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By miraclepieco
#401971
Now we have proof that pgs are crash prone!

flypgs.com

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Attachments
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User avatar
By dbotos
#401977
I looks like they're getting ready to slope launch. Everyone on board is going to have to run really hard to get it past the stall speed of that 737... :lol:
User avatar
By BBJCaptain
#401979
:crazy:

The flight was only 361 miles. The only reason I can think of why they didn't go around is fuel issues.
They may have had to hold to long and only had one shot at it but the wx wasn't that bad. Geez, you would think that would make you want to put it down on the strip for Christ sake. :roll:



Status: Preliminary
Date: Saturday 13 January 2018
Time: 23:25
Type: Silhouette image of generic B738 model; specific model in this crash may look slightly different
Boeing 737-82R (WL)
Operator: Pegasus Airlines
Registration: TC-CPF
C/n / msn: 40879/4267
First flight: 2012-11-15 (5 years 2 months)
Engines: 2 CFMI CFM56-7B26E
Crew: Fatalities: 0 / Occupants: 6
Passengers: Fatalities: 0 / Occupants: 162
Total: Fatalities: 0 / Occupants: 168
Airplane damage: Substantial
Location: Trabzon Airport (TZX) ( Turkey)
Phase: Landing (LDG)
Nature: Domestic Scheduled Passenger
Departure airport: Ankara-Esenboga Airport (ESB/LTAC), Turkey
Destination airport: Trabzon Airport (TZX/LTCG), Turkey
Flightnumber: PC8622
Narrative:
Pegasus flight 8622 suffered a runway excursion after landing on runway 11 at Trabzon Airport, Turkey. The aircraft went off the left side of the runway and stopped on a steep downslope.
The aircraft, a Boeing 737-800, departed Ankara-Esenboga Airport at 22:33 hours local time (19:33 UTC) on a domestic flight to Trabzon Airport in Turkey. The flight made a straight in approach to runway 11 and touched down at 23:25 hours.
About 7875 ft. past the runway 11 threshold, the aircraft went off the left side. It travelled across the grass and went down a steep slope, coming to rest with the tail sticking out about 5 meters above runway level. The no. 2 engine broke away in the slide and fell into the sea. The occupants evacuated through the rear and overwing emergency exits.
Runway 11 is an asphalt runway with a Landing Distance Available of 8550 ft. ILS is availabe for CAT I approaches. Elevation of the runway at the point of the excursion is 95 feet (28,90 m) above sea level.
Weather information at Trabzon Airport shows it had been raining there since about 22:10 hours with visibility deteriorating to about 4000 ft at the time of the accident.
Classification:
Runway excursion
METAR Weather report:
20:14 UTC / 23:14 local time:
LTCG 132014Z 00000KT 4000 -RA BR BKN002 BKN025 08/07 Q1021 NOSIG RMK RWY29 VRB01KT
20:20 UTC / 23:20 local time:
LTCG 132020Z 24001KT 4000 -RA BR BKN003 BKN025 08/07 Q1021 NOSIG RMK RWY29 00000KT

20:50 UTC / 23:50 local time:
LTCG 132050Z 25001KT 2800 -RA BR BKN004 BKN025 08/07 Q1021 BECMG TL2100 3200
User avatar
By waltspoint
#401980
Do they really run the tanks down to the point that there's only one landing opportunity? Now I'm more nervous about riding in the big jet plane! I was imagining something like a tire blow-out right at touch down. Too bad about that nice airplane, but great news no one was hurt.
User avatar
By BBJCaptain
#401983
You have to have enough fuel to fly to the destination then to your alternate and able to fly for 45mins. If the wx is sh!t then you have to workout how long you want to hang out at your destination before you bail to the alternate.
All commercial airline operators have that guidance in their Ops manuals. Its supposes to stop poor judgement but as you can see that doesn't always work out!

That being said, there are certain foreign carriers I will not ride on and Turkish airlines of all brands are on that list.
User avatar
By mgforbes
#401984
From later news reports, pilots say they had an uncommanded engine spool-up on one side, which turned the aircraft off the runway as they were preparing to exit the opposite direction. Flight recorder may show whether it's pilot error or equipment failure once the investigators finish their work.
MGF
User avatar
By BBJCaptain
#401985
Having 2,500 hours in that same plane an uncommanded engine spool up is close to impossible. If that's the case then there will be an emergency AD isssued for the entire 737 fleet.

The engine speed is controlled by Electronic Engine Control computers (EEC) by " commanded trust lever position.

NORMAL MODE
• the EEC uses sensed flight conditions and bleed air demand to calculate N1 thrust ratings
- EEC computes max N1 and displays it on the N1 gauge as an amber line
- the EEC compares commanded N1 to actual N1 and adjusts fuel flow to achieve the commanded N1
- the full rated takeoff thrust for the installed engine is available at a throttle position less than the forward stop
- fixed or assumed temperature derated takeoff thrust ratings are set at throttle positions less than full rated takeoff
- the max rated thrust is available at the forward stop

I will be keeping an eye on this one!
User avatar
By red
#401988
BBJCaptain wrote:
Tue Jan 16, 2018 2:01 am
Having 2,500 hours in that same plane an uncommanded engine spool up is close to impossible. If that's the case then there will be an emergency AD isssued for the entire 737 fleet . . . I will be keeping an eye on this one!
BBJCaptain,

Just a thought, but a failure of one "thrust reverser" would be confusing, and hard to handle. One may have failed to activate, or failed to retract. The more power they add, then, the worse the problem gets. On a wet runway, I imagine that it could overpower the traction of the nosegear steering.
User avatar
By BBJCaptain
#401991
And there is the problem. The T/R's have a two stage operation. When you pull the T/R's the levers only move about 1/2" until the T/R is deployed to more than 60% and translator sleeve is still moving. T/R reverse thrust is locked out and you can't even pull for reverse thrust (commanded) levers up for reverse thrust until this happens. We have one pilot that just keeps yanking and yanking trying to get rev thrust. They just won't move until they are deployed. Forward thrust lever movement is locked out once the T/R's handles are moved from the stowed position.

It is very obvious when you have only one T/R deployed as you can't get the other reverse thrust lever to move more than the 1/2" to start the sequences. Thats my concern with the uncommanded thrust statement. If they only got one reverser to deploy it wouldn't be a suprize only one was working.

Time will tell.

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