Lethe
Captain
It is confirmed that the switches were turned to off soon after takeoff then turned back based on black box and cockpit audio recording. The switch has locking mechanism to prevent accidental push. The interesting part is that the two switches are turned off with an one-second gap which suggests against accidentally turned in case the locking mechanism is not engaged. It is also puzzling that one of the pilots denying (accidentally or intentionally) turning off the switches, however this denial could be caused by a reflex of denial or honestly mind-blanking in panic.
Investigators were able to get data out of the black boxes, including 49 hours of flight data and two hours of cockpit audio, including the crash.
The aircraft had reached an airspeed of 180 knots when both engines’ fuel cutoff switches were “transitioned from RUN to CUTOFF position one after another with a time gap of 01 sec,” according to the report.
“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 report reads.
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The full preliminary report is available .
8:08:39: Take off
8:08:42: Fuel cut off switches moved from Run to Cutoff with a 1 sec gap
8:08:47: RAT begins supplying power
8:08:52 ENG 1 switched from Cutoff to Run
8:08:54 APU inlet door began to open
8:08:56 ENG 2 switched from Cutoff to Run
8:09:11 Recording ends
As you say, the one-second gap argues against failure of the electro-mechanical switching apparatus. Also undermined is the theory that the switches were cycled as part of the crew's response to another failure (as the preliminary report makes no reference to such). The explanations that remain plausibly open are deliberate action, or catastrophic error.
While the urge is always for more data and certainty, and certainly the full readout of the Cockpit Voice Recorder would be interesting, the preliminary report does address and exclude some other possibilities that were raised in the wake of the incident, such as flaps not being set correctly for take-off (they were) and fuel contamination issues (tested ok). It is also confirmed that APU was in start-up sequence and the RAT was deployed and operating.
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