Prelim is out.

Short and sweet of it is approach speed was set appropriately at 149 knots per EDV guidance, power was at 64%, 175' airspeed got a bit slow at 144 knots, power remained the same, 150' airspeed spiked to 154 knots, PF brought power back to idle and remained there until touchdown. They lost the gust and the airspeed began to bleed off from there. Sink rate GPWS went off and airspeed decreased to 134 knots at touchdown where the right gear felt 3G's of force at 1098 FPM.

Sounds like a screw up all around. If going to idle is what it takes to arrest an increase in airspeed especially at 150', they should have went around. Or at the very least, only reduce power, but never go to idle and anticipate bringing it back in once the gust is lost. But go around would be the preferable and desirable course of action obviously vs trying to save it.

150' was plenty of time for the captain to intervene and either say something or take control. Both were at fault in this accident just going off the prelim.

Here's the link: Preliminary Weather, recency, flight time hours, flight data, evacuation sequence/efforts, etc. Good read.

Probably going to have to wait a day or so. The website is getting flooded and rejecting queries like a DDOS.

Here's the PDF (good photos)

Here's an interesting video produced by the safety team: Good video summary

Pulling the TL’s idle at 140ft — touching down at 1,100 FPM decent rate with 8 degrees of bank. Yeah.. that’s about as bad as it gets.

You would normally idle that thing at 10'.

15 knots slow => big loss of lift, all else equal.

Ooops.

The part of the gear sidestay that's shown edge-on in the video looks like clean brittle overload failure. Brittle due to sudden impact, overload for obvious reasons. It doesn't show a direct view of the edge of the web between the padeyes, might be some sort of corrosion or fatigue induced failure there, which could have precipitated the overload failure of the main beam.

"The MLG shock struts on this aircraft are designed to absorb the energy of a 720 fpm (12 fps) descent velocity at the maximum landing weight." - from the prelim.

Well, I was half right.

FO was flying a CRJ like a 172, and CA was just sitting back and watching it like a movie.

Not to mention the CA was on the DL seniority list for a few months. What does that say???

That might mean the shocks will bottom out at at 720 fpm, anything less than that and you still get some springy action. Bearing in mind the tires absorb some too.

I'm not sure that means the gear and wingbox structural design limit is 720 fpm. That would imply a design failure point at 1080 fpm.

They landed at 1100fpm so maybe, but they were also banked with one gear obviously impacting first and maybe sideways too... I'm sure the design limit is based on both mains together.

Someone correct me if I'm wrong but I thought the captain thing was debunked. Apparently when you flow and they hold you back a few months you get a seniority number for a few months while he was still at Endeavor. I believe he was offered the flow and then didn't actually follow through in the end so he was "on the list" for 3 months but never physically on property. So he didn't fail out of training, he chose to stay.

That's how I understood the story from the Ex endeavor guys I've flown with recently

They didn't specify and the statement was very cagy. Nobody knows exactly what happened, it could well have been go back to EDV in lieu of failure.