As people seem to be taking the NTSB press release a little bit too far, I will repeat what I wrote in post 2282 :-
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From the NTSB press release posted above :-
"......... These recommendations are being issued in response to the findings in two investigations - an accident and an incident - involving engine thrust rollbacks on Boeing 777-200ER airplanes powered by Rolls-Royce RB211 Trent 800 Series engines. In both cases a build-up of ice (from water normally present in all jet fuel) on the fuel/oil heat
exchanger (FOHE) restricted the flow of fuel to the engine, resulting in an uncommanded engine rollback. ............" (my bold)
Fascinating.
According to this, the two investigations have been completed (at least they have specific "findings" and are factually known) as opposed to theories or speculation !
Likewise, they have supposedly explained where the additional water came to cause the problem.
Unforunately they haven't bothered to highlight other engine installations in other planes which need similar flight restrictions.
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The AAIB interim report number 2 only indicates the possibility of the FOHE being the problem. Its experients were with fuel with 90 ppm rather than the expected maximum 70 ppm of the actual accident plane which had tested remains of 40 ppm and of which the expected maximum of 70 ppm would have been reduced by ice forming at the bottom surface of the tanks.
For the cause of the accident to be properly explained the fault must be properly explained - it is not good enough to guestimate it.
Likewise, other aircraft with various other enginge/fuel installations should be examined for possible similar problems with the new phenomomen of fuel/ice slush (or whatever they are going to call it.
People seem to think the work is over and the aviation world has the problem put to bed - there could be masses more work to come.
As for the near simultaneous fasilure in two separate systems and its effect on ETOPS I will ignore that due to total ignorance.
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