Aviation Accident Investigation: British Airways Plane Crash Analysis

This case study examines the British Airways plane crash that occurred on January 17, 2008, at Heathrow Airport. The primary cause of the accident was the loss of power in the Boeing 777 aircraft due to ice formation in the fuel system, which restricted fuel flow to the engines. The study details how water in the fuel, cooled to a "sticky range," formed ice crystals that accumulated and blocked the fuel oil heat exchanger (FOHE), leading to thrust loss. The aircraft was landing short of the runway, and the left landing gear collapsed. The report references the AAIB investigation and highlights the role of fuel tanks, pumps, and pressure switches. The analysis also considers the impact of engine vibrations and throttle control on the bellmouth components, which ultimately led to compressor stall and surge. The study concludes by referencing the Federal Aviation Administration and other sources to provide a comprehensive overview of the accident's causes and consequences.

Issues in British Airways
Cause of the Accident
The main reason for the crash of British Airways plane was barely missing the edge road at
Heathrow and adjacent buildings, which were not secured by aviation security requirements
during that time. The Boeing 777 aircraft had lost its power as a result of a confined flow of fuel
to the two engines. This accident of aircraft craft was held on 17 January 2008 which was due to
the development of ice in its fuel framework of the aircraft in which 136 passengers were
travelling. The ice was considered to be framed from water which occurred normally in the fuel
when the temperature of the air craft fuel was at some "sticky range", which means the crystal of
ice were destined to hold fast to their environment. (Siddique, 2010).
The fuel oil heat exchanger (FOHE) on this aircraft was defenseless to confinement when it was
a high centralization of the soft ice as well as the fuel temperature was less than - 10C. With lost
power, the British Aircraft was landing from Beijing, was coming downside inside the landing
boundary at Heathrow, which was 330 meters small of the runway. The aircraft slid by 372
meters before stopping. The left landing gear crumbled as well as the right landing gear isolated
from the plane. The aircraft had lost speed during its landing, the group was hailed as legends
after the aircraft crash – endeavored to build the thrust of engine, yet no reaction was noted from
the its engines. (Siddique, 2010).
In general, the free water is converted into ice when this water is cooled at very minimum
temperature (less than its freezing point) in the airplane fuel tanks where the cooling strategy is
the impact of the TAT on the lower wing skin of the aircraft; which is the water close to the wing
skin that is converted into ice. High fuel flow like that was experienced during an approach can

flush the gathered ice, which brings about a sort of avalanche of slush and also snow going
through the fuel support framework. This "torrential slide" is gathered on the substance of the
FOHE that confines the fuel flow, and causing thrust loss. (King, 2010).
The FOHE fills the double requirement in order to cool the engine oil and to increase the fuel
temperature so that ice does not influence any component from downstream that includes the LP
channel as well as the Fuel Metering Unit (FMU). The FOHE is considered as hybrid cross flow
design that incorporates a framework of fine tubes. The fuel is allowed to enter the highest point
of the FOHE and goes through the tubes; the hot oil enters the FOHE and goes around the fuel
tubes. From the analysis of the crashed plane, and B777 as well as AAIB planes, it was found
that in primary fuel tanks when ice conforms to the rivets, the access panels as well as local Rib
8 , it was extremely hard to release ice from the base of the tank. In order to release ice, it is
important to raise the temperature of fuel or the lower wing skin over the melting point of the
ice. (King, 2010).
The Boeing 777 aircraft stores fuel in three tanks - central, left and right which is main tank.
Each fuel tank contains two fuel pumps that have channels outfitted with a ¼ inch work screen
proposed to give security to the pump inlet. A check valve that is fixed in the release port
counteracts fuel to sustain complex streaming back through the pump. The pressure switch is
mounted in between the pump impeller as well as the check valve, screens fuel weight and
triggers an admonitory cautioning on the flight deck when the pressure ascend over the direct
dips under threshold pressure. (Federal Aviation Administration, n.d).
In the plane crash, it is likely that the joint was debilitated by the impact of (ordinary) motor
vibrations, developments because of throttle control. It inevitably severed and left the bellmouth
unsupported at that position. Thus, the contiguous sections were subjected to extra loads. From

that point, the bellmouth boards were being ripped off from the sections and being ingested into
the motor. At last, prompting the compressor slow down and surge. (Anderson, 2009)
References
Accident overview - history of flight. Federal Aviation Administration (n.d). Retrieved from -
http://lessonslearned.faa.gov/ll_main.cfm?TabID=3&LLID=79&LLTypeID=2
Anderson, K. (2009). Propulsion plant investigation.Daytona Beach, FL: Embry Riddle
Aeronautical University Worldwide.
King, D. (2010). Aircraft accident report 1/2010 - - air accidents investigation branch.
Siddique, H. (2010). British Airways plane crash caused by 'unknown' ice buildup. Retrieved
from - https://www.theguardian.com/world/2010/feb/09/british-airways-plane-crash-ice