108TD, 381AP
TRENT 700. Discussed at length in the BA038 Thread, the purported "cause" of Fuel "Starvation" in both powerplants, seven seconds apart, was Vibration. Although Boeing, Rolls and others could not demonstrate the actual trail of failure leading to Hull loss, it was reported that vibration played a role in "Dislodging" Line Ice into the FOHE head. At the Tubesheet, this ICE collected and deposited from the tubesheet face backward, until choking the 177 tubes from fuel delivery. The "Solution" (via AD) then, became to 'trim' the tubes back flush to the FOHE diaphragm. Since no ICE was demonstrated in test at Renton, It is completely appropriate to fix blame for this Hull Loss on vibration alone.
The later incident involving the TRENT on NorthwestAL over Montana produced a fix that had little to do with ICE accretion, but mainly directed the Pilot to descend, and Throttle back, at which time the "ICE" will have "melted" (though the ICE had never been replicated in test, right?)
What follows a retardation of cruise Thrust and loss of Altitude is the migration away from Vibration that may have been causing Fuel issues, absent ICE.
To my knowledge, no information exists in the public record that establishes Fuel Line ICE as the cause either of BA038 or Northwest accident/incidents. airfoilmod and one or two others were on about harmonics and resonant issues in that situation as well as here.
An absence of evidence is not always evidence of absence.
The linkage is apparent, in that fluids in the external plumbing were affected at high levels of Thrust, mechanical damage was evident, and "problems" with fluids supply/cycle/consumption continue........
Likewise a drop in RPM "repaired" the 'problem' almost immediately. Faster than ICE can melt? It could be reported that way, to be sure.
Unlike BA038, the testing appears to be conducted in revenue flight.