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The cold, hard facts about Flight BA38

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In my many years of flying, I have noticed that in the western hemisphere, winter weather is usually worse after the New Year than before. Perhaps the sting is in the tail.

On January 16, 2008, I was operating a Boeing 747-400 flight from Singapore to London-Heathrow. Our night-time departure from Singapore gave us an expected arrival time (ETA) of a few minutes before 6 am on the 17th. The flight was uneventful except for when, somewhere over Austria, we encountered a spell of cold weather at high altitude which made our fuel temperatures drop well below acceptable levels. In my 30-something years as a pilot, this was the first time I experienced such a phenomenon, in this part of the world. Our indication of fuel temperature in the wing tanks (where fuel is mostly carried) turned from the colour green to amber, prompting us to exercise caution. The very low temperatures persisted all the way to London.

When this happens, pilots have two options: either descend to lower altitudes where there is warmer air; or increase the cruising speed, which in turn will increase air compressibility because of a phenomenon called the ‘ram effect’, thereby warming the surrounding air and, as a consequence, the fuel in the wings.

A few months before that incident, while flying a 747-400 cargo (freighter) aircraft from O’Hare Airport, Chicago, USA to Shanghai, China, on a route close to the North Pole, we experienced low fuel temperatures and decided to take the second option of increasing our cruising speed. It took a long time to raise our fuel temperatures to an acceptable level. So, in this latest instance, en route to London, I decided to descend to warmer air. It should be noted that both methods consume more fuel. Being winter, the tail winds were strong and we had made up some time and consumed less fuel than expected, so we could afford to burn extra fuel on the descent to a ‘warmer’ altitude. Apart from that, the flight was uneventful, and we touched down at London Heathrow only about a minute before our 6 am ETA.

After entry formalities were completed, followed by a short ride to our London hotel, I was in bed soon after 8.30 am. I slept soundly until approximately 1 pm. After waking up, as usual I switched on the TV and discovered that there had been a crash of a British Airways Boeing 777 at around midday, near the approach end of Heathrow’s Runway 27L (Left). The aircraft had undershot the runway badly and landed ‘short’, narrowly missing the Hatton Cross Tube Station. It was the first major accident at Heathrow Airport in 30 years.

What could have gone wrong? Were the pilots at fault? I suspected that the unusual low temperatures we experienced that morning may have been a contributory factor in the crash. Anyway, it was too early to tell, and one had to wait until the preliminary report of the Aircraft Accidents Investigation Branch (AAIB) of the UK’s Department of Transport to be published. This is their story.

The British Airways (BA) Boeing 777-263 ER (Extended Range), Registration G-YMMM, departed Beijing, China about 6 hours behind our flight. The BA Flight Dispatchers had known that there was a forecast of unusually cold air masses that morning and therefore planned the flight at lower than normal heights to prevent the fuel from being affected by low temperatures. Being not too heavy, for the sake of passenger comfort, throughout the flight high power settings were not used even for climb to intermediate levels. The descent to London had also involved minimum power for a long period. Then, at the last moment of the landing approach (at a height of 720 feet), the two engines which were on automatic thrust lost power (ran down),but did not totally quit. When the First Officer, who was the ‘pilot flying’ (PF) on that sector, opened the throttles to increase power to the required setting, the engines didn’t respond. As a result, the aircraft could not remain on the required glide path and went into a high rate of descent to maintain flying speed, consequently undershooting and touching down heavily on the grass, 330 metres short of the runway’s paved area.

For the more technically minded, the landing approach of an aircraft involves a balance of Potential Energy, Kinetic Energy, and Chemical (Fuel) Energy. While the total of Potential Energy and Kinetic Energy is a constant, Chemical Energy in variable amounts has to be used to overcome the drag created by wheels and flaps when they are extended to maintain safe flight at slow speeds (e.g. on descent and approach before landing). In fact, when it became apparent that the situation was hopeless and the aircraft was undershooting, the captain, watching helplessly in horror, quickly reduced the flap setting to reduce the drag.

