It’d be interesting to see the landing data for a -700, wet with standing water, 10 knots tailwind, any MEL open items. I’d bet it’d be close.
I ran the numbers on this. I had to guess on the landing weight (I used 115,000 lb), and of course, I have no idea if there were any open deferrals.
RCC 5 (wet, good), flaps 40°, autobrakes Max: 57 feet of runway remaining.
RCC 4 (wet, good to med), flaps 40°, autobrakes Max: exceeds available runway length. (Max landing weight in this condition is 106.6.)
Bear in mind these results include a 15% margin, so if you do everything right and fly right to specs, you would stop more than 57 feet from the end.
I find it curious that photos show the T/Rs not deployed as the aircraft rests in the EMAS. You are supposed to start stowing the T/Rs at 60 kt, unless the threat of a runway excursion develops, in which case, you are to use all available deceleration devices. They could have been trying to save the engines from damage from the flying pulverized cellular concrete by stowing them just before entering the EMAS bed (unlikely, IMO), they could have had difficulty deploying the T/Rs on the landing roll, or they simply stowed them after they came to a stop.
As I’ve noted above, it’s very possible the conditions weren’t even “good to medium” for the brief period of time before and during this landing.
I’m not sure about the reverse thrusters but the wing devices would have been lowered afterward for emergency evacuation from the over wing exits.
One of the first photos posted from someone sitting over the wing clearly shows the spoilers erect in the lower right corner of the window.
As far as the engines go spotting landings at BUR fairly frequently the reversers were probably closed just before approaching the safe barrier and they were probably relying on braking and either hydroplaned, slid, or misjudged the speed and available space left....again just a guess and observation.
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