Emirates B777 gear collapse @ DXB?
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From an eye witness (pilot on the ground at the time)
They touched down hard then aborted the landing which lead to a go around. They were in the process of a go-around (configuration) but it sank back on the runway. Maybe that's why the landing gear appears to be up as it skidded on the ground. It most probably sank/fell back onto the runway due to extreme weather (temperature, low pressure/the gear doors opening/then closing i.e: increased drag) and that the B773 performance struggles at that those conditions. Look at FCOM2 for the 773.
There is discussion about possible windshear. Wind direction may not justify that but when EK aircraft land behind each other at Dxb they have an amended approval of 3nm separation to help aliviate congestion. An agreement between EK and the airport authority. Could this contribute? Did an EK aircraft land infront? Many questions but all will be answered.
Thankfully no lives lost.
Captain - local
F/O - Australian
They touched down hard then aborted the landing which lead to a go around. They were in the process of a go-around (configuration) but it sank back on the runway. Maybe that's why the landing gear appears to be up as it skidded on the ground. It most probably sank/fell back onto the runway due to extreme weather (temperature, low pressure/the gear doors opening/then closing i.e: increased drag) and that the B773 performance struggles at that those conditions. Look at FCOM2 for the 773.
There is discussion about possible windshear. Wind direction may not justify that but when EK aircraft land behind each other at Dxb they have an amended approval of 3nm separation to help aliviate congestion. An agreement between EK and the airport authority. Could this contribute? Did an EK aircraft land infront? Many questions but all will be answered.
Thankfully no lives lost.
Captain - local
F/O - Australian
Seems they've now censored the tweet. Video of pax on airfield been removed!!
To be honest nothing major to report - a bunch of mostly Indian people walking away from the aircraft, some carrying cabin luggage. Seems pretty orderly, although not much ground support / firefighter to be seen.
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Pax on airfield tweet here:
https://twitter.com/TimesNow/status/760804140154970113
https://twitter.com/TimesNow/status/760804140154970113
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Whatever the cause, I am in awe of the cabin crew and flight deck crew. To evacuate every passenger and all the crew from a total hull loss is beyond professional. It's legendary.
We always study every aspect of a failure. I hope we study every aspect of this success.
With rumours of a serious outcome for a member of the response team - we need to learn from that, too. Those who rush to help can be at highest risk themselves.
But, frankly, DAMN! Is the 777 the toughest jet ever? Built like a tank, but with no extra weight.
We always study every aspect of a failure. I hope we study every aspect of this success.
With rumours of a serious outcome for a member of the response team - we need to learn from that, too. Those who rush to help can be at highest risk themselves.
But, frankly, DAMN! Is the 777 the toughest jet ever? Built like a tank, but with no extra weight.
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A good outcome does not indicate an effective decision making process. Plenty of people have made appalling decisions over the years without a bad outcome. Some people have made extraordinary decisions in diabolical situations and not lived to see the next dawn.
Every decision to stay has significant risks. The point often lost in the QF32 incident was the crew had the ability with QF procedures to disembark with slides and not as an evac. This allowed them to nominate which slides they wanted to use and to do it at a more sedate rate that minimised injuries- ie they could have used main deck only slides and taken their time to get set up properly on the ground with appropriately briefed ABPs to assist.
Every decision to stay has significant risks. The point often lost in the QF32 incident was the crew had the ability with QF procedures to disembark with slides and not as an evac. This allowed them to nominate which slides they wanted to use and to do it at a more sedate rate that minimised injuries- ie they could have used main deck only slides and taken their time to get set up properly on the ground with appropriately briefed ABPs to assist.
The word decision implies that there are alternative courses of action. Those who claim 'this is a no-brainer' are effectively saying there is no 'decision' it is an automatic action. Easier to automate out flight crew when everything is 'no brainer' - like maintain pitch and power (another no brainer action proposed in other threads).
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Maybe given they just survived a plane crash some are in shock and aren't really in the clearest, most logical state of mind.
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Pax reaching for the overhead locker
Any pax between me and the exit seen reaching for their luggage in the bins, putting my life at risk, gets punched by me, repeatedly if needs be.
All pax photographed with their hand luggage need to be arrested for disobeying the lawful instruction of the flight crew.
I'm only glad that there were no pax or crew fatalities but one day people will die because ignorant pax deem their hand luggage more important than a human life.
Time to introduce locking overhead bins. Only accessible when the the seatbelt sign has been turned off. Simples!
All pax photographed with their hand luggage need to be arrested for disobeying the lawful instruction of the flight crew.
I'm only glad that there were no pax or crew fatalities but one day people will die because ignorant pax deem their hand luggage more important than a human life.
Time to introduce locking overhead bins. Only accessible when the the seatbelt sign has been turned off. Simples!
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B773 performance struggles at that those conditions.
The difficulty is separating the 'training scenario' that we all get in the sim of majority single engine go arounds with the real life scenario where a go around will often be conducted with both donks operating.
Personally, excluding the possibility of severe windshear, I don't think aircraft performance will have been an issue but that is hypothesis on my part and therefore speculation.
The only thing more foolish that trying to get your luggage off a crashed plane, asdf, is starting a fight in the middle of an evacuation.
And locking overhead bins would only make the situation worse as pax try and figure out why they wont open. There is a simple solution however, don't let pax take any luggage into the cabin in the first place.
And locking overhead bins would only make the situation worse as pax try and figure out why they wont open. There is a simple solution however, don't let pax take any luggage into the cabin in the first place.
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Could it be that on the initial heavy touchdown something came adrift and power was not available from the no:2 engine? That plus a hot day, tailwind and an old straight 300 (not a great performer on a good day), may explain the alleged 'sinking back onto the runway' theory. Pure speculation of course...
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If they had a problem configuring, they would have aborted the approach.
If they knew in advance, they never would have been allowed to land at DXB.
If they knew in advance, they never would have been allowed to land at DXB.
If the captain of an aircraft has an in-flight emergency and decides that an airport is the most appropriate place to go to, he will go there. The airport authorities don't get a say in the matter, even though they may wish he went to the next airport. Subsequent disruption is not a factor in deciding where to go.
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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.
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.
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Cos they were already on fire? I do wish someone would clarify the 'near miss' report tho, if cutting the wingtip off in flight and starting a fire qualifies as a near miss then that'd do it Mind you given the near miss between two unrelated planes in India , the originating country of this flight, perhaps the media is mis-attributing an entirely different incident.
Oh my God who is this pink faced bearded bespeckled buffoon on Al Jazeera right now, he looks like the lights are triggering his fight-or-flight response but sadly he opted for the former and didn't leave the studio, so merely opined that something ... probably ... went ... wrong.... is it so unreasonable to expect that someone called upon to give "expert" testimony following a life threatening emergency would have the internet?
Oh my God who is this pink faced bearded bespeckled buffoon on Al Jazeera right now, he looks like the lights are triggering his fight-or-flight response but sadly he opted for the former and didn't leave the studio, so merely opined that something ... probably ... went ... wrong.... is it so unreasonable to expect that someone called upon to give "expert" testimony following a life threatening emergency would have the internet?