@Darth_Sidious… Report aircraft on fire, need data & date. Here’s the final investigation report on the Pilot Error/Go Around/Accident)
Accident: Emirates B773 at Dubai on Aug 3rd 2016, long landing, go around without thrust results in runway impact, aircraft on fire
By Simon Hradecky, created Wednesday, Aug 3rd 2016 09:32Z, last updated Sunday, Aug 6th 2017 13:32Z
An Emirates Airlines Boeing 777-300, registration A6-EMW performing flight EK-521 from Thiruvananthapuram (India) to Dubai (United Arab Emirates) with 282 passengers and 18 crew, was on final approach to Dubai’s runway 12L at 12:41L (08:41Z) but attempted to go around after first ground contact. The aircraft however did not climb, but after retracting the gear touched down on the runway and burst into flames. All occupants evacuated via slides, 13 passengers received minor injuries, 10 were taken to hospitals, 3 treated at the airport. The aircraft burned down completely. A firefighter attending to the aircraft lost his life.
The airline reported: “Emirates can confirm that an incident happened at Dubai International Airport on 3rd August 2016 at about 12.45pm local time.”
United Arab Emirates Government confirmed an Emirates aircraft arriving from India suffered a crash landing at Dubai Airport, all passengers have been evacuated, there are no reports of injuries.
United Arab Emirates General Civil Aviation Authority (GCAA) reported a firefighter attending to the fire, while saving lives, lost his own life. The director of the GCAA said: “I salute his ultimate sacrifice that kept many from harm’s way. Our thoughts and prayers are with his family.”
Emirates Airlines’ chairman reported 13 passengers received minor injuries during the incident and were treated by medical teams.
On Aug 4th 2016 the airline reported that both captain and first officer had accumulated more than 7000 flying hours. The aircraft involved in the “operational incident” was equipped with Trent 800 engines and had been delivered to the airline in March 2003.
A passenger in the aft cabin reported, that the approach was normal, there had been no announcements or indications of anything abnormal. Then there was a heavy impact, oxygen masks came down, the aircraft skidded shaking violently and immediately filling with smoke and came to a stop. All doors were opened, it appeared however not all of them were used for evacuation. After sliding down the chute the passenger began to run, about 100 meters from the aircraft an explosion was heard (editorial note: watch video “The aircraft erupting into flames”, the right wing caught fire and including right hand engine separated from the aircraft).
Another passenger reported that the captain made an announcement they would land at Dubai and the weather was fine, nothing appeared to be amiss. Suddenly the aircraft hit the ground tail/belly first, at the same time the right hand engine caught fire, and the aircraft skidded to a halt, smoke filled the cabin, only at this time the passengers realised the seriousness of the situation. The accident came entirely out of the blue.
A ground observer reported EK-521 made a normal approach with the landing gear extended, touched down hard and went around, the gear was retracted, however the aircraft appeared to lack power and sank back onto the runway. (Editorial note: The Aviation Herald noticed the lack of a significant detail in the narration of passengers mentioned above, there was no mention of sounds of engines spooling up).
On Aug 8th 2016 a passenger reported in the reader comments on AVH below, that the approach was normal, the landing gear was down. The aircraft touched down, however, the nose was not lowered onto the runway and the aircraft appeared to climb away again, the gear was retracted, however, the engines did not spool up. The aircraft made ground contact again, skidded along the runway with the right hand engine separating from the aircraft but still being dragged along with the aircraft until the aircraft came to a full stop.
According to ATC recordings the aircraft performed a normal approach and landing, there was no priority or emergency declared. Upon contacting tower tower advised the crew to plan to vacate the runway at taxiway M9 and cleared the aircraft to land. Another approach reported on tower frequency. About 2 minutes after EK-521 reported on tower, the crew reported going around, tower instructed the aircraft to climb to 4000 feet, the crew acknowledged climbing to 4000 feet, a few seconds later tower instructs the next arrival to go around and alerts emergency services. The position of the aircraft is described near the end of the runway.
On Sep 6th 2016 United Arab Emirates’ GCAA released their preliminary report reporting, that the aircraft landed long, both main gear struts touched down, the crew initiated a go-around, retracted the landing gear and climbed to 85 feet radar altitude with the speed decaying to 134 KIAS, the aircraft descended again with the landing gear in transit into the UP position, 3 seconds prior to impact with the runway the thrust levers were moved from IDLE to full forward and the authothrottle system transitioned from IDLE to THRUST mode, a second later a GPWS warning “DON’T SINK! DON’T SINK!” activated, another second later the engines began to respond, another second later the aircraft impacted the runway abeam N7 taxiway at 125 KIAS, 9.5 degrees nose up and a rate of descent of 900 fpm following by both engines contacting the runway surface, the landing gear still in transit towards the up position. The right hand engine pylon assembly separated from the wing, an intense fuel fed fire developed in the area of the separated engine pylon. The aircraft slid along the runway on its belly, left hand engine and outboard right hand wing, an incipient fire started at the underside of the left hand engine, and the aircraft came to a stop adjacent to the intersection with taxiway M13. A fire emanated from underneath the right hand engine, engine pylon area and fuselage. About a minute later the commander transmitted a Mayday Call and advised they were evacuating.
