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Printed page 5. PDF page 19.
caution aural warning. The airspeed stabilised for a short 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/ignitionOpen official document at PDF page 19Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008
Printed page 140. PDF page 154.
height available for the aircraft to develop the airspeed needed for a landing flare, to reduce the high rate of descent. Actions of the commander The commander, on realising that he was unable to obtain any additional thrust from theOpen official document at PDF page 154Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008
Printed page 161. PDF page 175.
main landing gear bay. As a result, the manufacturer introduced a rotational tab, and reduced the cross-sectional area, on the drag brace to protect the additional fuel tank in the event of an overload condition. On G-YMMM this area containedOpen official document at PDF page 175Aircraft Accident Report 1/2010: Boeing 777-236ER, G-YMMM, London Heathrow Airport, 17 January 2008