NEAR Disaster in Turkey

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who me ?
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NEAR Disaster in Turkey

Post by who me ? »

A passenger plane skidded off the runway and was left stuck precariously on the side of a cliff after landing in northeast Turkey.

All 162 passengers and crew on board the Pegasus Airlines' Boeing 737-800 miraculously escaped injury and were safely evacuated early on Sunday morning following the incident at Trabzon Airport, located in the eastern Black Sea region of Turkey.

Photographs from the scene showed the plane, which departed from the Turkish capital of Ankara on Saturday evening, stuck in the frozen mud.

Footage posted on social media showed panicked passengers being evacuated from the aircraft and another clip appeared to show one of the plane’s engines in the water.

http://www.telegraph.co.uk/news/2018/01 ... ge-turkey/



Related NOTAMs:
A0274/18 - RWY 11/29, AIRCRAFT WRECK
-60M AWAY FROM RWY 29 THR
-60M AWAY FROM RWY CENTERLINE
-5M HEIGHT.
13 JAN 22:00 2018 UNTIL 29 JAN 14:00 2018. CREATED: 13 JAN 22:31 2018


A0273/18 - RWY 11/29 CLOSED TO TRAFFIC. 13 JAN 20:50 2018 UNTIL 14 JAN 05:00 2018. CREATED: 13 JAN 20:57 2018



Metars:
LTCG 132200Z 33002KT 2000 -RA BR BKN006 BKN025 08/08 Q1020 BECMG 6000 RMK RWY29 30003KT=
LTCG 132150Z VRB01KT 4000 -RA BR BKN003 BKN025 08/08 Q1020 BECMG 6000 BKN008 BKN028=
COR LTCG 132120Z VRB01KT 4400 -RA BR BKN002 BKN025 08/08 Q1021 BECMG TL2200 BKN004 BKN025=
LTCG 132109Z VRB01KT 4000 -RA BR BKN002 BKN025 08/08 Q1021 BECMG TL2100 BKN004 BKN025 RMK RWY29 31002KT=
LTCG 132050Z 25001KT 2800 -RA BR BKN004 BKN025 08/07 Q1021 BECMG TL2100 3200=
LTCG 132020Z 24001KT 4000 -RA BR BKN003 BKN025 08/07 Q1021 NOSIG=
LTCG 132014Z 00000KT 4000 -RA BR BKN002 BKN025 08/07 Q1021 NOSIG RMK RWY29 VRB01KT=
LTCG 131950Z 00000KT 3700 -RA BR BKN003 BKN028 08/07 Q1021 BECMG 9999 NSW BKN011 BKN028=
LTCG 131920Z VRB01KT 5000 -RA BR BKN008 BKN025 08/07 Q1021 BECMG 9999 NSW BKN011 BKN028=
LTCG 131910Z 02003KT 320V060 6000 -RA BKN007 BKN028 08/07 Q1021 BECMG BKN011 BKN028 RMK RWY29 27002KT=
LTCG 131850Z 31003KT 280V020 9999 BKN011 BKN028 08/07 Q1021 NOSIG=
LTCG 131820Z 27002KT 9999 BKN011 BKN028 09/07 Q1021 NOSIG=
LTCG 131750Z 31003KT 280V350 9999 BKN011 BKN028 08/07 Q1022 NOSIG=
LTCG 131720Z VRB02KT 9999 BKN011 BKN028 09/06 Q1022 NOSIG=
LTCG 131650Z 15005KT 9999 BKN013 BKN028 09/06 Q1022 NOSIG=
LTCG 131620Z 20003KT 150V210 9999 BKN009 BKN028 09/07 Q1022 NOSIG=
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Last edited by who me ? on Sun Jan 14, 2018 9:42 am, edited 1 time in total.
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NewCommercialPilot
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Re: NEAR Disaster in Turkey

Post by NewCommercialPilot »

I think this might also be termed a "Near Normal Landing".
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CL-Skadoo!
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Re: NEAR Disaster in Turkey

Post by CL-Skadoo! »

That's a first, holy smokes. I'd be inclined to leave my carry on behind for that evac. :shock: :shock: :shock: :shock: :shock:
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vrefplus5
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Re: NEAR Disaster in Turkey

Post by vrefplus5 »

You’d be “inclined” all right!!!
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Re: NEAR Disaster in Turkey

Post by NewCommercialPilot »

vrefplus5 wrote: Sun Jan 14, 2018 9:32 am You’d be “inclined” all right!!!
Haha!!
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digits_
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Re: NEAR Disaster in Turkey

Post by digits_ »

Holy smokes.

Yup, that's about as close as you can get to a disaster and still walk (swim?) away from it...
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Re: NEAR Disaster in Turkey

Post by Its What I do »

Weird how its at the end of the runway that it landed on , did the flight crew think the wide pullout area was on the side they drove off the runway??
a very interesting event , ,. Thank god no one hurt , could have been really bad another 30-40 feet :shock:
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Re: NEAR Disaster in Turkey

Post by co-joe »

I assume everything I read on facebook to be 100% truth, based on that it sounds like an issue with the FO selecting TOGA instead of AT disconnect, then the captain taking control and deploying reverse thrust with the left engine but the right reverser MEL'd. Some suggestion that the right engine thrust advanced to TOGA on the ground while the left one in reverse. Not sure that's possible, but I'm sure we'll find out eventually...
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Re: NEAR Disaster in Turkey

Post by yycflyguy »

digits_ wrote: Sun Jan 14, 2018 9:43 am Holy smokes.

