I quote the following report verbatim on this particular flight as it was published in the fleet newsletter/circular to all 744 crew (dated Apr 2001):. .. .“On 14 January 2001, SQ### landed in LHR with 3900 kg. The final fuel remaining on shutdown was 2900 kg. The flight was planned on a redispatch flight plan with no excess fuel. At TOD, the FMS-predicted fuel on landing was 8200 kg. Lengthy holding over LAM resulted in the aircraft leaving LAM with an FMS-predicted fuel on landing of 5200 kg. Shortly after leaving LAM, the EICAS message “FUEL QTY LOW” came on, having been triggered by 800 kg fuel remaining in tank 2M. Fuel distribution when aircraft chocks-on was: R2 (0 kg), 1M (100 kg), 2M (900 kg), CWT (1000 kg), 3M (900 kg), 4M (100 kg), R3 (0 kg).. .. .The 100 kg fuel remaining in each of the tanks 1M and 4M was consistent with the intent of the NNC for “FUEL QTY LOW” which is to ensure that all engines are fed from whichever main tank(s) that contains fuel. The fuel feed will be shared, with the majority of the feed coming from the outboard tanks. If an outboard tank is depleted, there will be no interruption in engine fuel feed. Though this fuel would be below the level of the hydraulic system heat exchanger, during an otherwise normal flight, the aircraft would be landing well before a system overheat can occur.. .. .Fuel in CWT was reported to have reached 0kg at TOD but increased on the descent to 1000kg. Boeing has replied that the observed FQIS Indications are within the combined overall inaccuracy tolerances of the FQIS and the pitch attitude errors. In order to meet the requirement that the gauge displays zero when the tank is empty, positive errors are biased out at quantities below 5% full. Due to this negative bias feature, the display would typically under-read at low quantities (below 5% full). Additionally, in-flight conditions may have different attitude error contributions i.e. the TOD attitude would be in the range of 0 to 5 degrees pitch, whereas the attitude during the descent and hold would be somewhat different. In other words, in this particular case, there was some fuel left in the CWT even though it registered 0kg at TOD. This quantity was progressively being reflected during the descent and landing.”. . . .- end quote. .. .I further understand that the landing fuel was 3900 kg, but the aircraft was held up on a taxiway by another aircraft on tow & in the ensuing long taxi the final fuel at shutdown was 2900 kg.. . . . <small>[ 06 March 2002, 09:21: Message edited by: gengis ]</small>