In a preliminary report from the AAIB on Thursday’s Boeing 777 crash at London Heathrow (British Airways Flight BA38) in which all 136 passengers and 16 crew survived, it is suggested that ‘unresponsive’ engines are at fault after brief Flight Data Recorder analysis.
In an earlier press conference held at British Airways headquarters, it was stated by Capt. Peter Burkill that his first-officer, John Coward was the handling pilot at the time of the crash.
Following an uneventful flight from Beijing, China, the aircraft was established on an ILS approach to Runway 27L at London Heathrow. Initially the approach progressed normally, with the Autopilot and Autothrottle engaged, until the aircraft was at a height of approximately 600 ft and 2 miles from touch down. The aircraft then descended rapidly and struck the ground, some 1,000 ft short of the paved runway surface, just inside the airfield boundary fence. The aircraft stopped on the very beginning of the paved surface of Runway 27L. During the short ground roll the right main landing gear separated from the wing and the left main landing gear was pushed up through the wing root. A significant amount of fuel leaked from the aircraft but there was no fire. An emergency evacuation via the slides was supervised by the cabin crew and all occupants left the aircraft, some receiving minor injuries.
At 600 feet, two miles out from 27 left on the extended centre-line, the autothrottles commanded increased power but the engines did not respond. The flight crew then moved the throttles manually with the same result. This situation is reported to have continued until the aircraft touched down about 300m from the threshold.
Initial indications from the interviews and Flight Recorder analyses show the flight and approach to have progressed normally until the aircraft was established on late finals for Runway 27L. At approximately 600 ft and 2 miles from touch down, the Autothrottle demanded an increase in thrust from the two engines but the engines did not respond. Following further demands for increased thrust from the Autothrottle, and subsequently the flight crew moving the throttle levers, the engines similarly failed to respond. The aircraft speed reduced and the aircraft descended onto the grass short of the paved runway surface.
As yet there is no word on the reason for the APU door being open as observed. All such information about the aircraft state on landing will probably come in the formal report.
As stated in the short preliminary report, the investigation into the crash of G-YMMM will continue until it’s culmination in a full formal report at some point in the future. There may be another ’special’ report a month or so from now.
Full Text Initial Report AAIB Ref: EW/C2008/01/01
Photo Credit: Marc-Antony Payne cc-by-3.0
Read on for the full text of the original initial report:
Initial Report AAIB Ref: EW/C2008/01/01
Accident
Tags: 27L, aaib, boeing 777, crash, fdr, heathrow, undershoot
Aircraft Type and Registration: Boeing 777-236, G-YMMM No & Type of Engines: 2 Rolls-Royce RB211 Trent 895-17 turbofan engines Year of Manufacture: 2001 Date & Time: 17 January 2008 at 1243 hrs Location: Undershoot RWY 27L, London Heathrow Airport Type of Flight: Commercial Air Transport (passenger) Persons on Board: Crew - 16
Passengers - 136Injuries: Crew - 4 (minor)
Passengers - 1 (serious)
Passengers - 8 (minor)Nature of Damage: Substantial Information Source: AAIB Field Investigation Following an uneventful flight from Beijing, China, the aircraft was established on an ILS approach to Runway 27L at London Heathrow. Initially the approach progressed normally, with the Autopilot and Autothrottle engaged, until the aircraft was at a height of approximately 600 ft and 2 miles from touch down. The aircraft then descended rapidly and struck the ground, some 1,000 ft short of the paved runway surface, just inside the airfield boundary fence. The aircraft stopped on the very beginning of the paved surface of Runway 27L. During the short ground roll the right main landing gear separated from the wing and the left main landing gear was pushed up through the wing root. A significant amount of fuel leaked from the aircraft but there was no fire. An emergency evacuation via the slides was supervised by the cabin crew and all occupants left the aircraft, some receiving minor injuries.
The AAIB was notified of the accident within a few minutes and a team of Inspectors including engineers, pilots and a flight recorder specialist deployed to Heathrow. In accordance with the established international arrangements the National Transportation Safety Board (NTSB) of the USA, representing the State of Design and Manufacture of the aircraft, was informed of the event. The NTSB appointed an Accredited Representative to lead a team from the USA made up of investigators from the NTSB, the FAA and Boeing. A Boeing investigator already in the UK joined the investigation on the evening of the event, the remainder of the team arrived in the UK on Friday 18th January. Rolls-Royce, the engine manufacturer is also supporting the investigation, an investigator having joined the AAIB team.
Activity at the accident scene was coordinated with the Airport Fire and Rescue Service, the Police, the British Airports Authority and British Airways to ensure the recovery of all relevant evidence, to facilitate the removal of the aircraft and the reinstatement of airport operations.
The flight crew were interviewed on the evening of the event by an AAIB Operations Inspector and the Flight Data Recorder (FDR), Cockpit Voice Recorder (CVR) and Quick Access Recorder (QAR) were removed for replay. The CVR and FDR have been successfully downloaded at the AAIB laboratories at Farnborough and both records cover the critical final stages of the flight. The QAR was downloaded with the assistance of British Airways and the equipment manufacturer. All of the downloaded information is now the subject of detailed analysis.
Examination of the aircraft systems and engines is ongoing.
Initial indications from the interviews and Flight Recorder analyses show the flight and approach to have progressed normally until the aircraft was established on late finals for Runway 27L. At approximately 600 ft and 2 miles from touch down, the Autothrottle demanded an increase in thrust from the two engines but the engines did not respond. Following further demands for increased thrust from the Autothrottle, and subsequently the flight crew moving the throttle levers, the engines similarly failed to respond. The aircraft speed reduced and the aircraft descended onto the grass short of the paved runway surface.
The investigation is now focussed on more detailed analysis of the Flight Recorder information, collecting further recorded information from various system modules and examining the range of aircraft systems that could influence engine operation.
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[...] the preliminary report it was established that neither engine responded to either autothrottle commands or manual throttle [...]