To answer one of Sooty655's previous postings:
You are correct in the understanding that Rolls-Royce RB211 and it's Trent derivatives have the Fuel Control System mounted on the outside of the Fan case where General Electric have generally favoured mounting much of it's systems around the core.
There are pros and cons for both design philosophies. Whilst at first glance it seems a good plan to keep all the fuel system nice and warm by keeping it close to the core, the transient extremes of temperature encountered during flight in such circumstances impose design issues regarding valve tolerances/clearances. There can also be problems with fuel laquering of metering and control valves that operate in fuel luricated systems caused by higher fuel temperatures.
To answer your question though, the RB211-Trent 895 (and all it's RB211 predecessors way back to the original -22B variant of the late 60s/70s) have the following mounted on the fan case:
Low Pressure Fuel Pump
Low Pressure Fuel filter
Fuel Oil Heat Exchanger
High Pressure Fuel Pump
Fuel Metering Unit (and it's constituent control system)
Fuel Manifold Drains Tank and it's ejector pump.
As an aside, the Main Engine Fuel pump designed and fitted to the R-R Trent 895 may well have demonstrated evidence of bearing face cavitation upon strip, however on such pump designs there is no escaping cavitation and it is more a case of designing the pump to minimise what cavitation there is and to encourage the cavitation to take place in the least problematic areas of the unit - more akin to 'managing' the cavitation than anything else . It is the degree and agressiveness of the cavitation scarring that tell the story of the unit's unhappy existence up to it's untimely death and from what information I have seen, the unit was in good health up until a short time before the incident.
The manufacturer of the pump are very well respected in the Industry and were selected by Rolls-Royce for designing a product with a good pedigree and having an extremely good record for dealing with cavitation issues. The pump itself has a delivery capacity that far exceeds the requirements of the 95,000 lb thrust variant fitted to the R-R powered BA 777 as it was targeted for a much higher thrust Trent variant that didn't make it into production for reasons other than design viability or reliability. Having been closely involved in the project's design, I can say with a high degree of confidence that even in the pump's post cavitation degraded state I can not imagine a situation where the pump was incapable of delivering the required fuel other than through starvation/blockage.
I realise that I have probably re-iterated some points previously made and for that I apologise.
GFYA