Shades of previous GE90 'rollback' and IFSD from the early days :hmm: Only difference was in those cases it was in cruise and was caused by moisture freezing in the P3B and PS3 lines to the FADEC...........solved by increasing the tubing diameters:8
Firewalled the T/L's maybe;)

I bet those 777 guys and gals out there will be having a great time unleashing the power in those '90's! Especially at the lower weights! YEE- HA :ok: :E

Fun... I don't know the 777 at all, but reading about the problem gives me a small dose of the willies I'll admit. Wonder if there have been any problems with noise abatement procedures? I know the issue is supposed to go away past 400', but with this kind of problem sniffing at my heels I'd not only go in TOGA, I'd bloody well leave the power alone on climbout until *I* was comfortable, and stuff the NIMBYs...

R1

[quote=Ranger One;2888630]Fun... . Wonder if there have been any problems with noise abatement procedures?

As this rule is implemented by an AD,based on safety, it would take precidence over any local restrictions. I have no doubt that all the operators concerned would have let the airport authorities, also affected, know about the situation. Therefore common sence suggests that a relaxation would be imposed on the 777-200LR and 777-300ER's . However, that is based on the assumtion that the airports also use common sence and logical thought. mmmm.

Symptom
 

No, you have understood it well. The thrust rollback occured only in takeoff mode below 400ft AGL. The autothrottle restored thrust at 400ft AGL. Hence the AD rule to use only full rated thrust for now.

To add: TOGA thrust settings are still order of the day on ALL GE90115B equipped aircraft, that being the B773 ER only, until GE comes up with a revised/improved software for the FADEC(so they say).
This anomoly apparently can only, & has only(twice) occurred during derated T.O. thrust settings, which to date have almost always been the case(other than wet weather, adverse effects or just the will to feel what they can do), due the immense thrust these BRT's can deliver!

Apparently at TOGA setting, the calculation matrix of the selected de-rated thrust desired, in the FADEC, is by-passed, preventing this from occurring again until a proven SW replacement is issued.

As far as noise abatement goes... I marvel daily, at the incredible "silent power" these machines deliver @ full rated thrust!
There is still no noise, other than the vibration of the nearby earth.
All one can hear is the N1 spin up then it all goes quiet as the monster launches itself like a short sectored B767 -200 PW4060.

Very Impressive, to put it mildly!
Although, I dont want to comment on what it is doing for the life of these engines???
I think GE are going to cough big time, if a fix does not appear SOON.:ok:

The 777 is a great aeroplane...It is only missing 2 things...

An additional engine under each wing! :E

I just found out I'll be flying (as PAX) on UAE412 (B773) tomorrow from SYD to DXB. Anybody know whether those are affected?

UAE 412 will be A345 so sadly you will miss the ride of a lifetime.

......
 

actually weight is the correct term. w=mg, therefore implicit in the term weight, gravity AND mass are taken into consideration. Mass, strictly defined is m=w/g........and I assume this is not what we're looking for when calculating our take-off weights :)

UPDATE: All may be pleased to hear, or re-assured now that the latest arrivals to EK's B773ER fleet EBU & EBV,(yes that's 22) have the new version of software loaded in the fadec for reduced thrust take off calculation, & mandatory TOGA take offs are no longer required.:)

That is an excellent discovery.

Another topic here, but an entirely different sort of 4-engine rollback, and known about for many years, caused by a synchrophaser malfunction cost the lives of almost an entire C-130 crew in the 90s.
The call-sign was King 56, and they had departed Portland, OR.

Read up on what John Nance and others said about many amateurish, botched Air Force safety investigations.

What a senseless tragedy that the Air Force could have modified the systems many years ago. Never mind the need to retrofit standby ADIs.
"4-engine rollback": "wweek.com".

Wednesday evening I am SLF on the Eva air LHR-BKK flight, I beieve that their 777s have the GE90-115:eek:
I flew the same route a month ago and no problems either way:ok:

As an average passenger, one wouldnt know any difference, other than exceptional acceleration & a mean initial climb rate on short to medium sectors.
As mentioned before, these engines before the rollback incident were almost always taking off at reduced take off thrust levels, for fuel saving & engine life purposes! One just doesnt need the power which is on tap, for NORMAL everyday operations.
To date, my experience with the new GE115B(that is 115000 lbs of capable thrust, by the way) has been very good & reliable unlike the teething problems encountered with the 94B!

Couple of regular service bleed problems & naturally engine cowling; opening & closing problems, simply due to its shear size, weight & 14 cowl latches; but no engine problems, besides this Fadec software issue.

I believe Etihad report having had 2 engines with vibration problems, requiring removal?
If so please share the knowledge;) .