Originally published at: NTSB Data: Go-Around Thrust After Miami 767 Touchdown
Flight recorder data shows the throttles advanced after the brakes were released before returning to idle four seconds later.
Indecision is a killer. If you’re long, go around.
Not in an airliner with turbine engines! Thrust reversers, full reverse, once on or touching the runway.
I did a ‘on-the-ground-go-around’ once! C-172, kinda short runway (from what I learned on). It’s a really scary thing; especially with 3 other souls on board!! All my fault and I certainly learned from it….and never want to do that again!
This final report will be interesting. Any simulation will be interesting too! You think someone will make a movie of it (think Sully)?
As a retired B-767 pilot that has landed on that runway more times in my life than I can count.
A thunder storm in the area, gusty winds, WAY to fast, he should have gone around before he crossed the landing threshold. There is no way about it, poor head work is what gets you in this situation.
without the left main on the ground no chance to have ground spoilers or reversers available, plus a multitude of other factors, this accident was a foregone conclusion…
The Sully experience was a positive outcome, a result of superior airmanship, with a bit of luck thrown in, this is exactly the opposite, seriously doubt anyone would consider using this accident for any purpose other than a shining example of how not to do it.
I beg to differ, it was more luck than airmanship. True, Sully had the presence of mind to flip on the APU, which kept the computers alive to provide flight envelope protection, but during the glide to the water Sully pitched up gradually until the speed dropped and Alpha Max protection kicked in. That is, the computers lowered the nose to keep the AOA at max without stalling. But that left no reserve airspeed/AOA to trade for lift at the end, i.e. no flare was possible. The aft fuselage slammed into the Hudson at 3x the descent rate engineers had designed for a ditching, rupturing Section 46 open (which began flooding) and caused the cargo sidewall stanchions to thrust upwards into the aft cabin, causing the flight attendant’s leg gash. Both Sully and Skyles insisted they maintained Green dot speed all the way in, but the FDR and the damage told a different story. Can’t say I blame them. The NTSB didn’t say anything to explain the lapse, but I believe it would be a natural human response to subconsciously gradually pitch up to avoid the alien watery landing surface as it loomed closer and closer. Thank goodness the computers were functioning and provided Alpha max protection. The real miracle on the Hudson was that the plane remained afloat long enough for all to be evacuated. NTSB should have recommended ditching sim time so the water doesn’t cause shell shock when it happens for real.
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