A thought re the lack of GA near touchdown. Is the aircraft still fail operational?
CS AWO 316
(a) The aircraft must be capable of safely executing a go-around from any point on the approach to touchdown in all configurations to be certificated. The manoeuvre may not require exceptional piloting skill, alertness or strength and must ensure that the aeroplane remains within the obstacle limitation surface for a Category II or III precision approach runway as specified in Annex 14 Chicago Convention.
(b) For decision heights below 15 m (50 ft) automatic go-around must be provided.
(c) When automatic go-around is provided, it must be available down to touchdown.
(d) When automatic go-around is engaged, subsequent ground contact should not cause its disengagement.
Also AMC AC 316 paras 1.1 b, and 2 c.
1 Safety Considerations
1.1 Effects of Contact with the Runway: For aircraft in which a go-around from a very low altitude may result in inadvertent runway contact, the safety of the procedure should be established giving consideration to at least the following:
The guidance information and control provided by the go-around mode should be retained and be shown to have safe and acceptable characteristics throughout the manoeuvre,
Other systems (e.g. automatic throttle, brakes, spoilers, reverse thrust and alerting systems) should not operate in a way that would adversely affect the safety of the go-around manoeuvre.
1.2 Inadvertent Go-around Selection. Inadvertent selection of go-around mode after touchdown should have no adverse effect on the ability of the aircraft to safely roll out and stop.
2 Performance
Height losses from a range of altitudes during the approach and flare should be determined when under automatic control and when using the landing guidance system as appropriate.
Height losses may be determined by flight testing (with typically 10 flight demonstrated go-around) supported by simulation.
The simulation should evaluate the effects of variation in parameters, such as weight, centre of gravity, configuration and wind, and show correlation with the flight test results.
Normal procedures for a go-around with all engines operating should be followed.