Investigation Summary
The flight initially proceeded normally until the climb out of Surabaya, when the crew noticed minor Engine Pressure Ratio (EPR) fluctuations. During cruise at FL390, the Electronic Centralized Aircraft Monitoring (ECAM) system displayed a control system fault for engine No. 2. After consulting maintenance, the crew continued the flight as other parameters appeared normal. However, during the descent toward Hong Kong, both engines suffered compressor stalls. The crew declared a 'Mayday' when they realized they had lost effective thrust control: engine No. 2 was stuck at 17% N1 (sub-idle), and engine No. 1 was stuck at a high thrust setting of approximately 74% N1. This configuration made a normal approach impossible, as the high thrust from engine No. 1 prevented the aircraft from slowing down. The pilots were forced to fly a visual approach, managing their energy by recapturing the centerline from the north and using landing gear and flaps to create drag. During the final approach, the aircraft triggered multiple overspeed warnings and EGPWS 'Too Low Terrain' and 'Pull Up' warnings as it descended at high speed. The aircraft touched down at 231 knots groundspeed, bounced, and rolled left seven degrees; during the second touchdown, the lower cowling of the No. 1 engine struck the runway surface. The captain ordered an evacuation after reports of smoke and fire from the landing gear.
Final Conclusions
The Hong Kong Civil Aviation Department (CAD) concluded in Report 2/2013 that the accident was caused by fuel contamination. The fuel uplifted at Surabaya contained spherical particles of superabsorbent polymer (SAP). These particles were released from filter monitors in the airport's refueling dispensers because salt water had entered the hydrant system during recent construction and extension work. The SAP particles traveled through the aircraft's fuel system and caused the main metering valves in the Fuel Metering Units (FMU) to seize in fixed positions, preventing the engines from responding to thrust lever inputs. The investigation highlighted deficiencies in the oversight and quality control of aviation fuel supply at airports.
Video Analysis
If playback is blocked, the owner has disabled embedding — use the link above.
Airframe & Maintenance
Crew Experience
Captain
Malcolm Waters, age 35
First Officer
David Hayhoe, age 37
Systems & Failure Modes
Fuel Metering Unit (FMU)
The FMU controls the flow of fuel to the engine burners; SAP particles caused the metering valves to seize, locking the engines at specific thrust levels.
Superabsorbent Polymer (SAP)
A material used in fuel filter monitors to absorb water; when exposed to salt water, the filters can degrade and release SAP particles into the fuel stream.
Electronic Centralized Aircraft Monitoring (ECAM)
The system that alerted the crew to the control system faults and engine stalls throughout the flight.
Interesting Facts
- 01The landing speed of 231 knots was nearly double the normal A330 touchdown speed.
- 02The aircraft stopped only 309 meters from the end of the 3,800-meter runway.
- 03The total stopping distance from the initial touchdown was approximately 2,630 meters.
- 04Post-flight inspection revealed the fuel tanks and engines were contaminated with superabsorbent polymer (SAP) spheres.
- 05The two pilots were awarded the Polaris Award for heroism and airmanship in 2014.
- 06While 63 people were injured during the evacuation (57 passengers and 6 crew), only one passenger sustained injuries classified as 'serious' (a bone fracture and ankle dislocation) under ICAO definitions; the remaining 62 were minor.
Safety Actions & Advisories
Fuel Quality Oversight
The investigation recommended establishing international civil aviation requirements for oversight and quality control of aviation fuel supply at airports.
Refueling Procedures
Recommendations were made to standardize refueling operational procedures and training for fuel supply personnel to prevent contamination during hydrant system maintenance.