Glad to have the calm and considered professional confirmation of the
bl***ing obvious! And don't try to tell me it was a noise abatement
procedure!
If I understand correctly, even if we assume that TOGA _was_ selected, the
fact that the landing gear had already touched down would inhibit TOGA,
hence the unorthodox application of full power 15 seconds later.
I can understand that it would be a Good Thing to help the crew not to apply
take-off power while taxying to the jetway. But that "help" comes at a
price, it seems.
Piers
-----Original Message-----
From: olympus
[mailto:olympus-bounces+piers.hemy=gmail.com@xxxxxxxxxxxxxxxxx] On Behalf Of
ChrisB
Sent: 19 September 2016 15:37
To: Olympus Camera Discussion
Subject: Re: [OM] OT: Dubai 777 Crash
A go-around without power? That would never work . . .
Chris
> On 19 Sep 16, at 09:47, Piers Hemy <piers@xxxxxxxx> wrote:
>
> 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
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