The problem with the FCOC is heat is transferred from the oil to the fuel. This would seem to reduce our chances for ice formation between the LP pump and HP pump. Further, we haven't heard anything about any possible ice damage to the HP pump, only suction cavitation damage.
I don't know, maybe the fuel was as thick as mallases.
What's interesting is that both engines rolled back to virtually the same power level, EPR 1.03 and EPR 1.02. So not only did the restriction or obstruction occur at virtually the same time on both sides of the airplane, but the amount (quality, quantity) of the restriction was virtually the same on both sides. I'll bet the suction cavitation damage is virtually the same on both HP pumps as well. I wonder if maybe Re-Heat is on to something here.
Last edited by Flight Safety; 19th Jun 2008 at 23:21.