From AvHerald:
”The aircraft subsequently performed the HISAR 1A standard approach procedure and joined the ILS for runway 36C, however, became high on the approach profile due to significant tail wind components. During the intercept the captain disconnected autopilot and autothrust in sequence. The aircraft established on the localizer at 1500 feet and 163 KIAS, 5.4nm before the runway still at 1500 feet the gear and full flaps were configured for landing. 3nm before the runway the aircraft descended through 1035 feet AGL at 145 KIAS, the approach was considered fully stabilized. At 100 feet AGL the speed began to decrease below Vapp while the aircraft remained slightly above the glide path. At 70 feet AGL the IAS reduced to 115 knots at 700 fpm rate of descent, the aircraft crossed the runway threshold at 30 feet AGL and 113 KIAS, descending through 20 feet AGL the pitch had increased to 5.5 degrees nose up at 109 KIAS with the speed trending to further reduction, when the captain provided large nose down inputs resulting in the nose lowering at up to 9 degrees/second. Almost simultanerously the thrust levers were pushed into the TOGA position. 2 seconds later the aircraft touched down with the nose gear first resulting in a vertical acceleration of +2.64G at a pitch angle of 3.9 degrees nose down. The aircraft bounced and settled in a climb, dual control inputs occurred by both captain and first officer.”
Active Monitoring and Surprise & Startle.
The evergreens