Sounds a bit like insufficient thrust for the pitch angle and the aircraft
settled back to the ground at the start of a stall, with the tail impacting
first.
Rule of thumb in a go-around is to have a positive rate of climb before
retracting the landing gear.
>
>There was some early discussion here, but the preliminary report is out,
>http://tinyurl.com/z9ry8eu allowing us to see how this came about.
>
>By my reading, the critical information is on page 8 at 1.1, which I
>summarised, but you should start to read at 0837:35:
>
>At 0837:07, 159 knots IAS, 35 feet RA, the PF started to flare the Aircraft.
>The autothrottle mode transitioned to IDLE and both thrust levers were
>moving towards the idle position.
>At 0837:17 the weight-on-wheels sensors indicated that the right main
>landing gear touched down.
>At 0837:19, the Aircraft runway awareness advisory system (RAAS) aural
>message “LONG LANDING, LONG LANDING” was annunciated.
>At 0837:20 the weight-on-wheels sensors indicated that the left main landing
>gear touched down. The nose landing gear remained in the air.
>At 0837:23, the Aircraft became airborne in an attempt to go-around and was
>subjected to a headwind component until impact.
>At 0837:27, the flap lever was moved to the 20 position.
>At 0837:28, the air traffic control tower issued a clearance to continue
>straight ahead and climb to 4,000 feet. The clearance was read back
>correctly.
>At 0837:29 the landing gear lever was selected to the UP position.
>Subsequently, the landing gear unlocked and began to retract.
>The Aircraft reached a maximum height of approximately 85 feet RA at 134
>knots IAS, with the landing gear in transit to the retracted position. The
>Aircraft then began to sink back onto the runway.
>At 0837:35 both thrust levers were moved from the idle position to full
>forward. The autothrottle transitioned from IDLE to THRUST mode.
>At 0837:37 both engines started to respond to the thrust lever movement.
>At 0837:38, the Aircraft aft fuselage impacted the runway abeam the November
>7 intersection at 125 knots, with a nose-up pitch angle of 9.5 degrees, and
>at a rate of descent of 900 feet per minute.
>
>Nothing wrong with what was done, just in a sub-optimal sequence?
>
>Piers
>
>-----Original Message-----
>From: olympus
>[mailto:olympus-bounces+piers.hemy=gmail.com@xxxxxxxxxxxxxxxxx] On Behalf Of
>Chris Trask
>Sent: 04 August 2016 01:39
>To: Olympus Discussion Group
>Subject: [OM] OT: Dubai 777 Crash
>
> I've been watching the footage of the crash of the 777 at Dubai, and
>something odd struck me as not right in the footage of the plane coming to a
>stop. Then on the evening news, there is serious question as to if the
>landing gear was deployed. Looking again closely at the footage, I cannot
>see the nose gear doors open. Anyone else notice this?
>
> Seems there was a similar incident with an Air India 747 about four
>years ago in New Jersey. A tower controller noticed that there was no
>landing gear, made a frantic radio call, and the gear was down and locked a
>few seconds before touchdown.
>
>
>Chris
>
>When the going gets weird, the weird turn pro
> - Hunter S. Thompson
>--
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Chris
When the going gets weird, the weird turn pro
- Hunter S. Thompson
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