The interim report does clear up a few things that have been debated on the thread so far.
From my reading of it;
1/ Both approaches were flown with no autopilot and no auto throttle using flight directors.
2/ The aircraft was quite light, it departed at 68T so would have been about 54T at the time of the accident ( assuming normal profiles and not accounting for icing etc).
3/ the c of g was not aft, it was well forward.
4/ They carried 10kts on Vref
From my calculations Vref would have been 133 kts so Vapp at about 143.
The report has full thrust manually set and 18 degrees NU giving 4000fpm climb with airspeed increasing through 200kts and blowback to flap ten. All of that makes perfect sense, it is the performance one would expect out of the machine and why a well rested NG pilot would only set about 85% N1 in these circumstances .......unless of course he had just handed in his notice due to years of fatiguing rosters and it was four in the morning and his brain was so sluggish that he hadn't even thought about what thrust to set in the event of a go-around .....in that case everything might happen so fast that he would struggle to to process it all, he might even be more suseptable to seat of the pants illusions and be quite confused.......but it's all legal of course, must be the pilots fault.
Ps it's worth remembering that the same crew conducted a successful missed approach two hours earlier in similar conditions .
Last edited by framer; 21st Apr 2016 at 02:39.