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Were new procedures in Dubai airspace a factor in Emirates crash?
Very tight rules for pilots suddenly forced to fly a go-around at Dubai Airport were critiqued in a technical journal months before this week's 777 crash landing (www.flight.org) 기타...
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When this Emirates 777 crashed Sky Dubai flight 848 was algo trying to land and informed the tower "we have only 7 MINUTES FOR HOLDING" and requested going to an alternate (this could be heard on the ATC recording). This sounded very stupid to me so I checked with my sources in the Middle East (Western firms serving commercial and military aviation clients in the área) and they told me all of the United Arab Emirates airlines, major and mid size and from other countries have ordered flights to carry only the mínimum minimorum of fuel reserves to avoid "excessive burn" associated with with larger heavier fuel uplifts, and they explained to me that this is because their profits are paper thin or perhaps already in the red (the airlines will never tell you the truth) and that those governments are continually injecting funds disguised as investments but that in reality are subsidies. Penny pinchers and pound foolish perhaps?.
Excelent Article, very informative and complete.
, a pilot colleague observed exactly what happened as he was there, waiting in his aircraft to cross runway 12L. The B777 bounced and began a go-around. The aircraft reached about 150 feet (45 metres) with its landing gear retracting, then began to sink to the runway.
This suggests that the pilots had initiated a go-around as they had been trained to do and had practised hundreds of times in simulators, but the engines failed to respond in time to the pilot-commanded thrust. Why?
Bounces are not uncommon. They happen to all pilots occasionally. What was different with the Emirates B777 bounce was that the pilot elected to go around. This should not have been a problem as pilots are trained to apply power, pitch up (raise the nose) and climb away. However pilots are not really trained for go-arounds after a bounce; we practise go-arounds from a low approach attitude.
Modern jets have autothrottles as part of the autoflight system. They have small TOGA (take off/go-around) switches on the throttle levers they click to command autothrottles to control the engines, to deliver the required thrust. Pilots do not physically push up the levers by themselves but trust the autothrottles to do that, although it is common to rest your hand on the top of the levers. So, on a go-around, all the pilot does is click the TOGA switches, pull back on the control column to raise the nose and — when the other pilot, after observing positive climb, announces it — calls “gear up” and away we go!
But in the Dubai case, because the wheels had touched the runway, the landing gear sensors told the autoflight system computers that the aircraft was landed. So when the pilot clicked TOGA, the computers — without him initially realising it — inhibited TOGA as part of their design protocols and refused to spool up the engines as the pilot commanded.
This suggests that the pilots had initiated a go-around as they had been trained to do and had practised hundreds of times in simulators, but the engines failed to respond in time to the pilot-commanded thrust. Why?
Bounces are not uncommon. They happen to all pilots occasionally. What was different with the Emirates B777 bounce was that the pilot elected to go around. This should not have been a problem as pilots are trained to apply power, pitch up (raise the nose) and climb away. However pilots are not really trained for go-arounds after a bounce; we practise go-arounds from a low approach attitude.
Modern jets have autothrottles as part of the autoflight system. They have small TOGA (take off/go-around) switches on the throttle levers they click to command autothrottles to control the engines, to deliver the required thrust. Pilots do not physically push up the levers by themselves but trust the autothrottles to do that, although it is common to rest your hand on the top of the levers. So, on a go-around, all the pilot does is click the TOGA switches, pull back on the control column to raise the nose and — when the other pilot, after observing positive climb, announces it — calls “gear up” and away we go!
But in the Dubai case, because the wheels had touched the runway, the landing gear sensors told the autoflight system computers that the aircraft was landed. So when the pilot clicked TOGA, the computers — without him initially realising it — inhibited TOGA as part of their design protocols and refused to spool up the engines as the pilot commanded.
This was a classic example of pilot error IMHO. It had nothing to do with ground control. It looks the the A/C had gear up. No excuse to have gear up that low to the ground.
It sounds like the pilot attempted a "go around" and raised the gear before he had enough power to avoid touching the runway. Classic rookie pilot mistake. Thankfully all survived by a miracle but it was not due to the pilot crashing landing in the first place.
It sounds like the pilot attempted a "go around" and raised the gear before he had enough power to avoid touching the runway. Classic rookie pilot mistake. Thankfully all survived by a miracle but it was not due to the pilot crashing landing in the first place.
https://blogs.crikey.com.au/planetalking/2016/08/05/new-procedures-dubai-airspace-factor-emirates-crash/
I believe they were using RWY 12L, and given a clearance to climb to 4,000 feet. I don't think this was a factor.
