane that Air India had named Emperor Kanishka. The plane itself was a then 7-year-old Boeing 747-200, delivered to Air India in 1978. Investigators would find absolutely nothing wrong with the pl

ane. It was kept in good condition under the ownership of Air India. On this occasion though, the plane would be leaving Toronto with some unusual cargo that was not loaded into the cargo hold. A damaged engine that had been sitting in Toronto for around two months needed to be transported back to India to undergo maintenance. It was decided on that day, that this aircraft would carry the engine, literally. The 747 can actually be fitted with a fifth engine pod, to be attached underneath the lef

t wing, it looks as if the plane has five engines in this state. It’s completely safe and Boeing intended airlines to use this feature as it can be quite convenient. The main issue here is that other components related to the engine also needed to be transported but could only be stowed in the cargo hold. Because some of these parts were rather big, the door needed to be temporarily removed. This contributed to a significant delay on the ground of over one hour. The addition of a fifth engine di

d add extra weight and drag, and the pilots needed to take that into account and trim the plane accordingly to balance it out. Something that investigators later concluded they did flawlessly. Some of Air India’s best flight crew would be taking the plane across the Atlantic that evening. 56-year-old Captain Hanse Singh Narendra was at the flight controls. He was one of the most experienced pilots at Air India having spent over 30 years as a pilot and logging over 20,000 flight hours. However hi

s piloting career hasn’t always been smooth flying. On multiple occasions his medical situation prevented him from flying. He was also involved in two previous incidents, one of which included him inadvertently flying over 100 miles off course. In the Right Seat was another pilot at the rank of Captain. 41-year-old Satwinder Singh Bhinder. Though he was a Captain he was acting as First officer on this evening. The third member of crew was the Flight Engineer. 57-year-old Dara Dumasia, who was ac

tually the most experienced on the 747 with a logged 15,000 flight hours. In the cabin were a further 19 Flight Attendants and 307 passengers would fill the cabin following the stopover in Montreal, for a total of 329 people on board. When one looks over the full list of Passengers, it becomes clear that most on board were families. Either travelling to visit family in their homeland or had just finished a trip visiting relatives in Canada. It was 8:15pm Local Time. Emperor Kanishka, Flying as A

ir India Flight 181 leaves Toronto’s Pearson airport 1 hour and 40 minutes behind schedule. The pilots began flying North East towards their stopover in Montreal, where the plane arrived less than one hour later at around 9pm. Here the flight would take on additional passengers and luggage. At 10:18, now flying as Flight 182, the pilots took Emperor Kanishka to the skies for the final time. For the next several hours the Air India plane would fly Eastward across the Atlantic Ocean heading toward

s their next stopover, London Heathrow. The pilots would remain in contact with Canadian Air Traffic Control for about half of that journey. Canada and Ireland manage large sectors of the North Atlantic Airspace. Given the two countries are at the extremities of their continents. Controllers In Gander manage a sector of airspace in the North West Atlantic. Large sectors of airspace like this have a term to describe them. It’s called a Flight Information Region or FIR. Once they were finished in

the Gander Region, Air India flight 182 would have been handed over to Irish Air Traffic Controllers who manage the Shanwick Region. Shanwick is a wholly oceanic region. It is used by dozens and dozens of Transatlantic Flight every single day. Flying Eastward, the hand off to Irish controllers was made with no reported issues with the aircraft. Flight 182 at that point was an unextraordinary routine oceanic crossing. Halfway through the flight, the skies were dark, cabin service had ended for th

e evening, the passengers were sleeping. Up on the Flight Deck there wasn’t a whole lot for the pilots to do as they steadily cruised across the night sky at 31,000 feet towards daybreak. A completely different story however was about to emerge, on the other side of the planet. Part 4 – Day of Disaster Tokyo, Japan. It was now June 23rd. Mid Afternoon. Hideharu Koda and Hideo Asano were both baggage handlers who worked at Tokyo’s brand new airport at the time, Narita International. That day, tho

se two men were working at Terminal 1 on the South side of the airport. One of the airlines that operated out of Terminal one was Canadian Pacific Airlines. Ahead of Schedule, Canadian Pacific Flight 003 arrives at Narita at 2:41 in the afternoon. The plane taxis to terminal one and baggage handlers got to work unloading the plane. Also on the ground at Narita that afternoon was another Air India Boeing 747 that would be operating Flight 301 to Delhi via Bangkok. The bag that was checked in unde

r the alias of L Singh, the previous day on a completely different continent, had entered the baggage system at Narita. The bag then ended up in the hands of handlers who were gathering bags for flight 301. It was transported to a sorting room, out of sight of the general public. It had been 38 minutes since the bag arrived in Tokyo when at 3:19pm, the b0mb explodes. In close proximity to the b0mb, Hideharu Koda and Hideo Asano were both killed. A further 4 were injured in the blast. The terrori