On touching down with a high sink rate, the undercarriage collapsed, and the aircraft slid forward a short distance before stopping. After it stopped there was considerable leakage of fuel from both engines, but fortunately no fire. The 16 crew members and nearly all 135 passengers suffered either minor injuries or none at all. However, one passenger did incur serious injuries when a wheel mounting pierced the cabin floor as a result of the heavy ground impact. One minute and 42 seconds after the crash alarm was sounded by the control tower, emergency crews were at the crash site. (See picture 2)

Subsequently, the Air Accidents Investigation Branch (AAIB) UK took over the accident investigation. With the use of the Flight Data Recorder (FDR) and Cockpit Voice Recorder (CVR) (collectively called, inaccurately, the ‘black box’ – they are actually contained in Day-Glo orange casings to facilitate location and retrieval amongst the wreckage) they were able to reconstruct the flight, including the last few moments before the crash. As engine power was not available when demanded by the throttle inputs, it was suspected that there was some obstruction to the fuel flow into the engines. The AAIB had to simulate low temperatures and fuel flows while conducting the research.

Research done on both sides of the Atlantic more than 50 years ago showed that jet fuel (a form of kerosene), when subjected to temperatures below freezing, becomes waxy and sticky. Furthermore, it is near impossible to drain all the naturally occurring water in the fuel tanks. After flying for a while in sub-zero temperatures, the fuel becomes ‘cold soaked’. Then, upon landing at the next airport, warm, humid air enters the relatively empty tanks through the air vents, and because of the presence of cold fuel, condensation occurs inside the fuel tanks, forming water droplets. Being of higher density, water will then drip and pool at the bottom of the tanks, where most of it could be physically drained by the ground engineers. However, some of the water inevitably remains and turns into ice crystals at low temperature on the next flight. It was determined by the AAIB that these were the two most likely ‘culprits’.

During the Board’s extensive investigation, it was observed that all aircraft fuel systems were designed based on this outdated research. Today’s aircraft engines, such as the Rolls-Royce Trent 800 series, which power the Boeing 777, are much larger and expected to operate for longer hours in sub-zero temperatures.

In its final report the AAIB made 18 safety-related recommendations. After which, the main component whose design was changed was the Fuel Oil Heat Exchanger (FOHE). Before entering the engine, cold fuel was heated with hot engine oil in the FOHE. (See picture 3)

In the FOHE, cold fuel was sent through tubes with hot oil from the engine circulating around them. The design of the tubes was such that they were protruding by about 4mm, not flush with face of the FOHE. When tested in the lab, it was found that this trapped and accumulated the waxy fuel, along with ice crystals in the fuel, on top of the tubes, thereby effectively blocking them. (See picture 4)

The AAIB investigation identified the following probable causal factors that led to the fuel flow restrictions:

1) Accreted ice from within the fuel system was released, causing a restriction to the engine fuel flow at the face of the FOHE on both engines.

2) Ice had formed within the fuel system, from water that occurred naturally in the fuel, whilst the aircraft operated with low fuel flows over a long period and the localised fuel temperatures were in an area described as the ‘sticky range’.

3) The FOHE, although compliant with the applicable certification requirements, was shown to be susceptible to restriction when presented with soft ice in a high concentration, with a fuel temperature that is below -10°C and a fuel flow above flight idle.

4) Certification requirements, with which the aircraft and engine fuel systems had to comply, did not take account of this phenomenon as the risk was unrecognised at that time.

“A chain is as strong as its weakest link.” The FOHE certainly was a weak link, which was accepted by Boeing and Rolls-Royce.

An intercontinental jet aircraft has thousands of components certified by the USA’s Federal Aviation Administration (FAA) or European Union Aviation Safety Agency (EASA), and must be proved to be fail-safe: a practically impossible task. Therefore, a given component is introduced to service when the authorities feel it is basically safe, and carry out rectification/modification of components when problems occur during service.

Many years ago Ralph Nader highlighted in his book ‘Collision Course’ the truth about air safety, that human life is quantified at $1,000,000/- each by the aircraft manufacturers. If a modification costs more in dollar terms than the amount of people it is meant to save, then such a modification is considered not viable. But that’s another story!



