Posts about: "Fuel Cutoff Switches" [Posts: 802 Pages: 41]

The aircraft achieved the maximum recorded airspeed of 180 Knots IAS at about 08:08:42 UTC and immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned from RUN to CUTOFF position one after another with a time gap of 01 sec. The Engine N1 and N2 began to decrease from their take-off values as the fuel supply to the engines was cut off.

In the cockpit voice recording, one of the pilots is heard asking the other why did he cutoff.
The other pilot responded that he did not do so.

The aircraft achieved the maximum recorded airspeed of 180 Knots IAS at about 08:08:42
UTC and immediately thereafter, the Engine 1 and Engine 2 fuel cutoff switches transitioned
from RUN to CUTOFF position one after another with a time gap of 01 sec. The Engine N1
and N2 began to decrease from their take-off values as the fuel supply to the engines was cut
off.
In the cockpit voice recording, one of the pilots is heard asking the other why did he cutoff.
The other pilot responded that he did not do so.
The CCTV footage obtained from the airport showed Ram Air Turbine (RAT) getting deployed
during the initial climb immediately after lift-off (fig. 15). No significant bird activity is observed
in the vicinity of the flight path. The aircraft started to lose altitude before crossing the airport
perimeter wall.

As per the EAFR, the Engine 1 fuel cutoff switch transitioned from CUTOFF to RUN at about
08:08:52 UTC. The APU Inlet Door began opening at about 08:08:54 UTC, consistent with
the APU Auto Start logic. Thereafter at 08:08:56 UTC the Engine 2 fuel cutoff switch also
transitions from CUTOFF to RUN. When fuel control switches are moved from CUTOFF to
RUN while the aircraft is inflight, each engines full authority dual engine control (FADEC)
automatically manages a relight and thrust recovery sequence of ignition and fuel introduction.
The EGT was observed to be rising for both engines indicating relight. Engine 1’s core
deceleration stopped, reversed and started to progress to recovery. Engine 2 was able to
relight but could not arrest core speed deceleration and re-introduced fuel repeatedly to
increase core speed acceleration and recovery. The EAFR recording stopped at 08:09:11
UTC

As per the EAFR data both engines N2 values passed below minimum idle speed, and the
RAT hydraulic pump began supplying hydraulic power at about 08:08:47 UTC.
RAT in extended position
15
As per the EAFR, the Engine 1 fuel cutoff switch transitioned from CUTOFF to RUN at about
08:08:52 UTC. The APU Inlet Door began opening at about 08:08:54 UTC, consistent with
the APU Auto Start logic. Thereafter at 08:08:56 UTC the Engine 2 fuel cutoff switch also
transitions from CUTOFF to RUN. When fuel control switches are moved from CUTOFF to
RUN while the aircraft is inflight, each engines full authority dual engine control (FADEC)
automatically manages a relight and thrust recovery sequence of ignition and fuel introduction.
The EGT was observed to be rising for both engines indicating relight. Engine 1’s core
deceleration stopped, reversed and started to progress to recovery. Engine 2 was able to
relight but could not arrest core speed deceleration and re-introduced fuel repeatedly to
increase core speed acceleration and recovery. The EAFR recording stopped at 08:09:11
UTC
At about 08:09:05 UTC, one of the pilots transmitted “MAYDAY MAYDAY MAYDAY”.