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Printed page 5. PDF page 19.
period, so in an attempt to reduce drag the commander retracted the flaps from flap 30 to flap 25. In addition, he moved what he believed to be an engine starter/ignition switch on the overhead panel. The airspeed continued toOpen official document at PDF page 19Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008
Printed page 10. PDF page 24.
calculated stall speeds: At flap 30: 104 Kt (the stick shaker operates at 108 kt) At flap 25: 106 Kt (the stick shaker operates at 110 kt) 1.6.3 Autoflight 1.6.3.1 Autopilot The autopilot is engaged by operation of pushbutton switchesOpen official document at PDF page 24Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008
Printed page 43. PDF page 57.
now some 20 kt below the target approach speed, at which time the commander selected flap 25. At 200 ft, airspeed had reached 108 kt and the stick shaker started to activate as the aircraft neared the stall. Shortly afterwardsOpen official document at PDF page 57Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008
Printed page 57. PDF page 71.
thrust levers - Both engine thrust levers were in the full thrust position. Flaps - flap 25 selected. Figure 24 Overhead panel shortly after the accident 1.12.3.3 Landing gear examination The aircraft structure and landing gear were subjected to anOpen official document at PDF page 71Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008
Printed page 86. PDF page 100.
the final approach of G‑YMMM's accident flight to establish the effect of selecting flap 25 at around 240 ft agl. The analysis concluded that, had the crew left the flaps at flap 30, the aircraft would have touched down aboutOpen official document at PDF page 100Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008
Printed page 167. PDF page 181.
from the engines. 18. At 240 ft agl the commander retracted the flap from flap 30 to flap 25 which increased the distance to touchdown by about 50 metres; if left at flap 30 the touchdown would have still beenOpen official document at PDF page 181Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008