FG A300 runway overshoot at LTBA
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FG A300 runway overshoot at LTBA
Just picked up rumour that an FG A300 had overshot the runway at LTBA and after skidding for about 100 metres had severe damage to (or even lost) its starboard wing. All 50 pax said to be unharmed.
Any more details, anybody?
Any more details, anybody?
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Pictures and details form flightglobal website:
http://www.flightglobal.com/articles...ul-runway.html
http://www.flightglobal.com/articles...ul-runway.html
Judging the wind it landed on 24.....at 1213Z
A0738/07 NOTAMNQ)LTBB/QMRLC/IV/NBO/A/000/999/4058N02848E005A)LTBAB)0703231213 C)0703232100 ESTE)RWY 06/24 CLOSED TO TRAFFIC.
231420z RRB 18013KT 8000 BKN035 BKN100 12/06 Q0998
BECMG 23017G30KT 9999 SHRA=
231350z 16012KT 9000 BKN030 BKN100 11/09 Q0998
BECMG 23017G30KT 4000 SHRA=
231320z 18010KT 9999 BKN030 BKN100 11/10 Q0998 RESHRA
BECMG 23017G30KT 4000 SHRA=
231250z VRB06KT 9000 -SHRA BKN030 BKN100 11/10 Q0998
BECMG 23017G30KT 4000 SHRA=
231220z 32008KT 280V020 8000 -SHRA BKN030 BKN090 10/10 Q0998
BECMG 23017G30KT 4000 SHRA=
231150z RRE 19008G18KT 140V240 7000 -SHRA BKN030 BKN090 10/10 Q0998
BECMG 4000 SHRA=
231120z CCB 20009KT 4000 SHRA BKN025 BKN090 10/10 Q0999
TEMPO
FM1200 3000 TSRA SCT015CB BKN020=
A0738/07 NOTAMNQ)LTBB/QMRLC/IV/NBO/A/000/999/4058N02848E005A)LTBAB)0703231213 C)0703232100 ESTE)RWY 06/24 CLOSED TO TRAFFIC.
231420z RRB 18013KT 8000 BKN035 BKN100 12/06 Q0998
BECMG 23017G30KT 9999 SHRA=
231350z 16012KT 9000 BKN030 BKN100 11/09 Q0998
BECMG 23017G30KT 4000 SHRA=
231320z 18010KT 9999 BKN030 BKN100 11/10 Q0998 RESHRA
BECMG 23017G30KT 4000 SHRA=
231250z VRB06KT 9000 -SHRA BKN030 BKN100 11/10 Q0998
BECMG 23017G30KT 4000 SHRA=
231220z 32008KT 280V020 8000 -SHRA BKN030 BKN090 10/10 Q0998
BECMG 23017G30KT 4000 SHRA=
231150z RRE 19008G18KT 140V240 7000 -SHRA BKN030 BKN090 10/10 Q0998
BECMG 4000 SHRA=
231120z CCB 20009KT 4000 SHRA BKN025 BKN090 10/10 Q0999
TEMPO
FM1200 3000 TSRA SCT015CB BKN020=
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I was there guys!
a friend of mine took some photos so i guess i'll be able to post them soon.
Guys....10m far from the "highway"...it could had been way way more severe this accident.
There was heavy rain at the time and the guys probably landed a bit longer...
cheers
a friend of mine took some photos so i guess i'll be able to post them soon.
Guys....10m far from the "highway"...it could had been way way more severe this accident.
There was heavy rain at the time and the guys probably landed a bit longer...
cheers
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İ drove by the incident site a couple of hours after it had taken place. Was an old Ariana Afghan A300.
We were driving on the perimeter road (landside obviously) and from what İ could see it looked as if the a/c had veered left and MİGHT have ended up at least partially in the grass. A/C had come to a rest around 30-50 meters from the concrete fence lining the perimeter - the perimeter road is just on the opposite side of the fence and is very heavily trafficked (6-lane semi-highway).
Runway 24 was in use for landings, which is the shorter of the 3 runways available. However, from experience this is the most commonly used runway for landings and regularly sees widebody arrivals. (length 2300 meters)
WX had been so-so all day, but İ wouldn't classify it as heavy rain.
Whatever caused this incident, it could so easily had ended in disaster had the aircraft carried just a bit more speed. From the outside I couldn't see if it had physically departed the runway, but was standing fairly level and on all 3 legs. İ saw no evidence of slide deployment. Aircraft was still surrounded by FAR vehicles and was lit by a bank of massive floodlights.
EDİT:
Having now seen the pictures it stands to reason that they found a way to get the a/c back on all 3 legs. Time was around 19:30 local when we drove by.
