Agreement from the runway
From veering off the runway (English: runway excursion ) occurs when an aircraft at the start or during the landing on a qualified non-designated location, the runway exits. This can be done by rolling over the end of the web or sideways off the web.
causes
An agreement from the railway can occur in various cases:
- Rolling over the end of the web
- when starting abort
- when landing, e.g. B. by
- touching up too late
- too high speed
- too strong tailwind
- Runway length too short for the given conditions (weather, weight of the aircraft)
- Failures or insufficient use of the braking aids (brakes, reverse thrust , spoilers or air brakes )
- Take-off or landing on the wrong runway or taxiway
- sideways leaving the runway during take-off or landing
- Cross wind
- smooth track surface due to water, snow, ice or tire abrasion
- Failures or incorrect operation of the aircraft controls
- Defects in the chassis including the brakes
- Deliberate steering away from the track so as not to fall down an embankment at the end of the track or collide with obstacles.
Countermeasures
Railway maintenance
On paved runways, the braking effect is significantly increased by frequently removing the rubber abrasion that occurs during landings, especially when the runway surface is wet.
In winter, this is also achieved by clearing the tracks of snow and ice thoroughly and appropriately frequently.
EMAS
The Engineered Materials Arrestor System (EMAS) offers an emergency stop floor covering at the end of runways . B. was installed at Saarbrücken Airport . The loss of energy required to crush the EMAS material as it rolls over slows the aircraft down, similar to the principle of an emergency lane for trucks.
Trapping systems
At military airfields, the installation of interception systems at the ends of the runways is often a built-in means to prevent the runway end from rolling over.
Case studies
The following is an exemplary selection of the various causes of accidents that have led to an agreement on the runway of commercial aircraft:
Deal from the runway
Start aborted too late
On September 13, 1982, while a McDonnell Douglas DC-10 of the Spanish Spantax ( aircraft registration EC-DEG ) was taking off at Malaga airport on a flight to New York , strong vibrations occurred due to the right tire bursting on the nose landing gear. The vibrations irritated the captain, who thereupon initiated an abortion much too late . The machine got over the end of the runway , crossed a motorway and came to a halt on the embankment of a railway line. It broke into three parts and finally burned out. Of the 394 occupants, 50 were killed (see Spantax flight 995 ) .
Started on the wrong track
On August 27, 2006, a Bombardier Canadair Regional Jet 100 of the US Comair in Lexington (Kentucky) collided with obstacles behind the end of the runway while taking off. 49 people were killed; one inmate survived. The accident happened because the pilots were using the wrong runway due to construction work on a taxiway, which was only half as long as the runway cleared by the tower (see also Comair flight 5191 ) .
Failure to remove rudder locks
On September 27, 1975, a Canadair CC-106 Yukon from Aerotransportes Entre Rios (LV-JSY) overshot the runway end at Miami International Airport , broke through the airport fence , struck a VW bus , fell into a canal, broke apart and burned out. Six of the ten people on board died. The cause of the accident was determined to be a rudder lock on the right elevator that was not removed before take-off (see also Aerotransportes-Entre-Rios flight 501/90 ) .
Overload, incorrect weight distribution
On January 8, 1996, after a failed take-off from N'Dolo Airport ( Democratic Republic of the Congo ) , an overloaded Antonov An-32 B cargo plane of Russian Moscow Airways (RA-26222) sped into a market square, where at least 297 people died (some sources report of over 350 dead). Four of the six crew members survived (some sources state that all crew members survived). The Moscow Airways plane was flown by two drunk Russian pilots. It was officially leased from Scibe Airlift , as African Air (a bogus company owned by Scibe) did not have a license to operate such an aircraft. Scibe Airlift and Air Africa were ordered to pay US $ 1.4 million to the victims and their survivors (see Kinshasa air disaster ) .
Agreement from the runway
Touching down too late, too strong a tailwind
On February 5, 2020, a Boeing 737-800 operated by the Turkish low-cost airline Pegasus Airlines (TC-IZK) touched down 1950 meters after the threshold and thus only 1000 meters before the end of the runway, got over the end of the runway and collided afterwards 200 meters with a wall, whereby the fuselage of the aircraft broke into three parts. Despite the maximum permissible tailwind component, the pilots landed on the wet runway with a tailwind of 19 knots and gusts of 31 knots. In the accident, three passengers were killed and numerous people injured, some seriously (see also Pegasus Airlines flight 2193 ) .
