formationdriver:
comment and full report on 2011 Air France B777 event can be accessed at
picma.org.uk/?q=content/2011-b772-cat-3-loss-control-paris-france.
But the original post 326 (by swish266) gets it the wrong way round. It states "Yours is of the most valuable sentences for people who understand, on this thread. Reminds me a bit of the AF flight at CDG some time ago that barely escaped... They did a G/A w/o moving the thrust levers to the TOGA position. Went down on the ILS to 63'. But escaped. NO SUCH LUCK this time., that Captain as PF DID push the thrust levers all"
In fact it was the reverse. The Captain (PF) did not press the TOGA switches but pushed the autothrust disconnect buttons instead. He fully advanced the thrust levers and pulled on the control column. However the autopilot remained engaged and coupled to the glideslope. Consequently the aircraft accelerated with increasing nose down pitch.
The PNF initially concentrated on the G/A reconfiguration, and the relief crew member called the pitch discrepancy from correct G/A attitude. Both pilots then applied nose-up control inputs, pulling 1.84G and disconnecting the autopilot at a minimum Radio Altitude of 63 ft. achieving a maximum pitch angle of 19 deg.
Subsequently the Captain applied nose down inputs while the F/O applied nose up and a second high G oscillation occurred. The gear was finally selected up some 25 seconds after the initial g-around call, at a height of 870ft. and the aircraft positioned for a second Cat 3 autoland.
Last edited by slast; 5th Aug 2016 at 12:08.