We were driving on the perimeter road (landside obviously) and from what İ could see it looked as if the a/c had veered left and MİGHT have ended up at least partially in the grass. A/C had come to a rest around 30-50 meters from the concrete fence lining the perimeter - the perimeter road is just on the opposite side of the fence and is very heavily trafficked (6-lane semi-highway).
Runway 24 was in use for landings, which is the shorter of the 3 runways available. However, from experience this is the most commonly used runway for landings and regularly sees widebody arrivals. (length 2300 meters)
WX had been so-so all day, but İ wouldn't classify it as heavy rain.
Whatever caused this incident, it could so easily had ended in disaster had the aircraft carried just a bit more speed. From the outside I couldn't see if it had physically departed the runway, but was standing fairly level and on all 3 legs. İ saw no evidence of slide deployment. Aircraft was still surrounded by FAR vehicles and was lit by a bank of massive floodlights.
EDİT:
Having now seen the pictures it stands to reason that they found a way to get the a/c back on all 3 legs. Time was around 19:30 local when we drove by.
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Just out of professional curiosity, you guys got any pictures showing the process of getting the A300 leveled and back on it's feet and subsequently moved? I'm interested to see how they went about it and how long it took.
There's an IATA working group that is trying to quantify the costs of recovering disabled aircraft and the disruption effects to the airport ect
There's an IATA working group that is trying to quantify the costs of recovering disabled aircraft and the disruption effects to the airport ect
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Passed by the same road today on our way to the wedding of my brother-in-law, this time in daylight - which offered a much better vıew. There was indeed a (still ınflated) slide resting on the starboard side of the aeroplane. But what's more curios was that the RH thrust reverser was still deployed, whereas the LH was not. What this actually means I am not in a position to guess at.
Drove by again just half an hour ago (these Turks host really long wedding parties!) and the tail section had either broken or been cut off. Again, İ haven't the foggiest what really happend. Anyways, the tail section has been severed and is resting on the ground; lower part of fuselage still seemed to be attached.
Please bear in mind this is an eyewitness report from a bloke whos been indulging in Raki for the last, oh, 12 hours or so!
İ saw these huge airbag kind of jobs forward and aft of the wings, which İ assume had been used to level the aeroplane. The LH side of the aeroplane was (is) resting lower than the RH side - which ties in with the pictures posted eaerlier.
Drove by again just half an hour ago (these Turks host really long wedding parties!) and the tail section had either broken or been cut off. Again, İ haven't the foggiest what really happend. Anyways, the tail section has been severed and is resting on the ground; lower part of fuselage still seemed to be attached.
Please bear in mind this is an eyewitness report from a bloke whos been indulging in Raki for the last, oh, 12 hours or so!
İ saw these huge airbag kind of jobs forward and aft of the wings, which İ assume had been used to level the aeroplane. The LH side of the aeroplane was (is) resting lower than the RH side - which ties in with the pictures posted eaerlier.
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Manual
Balloons or airbags; same deal.
Spoke to a mate who's in the know at Atatürk airport. The aircraft was bogged down so deep ın the mud, towing it away was impossible. As the aircraft is presently blocking the usage of 06/24, airport management decided to cut it up in order to get it removed.
Lot of talk in the aviation community here about the usage of 06/24 when its wet. This particular runway is severly contaminated with rubber, which combined with a the slope and the relative short lenght makes landings in wet conditions somewhat hazardous. A TK pilot told me that, even for the 737-800 he flies, they will only use 06/24 in wet conditions if crosswinds directly prohibits the usage of the 12/30 runways. Allegedly, some foreign operators does not allow the usage of 06/24 in wet conditions; perhaps someone here are able to comment on that.
06/24 has seen more than it's faır share of overruns. This is something that should be of concern to all crews operating into IST; it's hightime they did a major overhaul of that runway.
İ suppose the lesson from this incident is to be extremely careful when landing in IST when it's wet, perhaps even up to the point of refusing an approach to 06/24 and instead requesting (demand - is that possible?) another runway.
Balloons or airbags; same deal.
Spoke to a mate who's in the know at Atatürk airport. The aircraft was bogged down so deep ın the mud, towing it away was impossible. As the aircraft is presently blocking the usage of 06/24, airport management decided to cut it up in order to get it removed.
Lot of talk in the aviation community here about the usage of 06/24 when its wet. This particular runway is severly contaminated with rubber, which combined with a the slope and the relative short lenght makes landings in wet conditions somewhat hazardous. A TK pilot told me that, even for the 737-800 he flies, they will only use 06/24 in wet conditions if crosswinds directly prohibits the usage of the 12/30 runways. Allegedly, some foreign operators does not allow the usage of 06/24 in wet conditions; perhaps someone here are able to comment on that.
06/24 has seen more than it's faır share of overruns. This is something that should be of concern to all crews operating into IST; it's hightime they did a major overhaul of that runway.