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Features

Cyclones, greed and philosophy for a new world order

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Floods caused by Cyclone Ditwah in Sri Lanka

Further to my earlier letter titled, “Psychology of Greed and Philosophy for a New World Order” (The Island 26.11.2025) it may not be far-fetched to say that the cause of the devastating cyclones that hit Sri Lanka and Indonesia last week could be traced back to human greed. Cyclones of this magnitude are said to be unusual in the equatorial region but, according to experts, the raised sea surface temperatures created the conditions for their occurrence. This is directly due to global warming which is caused by excessive emission of Greenhouse gases due to burning of fossil fuels and other activities. These activities cannot be brought under control as the rich, greedy Western powers do not want to abide by the terms and conditions agreed upon at the Paris Agreement of 2015, as was seen at the COP30 meeting in Brazil recently. Is there hope for third world countries? This is why the Global South must develop a New World Order. For this purpose, the proposed contentment/sufficiency philosophy based on morals like dhana, seela, bhavana, may provide the necessary foundation.

Further, such a philosophy need not be parochial and isolationist. It may not be  necessary to adopt systems that existed in the past that suited the times but develop a system that would be practical and also pragmatic in the context of the modern world.

It must be reiterated that without controlling the force of collective greed the present destructive socioeconomic system cannot be changed. Hence the need for a philosophy that incorporates the means of controlling greed. Dhana, seela, bhavana may suit Sri Lanka and most of the East which, as mentioned in my earlier letter, share a similar philosophical heritage. The rest of the world also may have to adopt a contentment / sufficiency philosophy with  strong and effective tenets that suit their culture, to bring under control the evil of greed. If not, there is no hope for the existence of the world. Global warming will destroy it with cyclones, forest fires, droughts, floods, crop failure and famine.

Leading economists had commented on the damaging effect of greed on the economy while philosophers, ancient as well as modern, had spoken about its degenerating influence on the inborn human morals. Ancient philosophers like Plato, Aristotle, and Epicurus all spoke about greed, viewing it as a destructive force that hindered a good life. They believed greed was rooted in personal immorality and prevented individuals from achieving true happiness by focusing on endless material accumulation rather than the limited wealth needed for natural needs.

Jeffry Sachs argues that greed is a destructive force that undermines social and environmental well-being, citing it as a major driver of climate change and economic inequality, referencing the ideas of Adam Smith, John Maynard Keynes, etc. Joseph Stiglitz, a Nobel Laureate economist, has criticised neoliberal ideology in similar terms.

In my earlier letter, I have discussed how contentment / sufficiency philosophy could effectively transform the socioeconomic system to one that prioritises collective well-being and sufficiency over rampant consumerism and greed, potentially leading to more sustainable economic models.

Obviously, these changes cannot be brought about without a change of attitude, morals and commitment of the rulers and the government. This cannot be achieved without a mass movement; people must realise the need for change. Such a movement would need  leadership. In this regard a critical responsibility lies with the educated middle class. It is they who must give leadership to the movement that would have the goal of getting rid of the evil of excessive greed. It is they who must educate the entire nation about the need for these changes.

The middle class would be the vanguard of change. It is the middle class that has the capacity to bring about change. It is the middle class that perform as a vibrant component of the society for political stability. It is the group which supplies political philosophy, ideology, movements, guidance and leaders for the rest of the society. The poor, who are the majority, need the political wisdom and leadership of the middle class.

Further, the middle class is the font of culture, creativity, literature, art and music. Thinkers, writers, artistes, musicians are fostered by the middle class. Cultural activity of the middle class could pervade down to the poor groups and have an effect on their cultural development as well. Similarly, education of a country depends on how educated the middle class is. It is the responsibility of the middle class to provide education to the poor people.

Most importantly, the morals of a society are imbued in the middle class and it is they who foster them. As morals are crucial in the battle against  greed, the middle class assume greater credentials to spearhead the movement against greed and bring in sustainable development and growth. Contentment sufficiency philosophy, based on morals, would form the strong foundation necessary for achieving the goal of a new world order. Thus, it is seen that the middle class is eminently suitable to be the vehicle that could adopt and disseminate a contentment/ sufficiency philosophy and lead the movement against the evil neo-liberal system that is destroying the world.

