Originally Posted by Peterd28
More Scuttlebutt from the Antipodes ( unverifiable source)
1. Bus #2 is supposedly automatically powered by Bus #1 in the event of Engine #2 failure - didn't happen.
2. Buses #3 & #4 will supposedly power Bus #2 in the even that the auto transfer from Bus #1 fails - didn't happen.
3. After some time the RAT deployed for no apparent reason, locking out (as a load-shedding function) some still functioning services.
4. One of the frequently recurring messages warned of the aircraft approaching the aft C of G limit (the procedure calls for transferring fuel forward), the next message advised of fwd transfer pumps being u/s. This sequence occurred repeatedly.
5. Apparently landing/approach speeds are obtained from the FMS, but there weren't anywhere near sufficient fields to load all the defects for speed corrections - the crew loaded what they thought were the most critical ones.
6. The crew commenced an approach NOT because they'd sorted out all the problems but because they were very worried about the way-out-of-tolerance and steadily worsening lateral imbalance.
7. The aircraft stopped with just over 100 metres or runway left, brakes temps climbed to 900C and fuel pouring out of the ruptured tank. Unable to shutdown #1 engine (as previously mentioned) but elected not to evacuate as the fire services were attending in great numbers.
8. The other comment from the source of the above (who was on the flight deck) was that the aeroplane did many things they simply didn't understand and/or failed to operate as expected