Roger can you forward this article in a text form not in html form. listserve messes it up that makes it unreadable. from what i could gather, sounds like an interesting stuff. --- Roger LaFrance <lafrance@xxxxxxxxxxx> wrote: > Investigation Update=0AAllegedly leaked information > and photos on the Pilot= > sofAmerica.com forum. Very interesting stuff here if > it's confirmed.=0A=0A= > =0AAt about 700 ft AGL, the auto throttle commanded > engine acceleration. On= > e engine started to rollback during and the other > engine started to acceler= > ate then 8-10 seconds later began to roll back. Once > the flight crew notice= > d, they pushed the throttles up and the engines' > EECs responded but the eng= > ines did not. It appears that no fuel was getting to > the engines. =0AThe in= > vestigation continues to look broadly for a cause of > the dual engine rollba= > cks. Fuel exhaustion is the only item that has been > positively ruled out. A= > spects that the FAA believes the investigation is > concentrating on are:=0A= > =95 Ice in the fuel somehow limiting the fuel flow > to the engines. A mainte= > nance message indicating excessive water in the > center tank was set during = > taxi on the two previous flight legs, although it > cleared itself both times= > . The airplane was being operated in a high > humidity, cold environment, con= > ducive to ice formation.=0A=95 Small-sized > contamination building up in the= > engine fuel systems somehow limited the fuel flow > to engine. All the fuel = > samples have tested for contamination of larger > particles (sizes outside th= > e fuel specification). Testing has been started > looking for small particles= > (greater than 5 microns).=0A=95 Engine hardware > failures sending inaccurat= > e data to the engine electronic control (EEC) > causing the EEC to demand ins= > ufficient fuel. A preliminary review of the EEC data > from the right engine = > shows erratic combustor inlet pressure (P30). A > leaking P30 sense line coul= > d cause this, or the EEC receiving a higher than > actual fuel flow parameter= > .=0A=95 Software coding problem in the EEC causing > the EEC to demand insuff= > icient fuel. British Airways installed a new engine > EEC software revision i= > n December 2007. The software was approved in May > 2006. There were several = > changes to the software as part of the revision. Two > items seem remotely re= > lated to the accident: improvements to low power > stall recovery logic and f= > an keep out zones for ground maintenance. The first > two items would be rela= > ted to a part 25 compliance issue, while the last > two items would be relate= > d to a part 33 compliance issue.=0AMUCH MORE BELOW > THE FOLD=0AAs stated yes= > terday in this briefing paper, the electrical system > anomalies noted earlie= > r have been resolved, as describe below, and the > conclusion now is that the= > electrical buses were powered until impact and > performing as expected.=0A= > =95 The auxiliary power unit (APU) began its auto > start sequence, even thou= > gh the buses were still powered. In the days > following the event, the fligh= > t crew has added additional details to their report. > The crew now believes = > they turned the APU on prior to impact. There was > sufficient time before th= > e impact for the APU inlet door to open, but not for > the APU fuel pump to t= > urn on or the APU engine to start spooling up.=0A=95 > The quick access recor= > der (QAR) saved data and shut down approximately 45 > seconds prior to impact= > . The QAR saves data in batches. It is believed the > QAR was working properl= > y and was in the process of saving data when impact > occurred, accounting fo= > r the =93lost=94 45 seconds of data.=0A=95 The fuel > crossfeed valves were c= > losed in flight according to the flight crew, but > the switches were found i= > n the open position and only one valve was open. In > the days following the = > event, the flight crew has added additional details > to their report. The cr= > ew now believes they opened the valves just prior to > impact and the airplan= > e lost power before both valves moved to the open > position.=0A=95 The ram a= > ir turbine (RAT) was found deployed, even though the > buses were still power= > ed. It did not deploy until after the airplane came > to a stop, as determine= > d by the pristine condition of the turbine blades. > The RAT either deployed = > due to electrical power loss during impact with a > failed air/ground signal = > or the impact unlatched the RAT door.=0AFuel system: > Leads regarding water = > in the fuel and fuel contamination are continuing to > be investigated. Fuel = > testing looking for small-sized contaminants (5 > microns) is beginning. The = > tanks are still being drained and the team hopes to > start evaluating the fu= > el system hardware tomorrow.=0AEngines: Component > testing and teardown of t= > he engine-driven fuel pumps and the fuel metering > units is planned for late= > r this week. The data from the electronic engine > controls is still being an= > alyzed. Rolls-Royce is planning an engine test, > unscheduled as yet, to try = > and duplicate the rollbacks.=0ACrashworthiness: > Cabin crew and passenger qu= > estionnaires indicate that the evacuation bell was > faint, but the evacuatio= > n light was seen and the captain=92s message to > evacuate over the passenger= > address system was heard. Preliminary data > indicates that the descent rate= > at impact was roughly 30 ft/sec. Dynamic seat > requirements that became eff= > ective at the introduction of the Model 777 series > airplanes require seats = > protect occupants for hard landing impact up to 35 > ft/sec. The passenger wi= > th the broken leg was sitting next to the point > where the right main landin= > g gear punctured the fuselage and pushed into the > cabin (pictured below).= > =0ACrashworthiness: There was only one serious > injury, a compound fracture = > to the leg. The airplane landed on the main gear, > bounced, came back down o= > n the gear, then the gear failed, and the engines > supported weight of the a= > irplane. The descent rate at landing was 1500-1800 > feet per minute. One of = > the main landing gear swung around and pushed > slightly into the cabin. The = > other punctured the center fuel tank (empty) leaving > a 1-by-2-foot hole. Th= > e report of a fuel leak is unconfirmed. All the > slides deployed and the doo= > rs worked. Some passengers had to shuffle down the > slides due to the slight= > angle. The flight deck door opened on its own > during the landing. Some oxy= > gen masks dropped. =0A*Surprised by what you have > read?Do you think this re= > port has gone any closer to establishing the true > reason for the crash? Hav= > e youir say on AirSpace=0ATags:=0A777 =0ABoeing > =0ABritish Airways =0APoste= > d by Jon Ostrower on January > > <<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> > > If you wish to unsubscribe from the AIRLINE List, > please send an E-mail to: > "listserv@xxxxxxxxxxxxxxxxx". Within the body of > the text, only write the following:"SIGNOFF > AIRLINE". > <<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<<>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> If you wish to unsubscribe from the AIRLINE List, please send an E-mail to: "listserv@xxxxxxxxxxxxxxxxx". Within the body of the text, only write the following:"SIGNOFF AIRLINE".