sts had anticipated that the b0mb would be on Flight 301 by now and the plane be airborne. However in a lapse of their calculations they failed to understand that whilst Canada observed Daylight Savings Time, Japan did not. The b0mb exploded prematurely by about one hour. Had the b0mb gone off when it was intended to, 177 lives could have been lost on the plane. News quickly spread that a b0mb had exploded in the Terminal at Tokyo’s Narita Airport. The pilots of Air India Flight 182 knew nothing

of this. Unknown to them a b0mb made by the same people that had just exploded on the other side of the world killing two people, was actually locked away in the cargo hold of their own plane. It’s time was about to come. It was 6:30 in the morning UTC time, 7:30 in local time to Ireland. All times going forward will now be in Local Irish Time. Flight 182 was about to be handed off from the Shanwick Oceanic region. As they were nearing the European Continent, they would soon enter the Shannon F

IR. At 7:47, the flight crew sign off from Shanwick. Though the Shanwick controllers have handed them off, they wouldn’t make contact with Shannon for nearly 20 minutes. Within that 20 minute window of time a number of conversations would be recorded on the Cockpit Voice Recorder. Some of this related to paperwork that needed to be filed ahead of the arrival into London. Additionally at exactly 8am, the flight crew made a call on the intercom system, Flight Attendant Jamshed Dinshaw picks up the

phone. What follows is a conversation about a request made by a young boy and his family seated at the back of the plane in Row 54. The lil’ man wanted to have a look in the cockpit. The pilots requested he be brought up for a flight deck visit around 15 to 20 minutes from then. The kid unfortunately would never get to see the cockpit. About five minutes later at 8:06 they finally make contact with controller’s in Shannon. Flight 182 was put in communication with a man by the name of Michael Qu

inn, curiously they mistakenly address the controller as Shanwick. -atc recording- Quinn gives Flight 182 a Transponder Squawk code. This will help identify which radar echo on his radar display is actually the Air India Flight. Off the South West coast of Ireland there were a few other planes also in the region, heading in the same direction at different altitudes and at different airspeeds. Controller Michael Quinn could observe all of these aircraft on his radar. He clears flight 182 to Londo

n via a series of waypoints and airways as usual. After confirming the Transponder code at 8:09, Quinn would have no further contact with the Air India plane. 8:13, less than one minute to disaster. The b0mb stored in the plane’s cargo bay was about to reach zero and explode. On the Flight Deck the pilots turned their attention back to their paperwork and Flight Engineer Dumasia begins to discuss customs forms. Disaster would strike as he was mid-sentence at exactly 8:14 and 1 second. From the p

erspective of the controller, as it turned out on that morning, the signals and text on his display had stacked on top of each other, making the radar difficult to read. It happens from time to time. He adjusted the display to separate the signals and when he did so, he noticed he was missing an aircraft. He could account for the TWA, Canadian Pacific, and Swissair planes in the region that morning... But not Air India. It was as if that plane had simply vanished. At around this time, a disturbi

ng noise was briefly picked up on frequency and we’ll play that for you now... -atc recording- Michael Quinn for many years after the Disaster was left uncertain as to what this noise was. Was it coincidental static, or was it a message transmitted from the plane. To interject with my own personal opinion, I’m more inclined to believe the former. I believe the b0mb on board Flight 182 positioned at the front of the plane, would have destroyed all of the plane’s electrics in that moment as the pl

ane was obliterated. Still he jumps on frequency to try and get a hold of the plane. -atc recording- Air India Flight 182 had been blown apart midflight. The explosion had shattered the plane into countless fragments. Some parts of the plane fell to the water below in larger sections, other parts of the plane were scattered over a huge area like confetti. Back in Shannon, Controller Michael Quinn gets on the radios and contacts other planes for assistance. One aircraft in the region reported not

having the sufficient fuel to head back to look for the plane. As news of the missing plane began to spread, it was as sea vessel known as the Laurentian Forest, a commercial freighter ship out on the Atlantic Ocean that confirmed the loss of the aircraft. They found, plane debris, passenger luggage, children’s toys and lifeless bodies. The smell of jet fuel was in the air. The injuries sustained by many of the passengers are nothing short of absolutely horrific. The injuries themselves varied

greatly depending on where the passenger happened to be sitting. When the b0mb exploded, the blast would have reverberated throughout the fuselage ahead of rupturing the skin. At that moment, think of it this way, the inside of the aircraft was blown out. Most victims suffered injuries consistent with an explosive decompression with bone fractures to their skulls and other parts of the body, similar to how those died in the Comet disasters like we’ve previously discussed. Few according to pathol