İ suppose the lesson from this incident is to be extremely careful when landing in IST when it's wet, perhaps even up to the point of refusing an approach to 06/24 and instead requesting (demand - is that possible?) another runway.
Get the local authorities / airport operator to read Managing Threats and Errors during Approach and Landing. They have responsibilities as well as the flight crew.
Slide 26 provides a graphic example of the differences in runway friction between a wet grooved runway and a wet smooth runway – the latter being the effect of rubber deposits.
Slide 26 provides a graphic example of the differences in runway friction between a wet grooved runway and a wet smooth runway – the latter being the effect of rubber deposits.
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Doors
I suppose you're right, provided the runway is not slippery as ice - which I've been led to belive is the case for 06/24 when it's wet.
The A300 has now been well and truly trashed, and has been literally pushed out of the way and down an embankment, with the LH wing hanging over the perimeter fence.
The RH engine cowling was open, and looked as if someone were having a very close look. (or liberating it of useful parts...)
Saw the tires marks and debris various when we took off from 06 this AM. Couldn't tell the origin of the debris, but suspect it's bits and pieces from cutting off the tail (has been severed just fwd of the aft doors).
Oh, and it took Ariana 4 days to get a guy out with a paintbrush and a bucket of black paint to cover the name and logo.
I suppose you're right, provided the runway is not slippery as ice - which I've been led to belive is the case for 06/24 when it's wet.
The A300 has now been well and truly trashed, and has been literally pushed out of the way and down an embankment, with the LH wing hanging over the perimeter fence.
The RH engine cowling was open, and looked as if someone were having a very close look. (or liberating it of useful parts...)
Saw the tires marks and debris various when we took off from 06 this AM. Couldn't tell the origin of the debris, but suspect it's bits and pieces from cutting off the tail (has been severed just fwd of the aft doors).
Oh, and it took Ariana 4 days to get a guy out with a paintbrush and a bucket of black paint to cover the name and logo.
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Ist 06/24
06/24 in IST has a long history of being very slippery when wet or even 'only' damp at both ends (fair amounts of rubber).
Egypt Air, Onur, THY and quite a few Russian operators painfully experienced that first hand over and over again.
If wind allowed it I always used to ask for 36/18 eventhough we had to accept the delay and it was sometimes a hassle to convince the controllers that we needed the long runway specially during peak traffic.
I agree that the airport authorities should be blamed for this too.
Egypt Air, Onur, THY and quite a few Russian operators painfully experienced that first hand over and over again.
If wind allowed it I always used to ask for 36/18 eventhough we had to accept the delay and it was sometimes a hassle to convince the controllers that we needed the long runway specially during peak traffic.
I agree that the airport authorities should be blamed for this too.
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Video of landing and over-run of YA-BAD A300!
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Weather conditions at Istanbul have relatively poor with rain and gusting winds.
TEMPO
FM1200 3000 TSRA SCT015CB BKN020
FM1200 3000 TSRA SCT015CB BKN020
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06/24 RWY Challanges
I am a THY F/O flying the 737s(both 400-800) operating from the IST,I'd like to say few things about rwy usages.When the wind is northerly the usual rwy selection is 36R for DEP and 06 for ARR.
36R is relatively long and is about 3000m.long and 45m.wide.
06/24 is 2300m. long and 60m.wide.
06/24 has lots of rubber contaminations on either side and after 1000-1200 ft app side of 06 a downhill followed.Autobrake 2 gives normal decelaration at all ldg weights and lets slowdown easily through the end of the rwy when it is dry.when it is wet the trick is to touch down on the 1000ft marker or just before it.if u flare too long and pass that point then you would probably start sweating.An autobrake 3 and max rev.ist the best selection when it is wet.Extreme caution should excercise at the end of 06 due to med(dry)poor (wet) braking action.
The crosswind and shower rains are the most concern of the pilots and some carriers are requesting 36L/R for landing to be safe.
The A340 and 330 always land on 36L/R as a company proc.
36R is relatively long and is about 3000m.long and 45m.wide.
06/24 is 2300m. long and 60m.wide.
06/24 has lots of rubber contaminations on either side and after 1000-1200 ft app side of 06 a downhill followed.Autobrake 2 gives normal decelaration at all ldg weights and lets slowdown easily through the end of the rwy when it is dry.when it is wet the trick is to touch down on the 1000ft marker or just before it.if u flare too long and pass that point then you would probably start sweating.An autobrake 3 and max rev.ist the best selection when it is wet.Extreme caution should excercise at the end of 06 due to med(dry)poor (wet) braking action.
The crosswind and shower rains are the most concern of the pilots and some carriers are requesting 36L/R for landing to be safe.
The A340 and 330 always land on 36L/R as a company proc.
