Pegasus Airlines Boeing 737-800 TC-CPF overrun runway at Trabzon. All pax okay
Join Date: Jan 2007
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Something caused the aircraft to suddenly swing left 35/45 degrees. The port wheels skid mark show the aircraft was travelling in a straight line when the wheels locked up for a short distance then rotated again before crossing the runway edge, which skid mark free. I suspect there might have been a problem with the nose-wheel steering. For the captain's sake I hope so.
Accidents rarely have a singular cause.
I’m going with WX at or slightly below mins, continue because of ground contact. ( I’ve never done that )
Slightly long landing ( never done that)
Slightly fast ( never done that)
Left reverser slow in stowing, wet 1000’ touchdown zone marker caused anti skid to cycle.
Pilot flying jabbed the brakes ( never done that either) and left they went.
I’ve had the anti skid cycle pretty aggressively crossing an intersecting runway after landing and one wheel went over the (wet from precip) centerline stripe and lost friction.
Anyway...my theory.
I’m going with WX at or slightly below mins, continue because of ground contact. ( I’ve never done that )
Slightly long landing ( never done that)
Slightly fast ( never done that)
Left reverser slow in stowing, wet 1000’ touchdown zone marker caused anti skid to cycle.
Pilot flying jabbed the brakes ( never done that either) and left they went.
I’ve had the anti skid cycle pretty aggressively crossing an intersecting runway after landing and one wheel went over the (wet from precip) centerline stripe and lost friction.
Anyway...my theory.
Join Date: Aug 2008
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This is the type of events that we will see (hopefully) at the end of this.
I feel it will be something more along the lines of an inadvertent power application. Either with forward thrust before both reversers were stowed, or asymmetrical thrust on the reversers.
The left turn is almost immediately after the td zone marking. Slippery when wet ( what B2N2 said)
Glad everyone was able to get out safe.
I feel it will be something more along the lines of an inadvertent power application. Either with forward thrust before both reversers were stowed, or asymmetrical thrust on the reversers.
The left turn is almost immediately after the td zone marking. Slippery when wet ( what B2N2 said)
Glad everyone was able to get out safe.
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"Cabin crew and services did a good job."
Superb jon TBH - amazing when you look at the angle plus the lack of outside lights etc etc
As we've said on the 2017 safety thread the line between a no-one killed and a dreadful disaster is often very thin - and this is about as close as it gets.
Superb jon TBH - amazing when you look at the angle plus the lack of outside lights etc etc
As we've said on the 2017 safety thread the line between a no-one killed and a dreadful disaster is often very thin - and this is about as close as it gets.
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My first post after lurking a long time ... where's the skid track of the nosewheel? If it's co-incident with either of the MLG tracks it must have been at a very odd angle. Airbourne?
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Any videos of the actual evacuation itself would be interesting, as it looks "challenging".
Again as I watch the video, I wonder why they don't turn off their strobes and emergency flashers once they are set at the scene. I would think their use would be distracting and disorienting for both rescuers and passengers.
Again as I watch the video, I wonder why they don't turn off their strobes and emergency flashers once they are set at the scene. I would think their use would be distracting and disorienting for both rescuers and passengers.
I would not rule out a no-kidding locked wheel due to a mechanical problem with the hydraulic brake actuators/cylinders, having had it happen to me.
Jet had been written up for anti-skid problems, but the real problem was the brake actuator(s). I had a bad habit of lightly tapping the brakes shortly after touch because I ran off the end one night and after that always wanted to make sure I had brakes. So the right main locked up at about 120 or 130 knots, ground off the tire and part of wheel assembly. Heh, quite a show for the tower folks and others.
The brake actuator(s) on that wheel never released due to a mechanical problem they discovered later. As someone mentioned, at high speeds rudder was effective, and then nosewheel steering for final few knots.
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.
Jet had been written up for anti-skid problems, but the real problem was the brake actuator(s). I had a bad habit of lightly tapping the brakes shortly after touch because I ran off the end one night and after that always wanted to make sure I had brakes. So the right main locked up at about 120 or 130 knots, ground off the tire and part of wheel assembly. Heh, quite a show for the tower folks and others.
The brake actuator(s) on that wheel never released due to a mechanical problem they discovered later. As someone mentioned, at high speeds rudder was effective, and then nosewheel steering for final few knots.
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.
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Most common observed acceleration on landing - rapid cancellation of reverse thrust while N1 is still above idle N1.
Abrupt cancellation of auto braking, followed by rapidly releasing that brake pressure, also feels like acceleration.
Abrupt cancellation of auto braking, followed by rapidly releasing that brake pressure, also feels like acceleration.