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Pegasus Airlines Boeing 737-800 TC-CPF overrun runway at Trabzon. All pax okay

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Pegasus Airlines Boeing 737-800 TC-CPF overrun runway at Trabzon. All pax okay

Old 14th Jan 2018, 20:11
  #61 (permalink)  
 
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Looks like for this airport they don't follow ICAO regs either for runway design. The steep slope looks to start about 60m from runway centreline. Isn't there supposed to be a runway safeguarded strip area in the region of 150m from centreline?
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Old 14th Jan 2018, 20:43
  #62 (permalink)  
 
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Originally Posted by GChopperP View Post
Heard it might have been a bird strike, anyone confirm?
That's been said on Spanish TV bulletins also, but...

What bird flies at MIDNIGHT?
Pegasus AC took land at 23:26 local time.
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Old 14th Jan 2018, 20:45
  #63 (permalink)  
 
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In the video in post 43 there seems to be a flash during the landing roll. Could there have been a reverse surge on the right engine and the left engine remained in full reverse? In the early days of the 747, the P&W -3A engines were notorious for reverse surges. On a wet runway, if you didn't cancel the reverse immediately then you were off the side.
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Old 14th Jan 2018, 21:12
  #64 (permalink)  
 
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Is there P2F at PEGASUS ?
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Old 14th Jan 2018, 21:20
  #65 (permalink)  
 
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My money is on crew safely decelerate the aircraft to taxi speed despite obvious landing roll distraction. **Both eyes inside cockpit**, L MLG veered in the grass and the rest of the aircraft follows, 10-15 knots would probably do in this case.
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Old 14th Jan 2018, 21:36
  #66 (permalink)  
 
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Originally Posted by gearlever View Post
Is there P2F at PEGASUS ?
yes, they have many
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Old 14th Jan 2018, 21:36
  #67 (permalink)  
 
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Originally Posted by gums View Post
So a sudden lock up could be a big surprise, especially when about to use that turnaround pad. And they may have been well to the left of centerline getting ready for that 180 turn. So I am cutting the crew some serious slack.
No need to get off the centerline if you want to use turning pad. Besides, I've seen a few turnarounds after landing on 11, some of them at the very close quarters, but none used a turning pad.


Originally Posted by SamYeager View Post
What's the betting the breaker wasn't pulled and it's been overwritten?
Depending on the mod, CVR either stops at the engine shutdown or 10 mins later. Shutting down the engines via start levers and ensuring they stay off via fire switches is the part of the evac drill.

Originally Posted by Airclues View Post
In the video in post 43 there seems to be a flash during the landing roll.
As the video was shot from the cockpit of the plane waiting at HP 11, most probably it was wig-wag runway guard light.
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Old 14th Jan 2018, 21:46
  #68 (permalink)  
 
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Originally Posted by guadaMB View Post
That's been said on Spanish TV bulletins also, but...

What bird flies at MIDNIGHT?
Pegasus AC took land at 23:26 local time.
Well I hit a bird at just after midnight at 20000 ft.
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Old 14th Jan 2018, 22:26
  #69 (permalink)  
 
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The Turkish authorities may very well need the assistance of the Egyptian Air Safety Committee to establish beyond doubt that the answer to the cause of this event is never adequately explained.
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Old 14th Jan 2018, 22:35
  #70 (permalink)  
 
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Here is a video of another landing. As a SLF one does wonder about the plane turning left before making the 180 turn. Can it be that something went wrong while they were doing that? Maybe they were too fast while trying to make the left - right turn?

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Old 14th Jan 2018, 22:50
  #71 (permalink)  
 
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n the video in post 43 there seems to be a flash during the landing roll. Could there have been a reverse surge on the right engine and the left engine remained in full reverse? In the early days of the 747, the P&W -3A engines were notorious for reverse surges. On a wet runway, if you didn't cancel the reverse immediately then you were off the side.
Engine surging in reverse is typically caused by high EPR and low runway speed resulting in re-ingestion of the air blown forward by the reverser.

To me just an indicator of the workload in the cockpit at the time rather than a cause
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Old 14th Jan 2018, 22:59
  #72 (permalink)  
 
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most probably it was wig-wag runway guard light.
We will have to agree to differ. If you freeze the video at 0:10 you will see that the flash comes from the right side of the aircraft just ahead of the green nav light. It looks very much like a reverse surge to me. I have had quite a few of these and they are very distracting.

Engine surging in reverse is typically caused by high EPR and low runway speed
Surges can also be caused by bird strikes.
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Old 15th Jan 2018, 03:00
  #73 (permalink)  
 
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Originally Posted by FullWings View Post
After a period of sustained deceleration a significant reduction in the rate can feel like a speed up, for instance hitting a patch of standing water and aquaplaning...
Or maybe they were hearing the thrust increase with reverse selection?
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Old 15th Jan 2018, 04:31
  #74 (permalink)  
 
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I have seen bird strikes get caught up in the nose steering cables on 737’s before. The cables are exposed once the gear is extended. As stated previously when rudder effect reduces during deceleration, the (possibly) displaced nose wheel would start to have an effect.
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Old 15th Jan 2018, 04:46
  #75 (permalink)  
 
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Originally Posted by Airclues View Post
We will have to agree to differ. If you freeze the video at 0:10 you will see that the flash comes from the right side of the aircraft just ahead of the green nav light. It looks very much like a reverse surge to me. I have had quite a few of these and they are very distracting.
After having a look at higher res screen, I stand quite corrected: the video was taken from the car and the flash I was referring to is actually a streetlight reflection in the right rear-view mirror as the camera pans over it. There is another flash in a single frame, though. Whatever it might be, it doesn't seem to make the aeroplane weer towards the Black Sea immediately.
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Old 15th Jan 2018, 05:23
  #76 (permalink)  
 
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Originally Posted by FlightDetent View Post
The OEI G/A performance is markedly better than 5% grad, not an issue. Ergo BKN 400 ft not an issue.

Not that it would had antything to do with an almost 20° veer-off 2400 m down the runway anyway.
I would not be so sure about that OEI going around meeting 5% climb gradient.
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Old 15th Jan 2018, 05:32
  #77 (permalink)  
 
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Originally Posted by momo95 View Post
Originally Posted by gearlever View Post
Is there P2F at PEGASUS ?
yes, they have many
How do you figure? PGS doesn't have a P2F option nor any crew that are P2F as a result. AFAIK.
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Old 15th Jan 2018, 08:05
  #78 (permalink)  
 
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I wonder whether the extensive dumping of soft earth over the cliff has assisted in stopping the aircraft quickly, a sort of un-planned arrester bed ?
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Old 15th Jan 2018, 08:13
  #79 (permalink)  
 
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I wonder whether some scenario like on S7-778 may have happened (right T/R inop, forward thrust applied instead of reverse thrust...).
They obviously have to use full runway to do a 180° backtrack, so they may have stopped breaking and just "let it roll" some distance to quickly get to the turning area...
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Old 15th Jan 2018, 08:18
  #80 (permalink)  
 
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Its clear it went over the edge with very little forward speed, or it would be a lot further down and more damaged.
My money is on - They were doing the backtrack turn (as post 70) and put the nosewheel on the grass, at that point they would have had no nosewheel steering to speak of. Then symmetric thrust just carried them straight on over the edge at taxi speed. Possibly combined with TR being taken out with remaining N1...
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