The Global South, which comprises the majority of the world’s poor, may have to realise, before it is too late, that it is they who are the most vulnerable to climate change though they may not be the greatest offenders who cause it. Yet, if they are to survive, they must get together and help each other to achieve self-sufficiency in the essential needs, like food, energy and medicine. Trade must not be via exploitative and weaponised currency but by means of a barter system, based on purchase power parity (PPP). The union of these countries could be an expansion of organisations,like BRICS, ASEAN, SCO, AU, etc., which already have the trade and financial arrangements though in a rudimentary state but with great potential, if only they could sort out their bilateral issues and work towards a Global South which is neither rich nor poor but sufficient, contented and safe, a lesson to the Global North. China, India and South Africa must play the lead role in this venture. They would need the support of a strong philosophy that has the capacity to fight the evil of greed, for they cannot achieve these goals if fettered by greed. The proposed contentment / sufficient philosophy would form a strong philosophical foundation for the Global South, to unite, fight greed and develop a new world order which, above all, will make it safe for life.

by Prof. N. A. de S. Amaratunga 
PHD, DSc, DLITT

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SINHARAJA: The Living Cathedral of Sri Lanka’s Rainforest Heritage

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Damp and thick undergrowth

When Senior biodiversity scientist Vimukthi Weeratunga speaks of Sinharaja, his voice carries the weight of four decades spent beneath its dripping emerald canopy. To him, Sri Lanka’s last great rainforest is not merely a protected area—it is “a cathedral of life,” a sanctuary where evolution whispers through every leaf, stream and shadow.

 “Sinharaja is the largest and most precious tropical rainforest we have,” Weeratunga said.

“Sixty to seventy percent of the plants and animals found here exist nowhere else on Earth. This forest is the heart of endemic biodiversity in Sri Lanka.”

A Magnet for the World’s Naturalists

Sinharaja’s allure lies not in charismatic megafauna but in the world of the small and extraordinary—tiny, jewel-toned frogs; iridescent butterflies; shy serpents; and canopy birds whose songs drift like threads of silver through the mist.

“You must walk slowly in Sinharaja,” Weeratunga smiled.

“Its beauty reveals itself only to those who are patient and observant.”

For global travellers fascinated by natural history, Sinharaja remains a top draw. Nearly 90% of nature-focused visitors to Sri Lanka place Sinharaja at the top of their itinerary, generating a deep economic pulse for surrounding communities.

A Forest Etched in History

Centuries before conservationists championed its cause, Sinharaja captured the imagination of explorers and scholars. British and Dutch botanists, venturing into the island’s interior from the 17th century onward, mapped streams, documented rare orchids, and penned some of the earliest scientific records of Sri Lanka’s natural heritage.

Smallest cat

These chronicles now form the backbone of our understanding of the island’s unique ecology.

The Great Forest War: Saving Sinharaja

But Sinharaja nearly vanished.

In the 1970s, the government—guided by a timber-driven development mindset—greenlit a Canadian-assisted logging project. Forests around Sinharaja fell first; then, the chainsaws approached the ancient core.

 “There was very little scientific data to counter the felling,” Weeratunga recalled.

“But people knew instinctively this was a national treasure.”

The public responded with one of the greatest environmental uprisings in Sri Lankan history. Conservation icons Thilo Hoffmann and Neluwe Gunananda Thera led a national movement. After seven tense years, the new government of 1977 halted the project.

What followed was a scientific renaissance. Leading researchers—including Prof. Savithri Gunathilake and Prof. Nimal Gunathilaka, Prof. Sarath Kottagama, and others—descended into the depths of Sinharaja, documenting every possible facet of its biodiversity.

Thilak

 “Those studies paved the way for Sinharaja to become Sri Lanka’s very first natural World Heritage Site,” Weeratunga noted proudly.

A Book Woven From 30 Years of Field Wisdom

For Weeratunga, Sinharaja is more than academic terrain—it is home. Since joining the Forest Department in 1985 as a young researcher, he has trekked, photographed, documented and celebrated its secrets.

Now, decades later, he joins Dr. Thilak Jayaratne, the late Dr. Janaka Gallangoda, and Nadika Hapuarachchi in producing, what he calls, the most comprehensive book ever written on Sinharaja.

 “This will be the first major publication on Sinharaja since the early 1980s,” he said.

“It covers ecology, history, flora, fauna—and includes rare photographs taken over nearly 30 years.”

Some images were captured after weeks of waiting. Others after years—like the mysterious mass-flowering episodes where clusters of forest giants bloom in synchrony, or the delicate jewels of the understory: tiny jumping spiders, elusive amphibians, and canopy dwellers glimpsed only once in a lifetime.

The book even includes underwater photography from Sinharaja’s crystal-clear streams—worlds unseen by most visitors.