Very strong cross wind
On April 20, 1983, a De Havilland Canada DHC-6 Twin Otter of the British Air Ecosse (G-STUD) had an accident at Flotta airfield . The investigation found that the aircraft was sideways off the runway and made a ringelpiez when it landed in a strong crosswind. Both wings broke off. There were no serious injuries and no fatalities among the two crew members and ten passengers.
Intentionally steered sideways from the track
On February 19, 1975, a Jakowlew Jak-40 of the German General Air (D-BOBD) was steered away from the runway on landing in Saarbrücken to prevent the runway from rolling over into a steep slope. The machine, with 16 passengers and 2 pilots, broke through a fence and collided with trees. Apart from the seriously injured pilot, no people were injured. The aircraft was written off as a total write-off.
Asymmetrical thrust
On July 11, 1961, a Douglas DC-8-12 (N8040U) with 129 people on board had a hydraulic problem during flight, whereupon the engines generated asymmetrical thrust. Two tires burst during the emergency landing at Denver / Stapleton Airport . The plane swerved sideways from the runway, the landing gear sheared off, the machine spun and caught fire. The fire fighting and rescue of the people showed the most serious deficiencies in terms of organization, equipment and personnel, despite previous complaints. Seventeen occupants and one person on the ground died (see also United Air Lines Flight 859 ) .
Aquaplaning due to the condition of the road surface and a lack of ABS, failure of hydraulic systems
On 10 October 2006 an unsuccessful BAe 146-200 of Atlantic Airways (OY-CRG) on the airport Stord (Norway). When braking, the machine rolled over the end of the runway and caught fire. Of the 16 occupants, twelve were able to get to safety before the plane burned out. Several factors came together and caused the misfortune. That day it was raining and the water could not drain from the slope because there were no grooves in the asphalt. There was also a slight tailwind on landing. Unfortunately, it was not possible to brake with the spoilers as usual, as they malfunctioned. So the pilots reacted and tried to use the emergency brake to bring the aircraft to a stop. The emergency brake did not have an anti-lock braking system, which blocked the wheels and caused the aircraft to slide. As a result, the speed did not decrease quickly enough and the aircraft fell down the slope (see also Atlantic Airways flight 670 ) .
Loss of controllability due to broken chassis
On May 25, 1982 a VASP Boeing 737-200 (PP-SMY) touched down with the nose landing gear first during landing at Brasília Airport in rainy weather. The nose landing gear broke, causing the machine to come off the runway and the fuselage to break apart. The wrong landing technique was preceded by an optical illusion of the pilot in charge. Of the 118 people on board, two passengers were killed (see also VASP flight 234 ) .
Individual evidence
- ^ Accident report DC-10 EC-DEG , Aviation Safety Network (English), accessed on August 9, 2020.
- ^ Accident report CRJ100 N431CA , Aviation Safety Network (English), accessed on August 9, 2020.
- ↑ Aircraft accident data and report of the aircraft accident of AN-32 RA-26222 from January 8, 1996 in the Accident Database of Plane Crash Info
- ^ Accident report AN-32 RA-26222 , Aviation Safety Network (English), accessed on May 14, 2017.
- ↑ http://www.airliners.net/aviation-articles/read.main?id=90 ( Memento from January 24, 2016 in the Internet Archive )
- ^ Accident report DHC-6 G-STUD , Aviation Safety Network (English), accessed on August 4, 2020.
- ↑ accident report Jak-40FG D-BOBD , Aviation Safety Network (English), accessed on 4 December 2018th
- ↑ Accident report DC-8-12 N8040U , Aviation Safety Network (English), accessed on March 23, 2017.
- ^ Aircraft accident British Aerospace BAe-146-200A OY-CRG Stord-Sørstokken Airport (SRP). In: aviation-safety.net. Aviation Safety Network , accessed October 22, 2019 .
- ↑ Bjarni Djurholm: Press release from Faroese Ministry of Trade and Industry. ( Memento of July 7, 2007 in the Internet Archive ) In: atlantic.fo. Atlantic Airways, October 11, 2006.
- ↑ Fire døde i flyulykken på Stord. ( Memento from September 30, 2007 in the Internet Archive ) In: bt.no. Bergens Tidende, October 10, 2016 (Norwegian).
- ^ Accident report B-737-200 PP-SMY , Aviation Safety Network (English), accessed on February 23, 2019.