Yup, that's about as close as you can get to a disaster and still walk (swim?) away from it...
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Re: NEAR Disaster in Turkey

Post by Unanswered topics »

One MEL'd reverse thrust doesn't typically cause any perceptible yaw, just reduced deceleration rate depending on autobrake selection and runway condition.
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Eric Janson
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Re: NEAR Disaster in Turkey

Post by Eric Janson »

Unanswered topics wrote: Wed Jan 17, 2018 10:18 am One MEL'd reverse thrust doesn't typically cause any perceptible yaw, just reduced deceleration rate depending on autobrake selection and runway condition.
That would depend on what you're flying. Very noticeable yaw on the A330 and less but still noticeable on the A340.
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Re: NEAR Disaster in Turkey

Post by pelmet »

Eric Janson wrote: Thu Jan 18, 2018 8:24 am
Unanswered topics wrote: Wed Jan 17, 2018 10:18 am One MEL'd reverse thrust doesn't typically cause any perceptible yaw, just reduced deceleration rate depending on autobrake selection and runway condition.
That would depend on what you're flying. Very noticeable yaw on the A330 and less but still noticeable on the A340.
Plus runway conditions and crosswind direction could make even more of a difference. A main scenario in our last sim was with one reverser inop and a slippery runway at heavy weight. Not exactly a condition where you want a high speed RTO. V1 was extremely low. As for A340 and other 4 engine aircraft with a reverser inop.....typically only symmetrical reverse would be used for an rto or landing.

As for less noticeable on the A340.......even asymmetical reverse on an outboard is less yaw than on an A330?
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Re: NEAR Disaster in Turkey

Post by Spinner200 »

A post seen on FB:

Short synopsis psys of the Pegasus RWY excursion yesterday from an unknown source!:

Fo is pf weather is at minimums. They are expecting to see the runway at minimums. At minimums they see the runway fo disangages the autopilot but at the same time he presses the toga buttons. Captain takes over and lowers the nose and retards both thrust levers to idle, they land at idle thrust and aircraft was dispatched with one reverser inop. Captain deploys the thrust reverser of the left engine and releases the right engine. Since he hadn't disconnect the auto throttle right engine goes to TOGA thrust. Aircraft starts to accelerate and skids off the runway from the left. Right engine saparates. All passengers evacuate the aircraft from the rear door. No smoke in the cabin no injuries.

Check out the video apparently done by the pegasus training department replicating what happened.

https://www.facebook.com/jimmcknight89/ ... cation=ufi
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Re: NEAR Disaster in Turkey

Post by Eric Janson »

pelmet wrote: Thu Jan 18, 2018 1:09 pm As for less noticeable on the A340.......even asymmetical reverse on an outboard is less yaw than on an A330?
If an outboard reverser is inoperative - the other side is mechanically locked out. It becomes 2 reversers inoperative.

On landing the inboard reversers can be selected immediately and the outboard reversers are locked at idle reverse until symmetrical deployment is possible.

The outboard engines are very far out on the wing.

On take-off it is very important to let all 4 engines stabilise at 50% N1 before setting take-off thrust to avoid asymmetric engine acceleration. There's always one engine that accelerates slower to 50% than the others.
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complexintentions
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Re: NEAR Disaster in Turkey

Post by complexintentions »

All very interesting, except the incident in question was neither 4-engined nor an Airbus.

Seems a pretty straightforward case of extremely poor decision-making trying to save a botched landing.
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Re: NEAR Disaster in Turkey

Post by pelmet »

Eric Janson wrote: Fri Jan 19, 2018 2:01 am
pelmet wrote: Thu Jan 18, 2018 1:09 pm As for less noticeable on the A340.......even asymmetical reverse on an outboard is less yaw than on an A330?
If an outboard reverser is inoperative - the other side is mechanically locked out. It becomes 2 reversers inoperative.

On landing the inboard reversers can be selected immediately and the outboard reversers are locked at idle reverse until symmetrical deployment is possible.

The outboard engines are very far out on the wing.

On take-off it is very important to let all 4 engines stabilise at 50% N1 before setting take-off thrust to avoid asymmetric engine acceleration. There's always one engine that accelerates slower to 50% than the others.
I do find it interesting that the symmetrical reverser on the other side is locked even though it is still operational. Thanks. Not the case for all four engine types.

Stabilizing the engines is particularly important on slippery runways. I have an old report somewhere of an Air France 747 that failed to do this in YMX and went off the runway.

Ok, enough of the interesting and useful other stuff and back to topic.
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Re: NEAR Disaster in Turkey

Post by GyvAir »

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Re: NEAR Disaster in Turkey

Post by montado »

"Every day we are supposed to read every line of this OFP, and all I see is crane here and crane there. Who cares about the damn cranes! If I see one more damn crane NOTAM on my flight plan that no one gives one sh.... What da... MAN DO YOU SEE THAT... LOOK AT THOSE CRANES!" :lol:
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