A wind gust, increase in strength with a nose component, would be an energy increase. That would give an airspeed increase and increase in lift which would usually mean you would get to high, i.e. above the glide path. London City is special though, since it has a fairly steep glide path. The usual (simplified) way of correcting for an energy increase is to decrease thrust, and pitch down to catch up with the glide path while keeping the airspeed constant. But on short final, depending on the situation, a go-around might be more appropriate (no way to tell from this video though).
So you might be right, it might be a correction last minute from an energy increase. Although, speculating like this never gets us anywhere, as there is no way to tell or find out unless a report is released.
What are the UK CAA rules on reports about this? I mean this will most likely be reported to the operator, and the aircraft will be checked out for structural damage, but do the authorities require a report?
KLM-MD11 From Greece, joined exactly 13 years ago today! , 471 posts, RR: 1
Reply 17, posted (7 years 1 month 2 weeks 2 days 2 hours ago) and read 41431 times:
Looking at the videos again I would say there was a tailstrike. Watch very carefully when just after the first touchdown of the main gear and the smoke of it's tyres, there is another puff of smoke between the main gear. This could not have been from the nose gear as that one first touches the runway on the second bounce.
I say, SWISS should add a crash-charge on the flight fares to LCY - looks like a pretty expensive place for them to operate jets into...
Zeke From Hong Kong, joined Dec 2006, 9565 posts, RR: 76
Reply 19, posted (7 years 1 month 2 weeks 2 days 1 hour ago) and read 41360 times:
Quoting BoeingOnFinal (Reply 15): What are the UK CAA rules on reports about this? I mean this will most likely be reported to the operator, and the aircraft will be checked out for structural damage, but do the authorities require a report?
I checked both the UK and Swiss AAIB sites, no reference to an incident or accident on their sites for a swiss registered Bae146 or RJ at LCY, which means it is either very very recent, or no tail strike.
I did see a number of other tail strikes, wind shear, gusty conditions, and turbulence seemed to be common factors. Crew were totally unaware of a tail strike in one report I read saying they did not know until the engineer/mechanic completed his walk around and reported the ground contact.
We are addicted to our thoughts. We cannot change anything if we cannot change our thinking – Santosh Kalwar
WAH64D From United Kingdom, joined Jan 2005, 966 posts, RR: 14
Reply 20, posted (7 years 1 month 2 weeks 2 days 1 hour ago) and read 41305 times:
The BAe146 family are built like tanks. McD-D eat your hearts out!!
The aircraft was designed to land on pretty rough strips but that landing looked pretty extreme. Its said to be the easiest aircraft to land smoothly due to the very soft spring rates of the main gear.