A Tribute to a Departed Friend

Halfway through the project, tragedy struck: co-author Dr. Janaka Gallangoda passed away.

 “We stopped the project for a while,” Weeratunga said quietly.

“But Dr. Thilak Jayaratne reminded us that Janaka lived for this forest. So we completed the book in his memory. One of our authors now watches over Sinharaja from above.”

Jumping spide

An Invitation to the Public

A special exhibition, showcasing highlights from the book, will be held on 13–14 December, 2025, in Colombo.

“We cannot show Sinharaja in one gallery,” he laughed.

“But we can show a single drop of its beauty—enough to spark curiosity.”

A Forest That Must Endure

What makes the book special, he emphasises, is its accessibility.

“We wrote it in simple, clear language—no heavy jargon—so that everyone can understand why Sinharaja is irreplaceable,” Weeratunga said.

“If people know its value, they will protect it.”

To him, Sinharaja is more than a rainforest.

It is Sri Lanka’s living heritage.

A sanctuary of evolution.

A sacred, breathing cathedral that must endure for generations to come.

By Ifham Nizam

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How Knuckles was sold out

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Knuckles range

Leaked RTI Files Reveal Conflicting Approvals, Missing Assessments, and Silent Officials

“This Was Not Mismanagement — It Was a Structured Failure”— CEJ’s Dilena Pathragoda

An investigation, backed by newly released Right to Information (RTI) files, exposes a troubling sequence of events in which multiple state agencies appear to have enabled — or quietly tolerated — unauthorised road construction inside the Knuckles Conservation Forest, a UNESCO World Heritage site.

At the centre of the unfolding scandal is a trail of contradictory letters, unexplained delays, unsigned inspection reports, and sudden reversals by key government offices.

“What these documents show is not confusion or oversight. It is a structured failure,” said Dilena Pathragoda, Executive Director of the Centre for Environmental Justice (CEJ), who has been analysing the leaked records.

“Officials knew the legal requirements. They ignored them. They knew the ecological risks. They dismissed them. The evidence points to a deliberate weakening of safeguards meant to protect one of Sri Lanka’s most fragile ecosystems.”

A Paper Trail of Contradictions

RTI disclosures obtained by activists reveal:

Approvals issued before mandatory field inspections were carried out

Three departments claiming they “did not authorise” the same section of the road

A suspiciously backdated letter clearing a segment already under construction

Internal memos flagging “missing evaluation data” that were never addressed

“No-objection” notes do not hold any legal weight for work inside protected areas, experts say.

One senior officer’s signature appears on two letters with opposing conclusions, sent just three weeks apart — a discrepancy that has raised serious questions within the conservation community.

“This is the kind of documentation that usually surfaces only after damage is done,” Pathragoda said. “It shows a chain of administrative behaviour designed to delay scrutiny until the bulldozers moved in.”

The Silence of the Agencies

Perhaps, more alarming is the behaviour of the regulatory bodies.

Multiple departments — including those legally mandated to halt unauthorised work — acknowledged concerns in internal exchanges but issued no public warnings, took no enforcement action, and allowed machinery to continue operating.

“That silence is the real red flag,” Pathragoda noted.

“Silence is rarely accidental in cases like this. Silence protects someone.”

On the Ground: Damage Already Visible

Independent field teams report:

Fresh erosion scars on steep slopes

Sediment-laden water in downstream streams

Disturbed buffer zones

Workers claiming that they were instructed to “complete the section quickly”

Satellite images from the past two months show accelerated clearing around the contested route.

Environmental experts warn that once the hydrology of the Knuckles slopes is altered, the consequences could be irreversible.

CEJ: “Name Every Official Involved”

CEJ is preparing a formal complaint demanding a multi-agency investigation.

Pathragoda insists that responsibility must be traced along the entire chain — from field officers to approving authorities.

“Every signature, every omission, every backdated approval must be examined,” she said.

“If laws were violated, then prosecutions must follow. Not warnings. Not transfers. Prosecutions.”

A Scandal Still Unfolding

More RTI documents are expected to come out next week, including internal audits and communication logs that could deepen the crisis for several agencies.

As the paper trail widens, one thing is increasingly clear: what happened in Knuckles is not an isolated act — it is an institutional failure, executed quietly, and revealed only because citizens insisted on answers.

by Ifham Nizam

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