Fire fighters arrived about one minute after the aircraft came to a stop and began to immediately apply foam. All but two occupants evacuated the aircraft via inflated escape slides, the captain and a senior cabin crew member vacated the aircraft through the L1 door with a detached escape slide.
One cabin crew received serious, 21 passengers, another cabin crew and the first officer received minor injuries.
The aircraft was destroyed.
The GCAA reported the captain (34, ATPL, 7,456 hours total, 5,128 hours on type) was pilot flying, the first officer (37, ATPL, 7,957 hours total, 1,296 hours on type) was pilot monitoring. While descending towards Dubai the crew received ATIS reporting windshear on all runways. The aircraft was configured for a landing with flaps at 30 degrees, the Vapp was computed to 152 KIAS (Vref+5 knots). The aircraft performed an RNAV approach to runway 12L. Tower cleared the aircraft to land and reported the winds from 340 degrees at 11 knots and instructed the crew to vacate the runway via taxiway M9.
The aircraft descended through 1100 feet AGL with autothrottle engaged in SPEED mode at 152 KIAS, the wind began to change from a headwind of 8 knots to a tailwind of 8 knots. The autopilot was disconnected at 920 feet AGL, the approach continued with autothrottle engaged. Descending through 700 feet AGL at 154 KIAS the tailwind had gradually increased to 16 knots.
Descending through 35 feet AGL, at 159 KIAS, the captain initiated the flare, the autothrottle transitioned to IDLE and both thrust levers moved to the IDLE position. Descending through 5 feet AGL, at 160 KIAS, the tailwind changed to a head wind. About 5 seconds later the right main gear’s weight on wheel sensors triggered about 1100 meters past the runway threshold followed by the left main gear’s weight on wheel sensor 3 seconds after the right hand main gear, the nose landing gear remained airborne. The Runway Awareness Advisory System (RAAS) annunciated aurally “LONG LANDING, LONG LANDING”.
4 seconds after the RAAS advisory the aircraft became airborne again in an attempt to go around in head wind, the flap lever was moved to 20 degrees and two seconds later the landing gear lever was moved to the UP position, the landing gear unlocked and began to retract.
5 seconds after the aircraft became airborne again tower instructed the flight crew to continue straight ahead and climb to 4000 feet. The instruction was correctly read back. Both flight crew members noticed the decaying speed, the first officer called “CHECK SPEED”. The thrust levers were moved from IDLE to full forward, the autothrottle system transitioned from IDLE to THRUST mode.
The GCAA reported that the aircraft slid on the ground over 800 meters with the landing gear not yet in the fully up position.
Initially two fire tenders reached the aircraft and immediately began to foam the aircraft. After perceiving they had contained the fire the firemen assisted with the evacuation, two fire fighters laid out sideline hoses to cool the #2 engine. Other fire tenders arrived on scene without difficulties. After the initial two tenders ran out of water and all of the aircraft occupants had left the aircraft, the fire tenders moved to hydrants to refill. The two fire fighters, who had laid out the sidelines, were wrapping up the sidelines, when the aircraft’s fuel center tank exploded killing one of the fire fighters.
Editorial notes: The preliminary report does not mention whether the TO/GA switches were pressed at the time of initiating the go around. However, the appendices of the preliminary report show a page out of the Flight Crew Operating Manual (see below) describing the go around procedure and stating: “The TO/GA switches are inhibited when on the ground and enabled again when in the air for a go around or touch and go.”
On Aug 5th 2017 the GCAA released an interim statement reporting the investigation is ongoing. The GCAA stated: “Regarding the operation of the flight the Investigation is working to determine and analyze the human performance factors that influenced flight crew actions during the landing and attempted go-around. In addition, the Investigation has reviewed and has identified safety enhancements related to the validity of weather information that was passed to the flight crew, and communication between air traffic control and the flight crew. A detailed examination was performed of the Aircraft evacuation systems, including the operation of emergency escape slides in a non-normal aircraft resting position, and the effects of wind on the escape slides. A large number of aircraft systems were tested with the assistance of the manufacturers and analysis of the data downloaded indicates that there were no Aircraft systems or engine abnormalities up to the time of the Accident.”