But. Not so easy.
As per the EAFR data, the aircraft crossed the take-off decision speed V1 and achieved 153 kts IAS at 0833 UTC. The Vr speed (155 kts) was achieved as per the EAFR at 0835 UTC. The aircraft air/ground sensors transitioned to air mode, consistent with liftoff at 0839 UTC.
The aircraft achieved the maximum recorded airspeed of 180 Knots IAS at about 0842 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.
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 0847 UTC.
As per the EAFR, the Engine 1 fuel cutoff switch transitioned from CUTOFF to RUN at about 0852 UTC. The APU Inlet Door began opening at about 0854 UTC, consistent with the APU Auto Start logic. Thereafter at 0856 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 0811 UTC
