BA038 - Some resolution… Finally
Arrival Time: 14:52
Wright Time: .5
Well it looks as though investigators in the crash of British Airways flight 038 are settling on the ‘perfect storm’ argument as the probable cause- Unusually cold temperatures and an especially long flight combined to aid the formation of ice in the fuel lines which blocked fuel from getting to the engines.
The AAIB said: “This ice is likely to have formed from water that occurred naturally in the fuel whilst the aircraft operated for a long period, with low fuel flows, in an unusually cold environment.”
Operators of Boeing 777’s (both with RR and GE engines - but especially RR models) no doubt now will have modified operational profiles, and certainly on long haul flights.
What significance though does this troubling event have on other large, long haul aircraft? Wouldn’t one think this ‘perfect storm’ could happen regardless of long haul aircraft type, if the conditions were there?
Capt’n Chris
Link to story - Click here…
Below is a portion of my original BA038 post from January 19th, 2008, for your reference…
Photo Find: Click Here…
(From Wazzu90)
Accident to a Boeing 777-236, G-YMMM, on 17 January 2008
Initial Report Update 23 January 2008
Since the issue of the Air Accidents Investigation Branch (AAIB) 1st Preliminary Report on Friday 18 January 2008 at 1700 hrs, work has continued on all fronts to identify why neither engine responded to throttle lever inputs during the final approach. The 150 tonne aircraft was moved from the threshold of Runway 27L to an airport apron on Sunday evening, allowing the airport to return to normal operations.
The AAIB, sensitive to the needs of the industry including Boeing, Rolls Royce, British Airways and other Boeing 777 operators and crews, is issuing this update to provide such further factual information as is now available.
As previously reported, whilst the aircraft was stabilised on an ILS approach with the autopilot engaged, the autothrust system commanded an increase in thrust from both engines. The engines both initially responded but after about 3 seconds the thrust of the right engine reduced. Some eight seconds later the thrust reduced on the left engine to a similar level. The engines did not shut down and both engines continued to produce thrust at an engine speed above flight idle, but less than the commanded thrust.
Recorded data indicates that an adequate fuel quantity was on board the aircraft and that the autothrottle and engine control commands were performing as expected prior to, and after, the reduction in thrust.
All possible scenarios that could explain the thrust reduction and continued lack of response of the engines to throttle lever inputs are being examined, in close cooperation with Boeing, Rolls Royce and British Airways. This work includes a detailed analysis and examination of the complete fuel flow path from the aircraft tanks to the engine fuel nozzles.
Further factual information will be released as and when available.
—————————————————————
This sequence of photos shows BA038 in it’s final seconds. Amazing.
Short Final- Note nose high attitude
Impact
Evacuation
Amateur footage of the airplane on approach
(Note the nose high attitude)
Preparing the 777 to be moved
Moving the 777
Time lapse of the move
Captain’s voicemail message to his wife
“I don’t know if you’ve seen the news yet,” he said. “There’s been an incident and we’ve been involved but we’re OK and all the passengers are OK.” There was a brief pause, then he continued: “I just wanted to let you know I won’t be home when I said I would be – that I’ll be a bit late.”
Full article
Detailed play by play of the final seconds
Airplane being moved to a hangar for further analysis
Captain Peter Burkill speaking to the news media
Accident to Boeing 777-236, G-YMMM at London Heathrow Airport on 17 January
2008 - Initial Report
Initial Report AAIB Ref: EW/C2008/01/01
Accident
Following an uneventful flight from Beijing, China, the aircraft was established on an ILS approach to Runway 27L at London Heathrow. Initially the approach progressed normally, with the Autopilot and Autothrottle engaged, until the aircraft was at a height of approximately 600 ft and 2 miles from touch down. The aircraft then descended rapidly and struck the ground, some 1,000 ft short of the paved runway surface, just inside the airfield boundary fence. The aircraft stopped on the very beginning of the paved surface of Runway 27L. During the short ground roll the right main landing gear separated from the wing and the left main landing gear was pushed up through the wing root. A significant amount of fuel leaked from the aircraft but there was no fire. An emergency evacuation via the slides was supervised by the cabin crew and all occupants left the aircraft, some receiving minor injuries.
The AAIB was notified of the accident within a few minutes and a team of Inspectors including engineers, pilots and a flight recorder specialist deployed to Heathrow. In accordance with the established international arrangements the National Transportation Safety Board (NTSB) of the USA, representing the State of Design and Manufacture of the aircraft, was informed of the event. The NTSB appointed an Accredited
Representative to lead a team from the USA made up of investigators from the NTSB, the FAA and Boeing. A Boeing investigator already in the UK joined the investigation on the evening of the event, the remainder of the team arrived in the UK on Friday 18th January. Rolls-Royce, the engine manufacturer is also supporting the investigation, an investigator having joined the AAIB team.
Activity at the accident scene was coordinated with the Airport Fire and Rescue Service, the Police, the British Airports Authority and British Airways to ensure the recovery of all relevant evidence, to facilitate the removal of the aircraft and the reinstatement of airport operations.
The flight crew were interviewed on the evening of the event by an AAIB Operations Inspector and the Flight Data Recorder (FDR), Cockpit Voice Recorder (CVR) and Quick Access Recorder (QAR) were removed for replay. The CVR and FDR have been successfully downloaded at the AAIB laboratories at Farnborough and both records cover the critical final stages of the flight. The QAR was downloaded with the assistance of British Airways and the equipment manufacturer. All of the downloaded information is now the subject of detailed analysis.
Examination of the aircraft systems and engines is ongoing.
Initial indications from the interviews and Flight Recorder analyses show the flight and approach to have progressed normally until the aircraft was established on late finals for Runway 27L. At approximately 600 ft and 2 miles from touch down, the Autothrottle demanded an increase in thrust from the two engines but the engines did not respond. Following further demands for increased thrust from the Autothrottle, and subsequently the flight crew moving the throttle levers, the engines similarly failed to respond. The aircraft speed reduced and the aircraft descended onto the grass short of the paved runway surface.
The investigation is now focussed on more detailed analysis of the Flight Recorder information, collecting further recorded information from various system modules and examining the range of aircraft systems that could influence engine operation.
Aircraft Type and Registration: Boeing 777-236, G-YMMM
No & Type of Engines: 2 Rolls-Royce RB211 Trent 895-17 turbofan engines
Year of Manufacture: 2001
Date & Time: 17 January 2008 at 1243 hrs
Location: Undershoot RWY 27L, London Heathrow Airport
Type of Flight: Commercial Air Transport (passenger)
Persons on Board:
Crew - 16
Passengers - 136
Injuries:
Crew - 4 (minor)
Passengers - 1 (serious)
Passengers - 8 (minor)
Nature of Damage: Substantial
Information Source: AAIB Field Investigation
Filed under: TidBits | 
| 