ogical results, actually showed signs of drowning, but overwhelmingly most passengers were believed to have been killed in the air at high altitude and were dead before the hit the water. If you remember how the flight was delayed leaving Canada due to the need to accommodate a fifth engine pod. Well as it turns out, if it wasn’t for the delay, the plane would have arrived in London and a very different chain of events may have played out. At the scene of disaster, a sailor on the vessel describ

ed the horrific scene on the water when they arrived. Other crew members on the ship were in shock, tears, physically sick at the sight they saw. “Some were dismembered, one with their torso split and organs spilling out. Crew members were crying; some were physically ill.” – Daniel Brown As rescue efforts continued it became clear that none of the 329 on board Air India Flight 182 had survived. In total 331 people were now dead from this attack. Within a matter of hours, people were able to pie

ce together the possibility that the Air India incident and Narita Airport b0mbing were linked. However air crash investigators weren’t able to prove that right away, but it was certainly a hunch. The evidence the needed was now at the bottom of the ocean. Bodies were brough to the city of Cork in the South of Ireland and relatives soon began arriving. Most bodies were never able to be recovered. Of the 329 people on board, 131 were brought ashore and identified. In the end, no pieces of the act

ual Air India b0mbwould be recovered. However an international effort and an extensive salvage operation was able to bring to surface many pieces of wreckage. The wreckage was brought to a metal frame and parts of the plane were pieced back together. With recovery of the flight recorders, investigators found the evidence that point conclusively towards a b0mb. Explosive damage blowing outward from the inside, The baggage container itself showing damage consistent with a b0mb blast, then there wa

s the fact that the cockpit voice recording and flight data recording both cut out at exactly the same time. And when paired with findings in Tokyo, the fragments of the b0mb and stereo tuner used to make it, and the incident at Vancouver airport, the story began to unravel itself with Vancouver being at the center of the story. Part 5. Aftermath So we come to the aftermath of this horrific disaster, now what became of the perpetrators you may ask. Well this is where it gets even more complicate

d and, in many ways, frustrating. Many relatives and loved ones of those lost have expressed anger, and felt as if Canadian Authorities didn’t do enough to act in order to prevent this crime. It was as if the loss of this was not seen as a Canadian tragedy but one of India despite the fact that most on board were Canadians. In fact, this is to this day, the largest mass murder of Canadian lives, ever. Some call it, Canada’s 9/11. So the perpetrators, I’ll try to keep this concise. Let’s begin wi

th Talwinder Singh Parmar, the one believed to have been the mastermind behind the plot and founder of Babbar Khalsa. Police and Counter Terrorism teams made their move. His residence in Vancouver was raided soon after the incident but they couldn’t find much evidence of a connection to Air India in his own home. No charges were brought against him. Parmar returned to India. In 1992 he was killed following a shootout with police in Punjab. Inderjit Singh Reyat, the one who made the b0mbs. He mov

ed to the United Kingdom but was eventually arrested, convicted, extradited back to Canada and sentenced in 1991 to 10 years in prison on charges of manslaughter and possession of explosives in connection to the b0mbing in Tokyo, not Air India. In 2001 faced murder charges in relation to Air India b0mbing, he was placed behind bars again where he stayed for a further 15 years. In 2016, he was acquitted and walked free. According to sources on the matter, even 30 years later, he showed no remorse

for his crime. Multiple of their associates alleged to have been involved with the b0mbing were also arrested, especially since they were under the watch of Canadian authorities at the time. Ajaib Singh Bagri and Ripudaman Singh Malik who were alleged to have been part of the plot were also acquitted in 2005 after it was deemed there wasn’t enough evidence to convict them. Malik was murdered in 2022 in what was believed to have been a targeted killing of the guy. Hardial Singh Johal was another

individual related to the plot. If you remember, he stored the b0mbs in a local school before their transportation to the airport in Vancouver. Johal’s name was the one given to the individual who made the phone call to book the airline tickets. He died at the age of 55 in 2002. The individuals who actually checked in the bags at the airport, we never identified. The Air India b0mbing is still a sensitive topic for many whether they be in Canada or India or wherever. Many feel that justice just

wasn’t served. Every year, relatives continue to return to Cork to pay their respects. In the far Western regions of county Cork, a memorial now stands in remembrance of the 331 lives that were lost that day. Patreon Outro Hello Everyone. Thank you so much for watching this video, if you enjoyed be sure to leave a like and subscribe so that you do not miss the next one. This is certainly new, the extra time has really helped me out when making this, it was a lot to put this together and of cour

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ster Breakdown Patreon from just £1 per month and the link to that will be in the pinned comment below. All Patrons get early access to all new content, two days before it goes out publicly on YouTube. With that being said, I must get to work on my next video. Like this one it will be done when its done but I’ll be dropping by the community tab sometime next week with a progress report. Until then if you fancy more Disaster Breakdown content you could always check out the videos that should be o

n the screen right now. Thank you so much for watching and I shall see you next time. Goodbye.