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Emirates B777 gear collapse @ DXB?

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Emirates B777 gear collapse @ DXB?

Old 4th Aug 2016, 07:30
  #281 (permalink)  
 
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So one side of the aircraft is smoking with the engine visible on top of the wing and on the left side no flames or smoke but three perfectly good doors can't be used because the slides were flapping in the wind or blown up against the open door.

With a fire truck and firemen on the ground powerless to speed up the evacuation.

Can't we do better?

Mickjoebill
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Old 4th Aug 2016, 07:43
  #282 (permalink)  
 
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Re: 49 degrees oat. Does it still happen that the actual temerature is above 50 degrees, but the official temperature is kept at 49? There seems to be a local law, stating that on days with 50+ degrees, all manual labor is halted. So they warp reality and officially keep it at 49.
Of course engines at go-around thrust don't listen to this artificial temp. They perform according to actual ambient conditions.
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Old 4th Aug 2016, 07:45
  #283 (permalink)  
 
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Originally Posted by mickjoebill View Post
So one side of the aircraft is smoking with the engine visible on top of the wing and on the left side no flames or smoke
There was/had been a fire on the Left side

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Old 4th Aug 2016, 08:01
  #284 (permalink)  
 
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@sitigeltfel #305 above
Does that flap still look to be set at 30?
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Old 4th Aug 2016, 09:05
  #285 (permalink)  
 
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XEQUE--- yes I also look at the Flap position and question it.....doesn't look to be 30, hard to tell?
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Old 4th Aug 2016, 09:13
  #286 (permalink)  
 
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Xeque:
@sitigeltfel #305 above
Does that flap still look to be set at 30?
It looks more like Flap 20, which is the go around flap setting. It certainly doesn't look like Flap 30.

The following video shows a 777-300ER with Flap 20 at 8:01:
https://youtu.be/Xtwne9UbH8o?t=481

Flap 30 at 8:45:
https://youtu.be/Xtwne9UbH8o?t=525

Of course the Emirates aircraft could have been using Flap 25 for landing, given the conditions.
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Old 4th Aug 2016, 09:14
  #287 (permalink)  
 
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xyze

Even with what little is known at present, the circumstances of this event would appear to be quite different to those of the SQ incident, most obviously starting with an uncontrolled 'crash' landing and detachment of the starboard engine.
The point is how quickly a fuselage made of aluminium and surrounded by flammable liquid and an uncontained fire can be reduced to a charred shell, even with Dubai RFF going above and beyond the call of duty. Any doubt, get out.
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Old 4th Aug 2016, 09:28
  #288 (permalink)  
 
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MickJoeBill,

further to your comments about evacuation slides being blown around and rendered useless thereby, a similar issue came to my attention with the Korean Air incident at Haneda back on May 27th.

(see http://www.pprune.org/rumours-news/5...-2708-hnd.html)

If (as I believe is recommended in an engine fire scenario) the aircraft is positioned with the wind blowing the fire and smoke away from the fuselage, rather than towards it, this might create a problem with the slides on the 'safe' side.

I don't know if there is an answer to this problem.
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Old 4th Aug 2016, 09:29
  #289 (permalink)  
 
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As most on here will know - On a go around, particularly one initiated at a low level, if you don't pitch up at the same time as you apply the thrust then you just accelerate towards the ground at a frightening rate - I've seen it in the sim many times.

I have also seen, sitting at the holding point with a sub 200 foot cloud base, a 747 exit the overcast apparently still on the glideslope with the wheels in transit and very nearly impact the ground as it climbs back into the overcast.

LOW GA + THRUST BEFORE PITCH + TAILWIND COMPONENT/HIGH ROD + AMBIENT CONDITIONS ?

Just a thought
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Old 4th Aug 2016, 09:29
  #290 (permalink)  
 
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A TWA TriStar was burned out on the ramp at Boston on 19th April 1974, presumably the incident the OP was referring to.
Nice bit of sleuthing Master Reid. Using your date, I was able to discover the probable cause was a kettle warmer left on while she sat parked and empty.
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Old 4th Aug 2016, 09:32
  #291 (permalink)  
 
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A CATHAY L1011 EVAC in Tokyo Haneda a long time ago suffered the same problem of the slides blowing in the wind rendering them useless.....
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Old 4th Aug 2016, 09:48
  #292 (permalink)  
 
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Heard that all the crew of EK521 is put up in a hotel so that they cannot talk to media or any one else.

Is this true....???????
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Old 4th Aug 2016, 09:49
  #293 (permalink)  
 
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UK news have several interviews from passengers who all speak very good English and all confirm that there was no cabin call pre-warning them before crashing.
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Old 4th Aug 2016, 09:53
  #294 (permalink)  
 
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Originally Posted by Airbuspilot72 View Post
Heard that all the crew of EK521 is put up in a hotel so that they cannot talk to media or any one else.

Is this true....???????
This is SOP
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Old 4th Aug 2016, 10:03
  #295 (permalink)  
 
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Do we need slides that are better windproofed? In most cases any winds will blow from the nose to the tail so just some minor stabilization (like a rope or some inflatable "anchor" or similar) might make more evacuations slides available?
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Old 4th Aug 2016, 10:24
  #296 (permalink)  
 
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Originally Posted by Wirbelsturm
F20 Gear down landing rate of climb for 225T at 49 degrees gives you approx 390fpm climb at sea level.

Things get interesting if you forget to go from F30 to F20 in the Go-Around.

F30 Gear down landing rate of climb at 225T at 49 degrees gives you approx minus 190fpm at sea level!

Note, all these figures are for SINGLE ENGINE.

Performance with both engines even at 49 degrees is not an issue.


No airport will tell you you can't land with an emergency. They may 'suggest' other options but, as Captain, it's your choice.

Edited to add that these are for the 777-300 GE115. My operator doesn't have the straight 300 so willing to be corrected
This was a RR powered 777.


The radio call from tower for the GA, and the reply from the PM, does not mean that the GA was instructed by the tower. The ATC controller was most likely paying attention and rather than wait for the call from EK521, he was proactive and eliminated a 3rd transmission on tower's freq.
The call to tell tower about a GA is pretty low on my priority list, especially in close proximity to the runway.

While quiet, you can hear the CA command the evac in the evac video. Sounded SOP to me.
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Old 4th Aug 2016, 10:29
  #297 (permalink)  
 
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Just been reported on Australian TV news that the Australian copilot of the aircraft is a Qantas employee and is currently on leave without pay. That makes no sense as Qantas has no 777's. Has to be a misreport.
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Old 4th Aug 2016, 10:30
  #298 (permalink)  
 
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Nope perfectly possible, quite a few surplus QF crew went on LWOP and joined many different Airlines. Some had never flown the type they were employed on and were therefore trained. Most will come back to QF, some won't.

Simple.


Oh and it is a standard call for Military Towers in Australia to say "clear to land check wheels" the reply is "three greens" ( or whatever the type has!! )
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Old 4th Aug 2016, 11:08
  #299 (permalink)  
 
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Rumor around at Costa is that it was wake of the preceding AC combined with winds
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Old 4th Aug 2016, 11:08
  #300 (permalink)  
 
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ACMS : Yes. And if the resultant prang & slide was not anticipated by the crew, everyone did a mighty fine job of handling, instantly, the evacuation. Total praise for that last bit and all, but one, survived. Now, lining up the holes and the blame game will be noteworthy.
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