A couple more knots, and they would have had a rinse.

http://www.cnn.com/videos/world/2018/01/14/turkey-plane-skids-off-runway-newday.cnn

Plane skids off runway, gets stuck on cliff
New Day

No one was injured and all passengers were evacuated when a commercial airliner skidded off the runway at Trabzon Airport in Turkey

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I'm not sure that this an overrun, seems more like a loss of directional control during landing. There was still runway, not much, beyond the point that it looks like they took a hard left. Curious how this transpired.
 
knot4u said:
I'm not sure that this an overrun, seems more like a loss of directional control during landing. There was still runway, not much, beyond the point that it looks like they took a hard left. Curious how this transpired.
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Yes. They'd have been better off overrunning the runway because there's still flat, solid land that way.
 
Boris Badenov said:
On pprune the rumor is that it was dispatched with one reverser MEL'd. One guess which one.
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One would assume the right. Why someone would not MEL both on a 737 if one was inop is beyond me. Reverse thrust is not a consideration when the landing distances in the AFM are certified. Wing mounted engines are obviously going to cause a huge amount of asymmetric drag with one T/R deployed. I won't speculate any further.
 
Just a side note. On some airplanes that require a FCU adjustment for max reverse you can just pull the CB for the T/R and when you pull up on the handle the buckets don't deploy but the engine will spool up.
 
knot4u said:
I'm not sure that this an overrun, seems more like a loss of directional control during landing. There was still runway, not much, beyond the point that it looks like they took a hard left. Curious how this transpired.
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Maybe they knew they were gonna overrun based on their speed and lost control? Just a guess but I guess it'll be in the report.
 
knot4u said:
Just a side note. On some airplanes that require a FCU adjustment for max reverse you can just pull the CB for the T/R and when you pull up on the handle the buckets don't deploy but the engine will spool up.
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Without a lever lockout that seems like very bad design.
 
knot4u said:
One would assume the right. Why someone would not MEL both on a 737 if one was inop is beyond me. Reverse thrust is not a consideration when the landing distances in the AFM are certified. Wing mounted engines are obviously going to cause a huge amount of asymmetric drag with one T/R deployed. I won't speculate any further.
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On the narrowbody airbus the differential isn't that noticeable. But I think the computer limits N1/EPR on the good engine in that case.
 
gotWXdagain said:
Without a lever lockout that seems like very bad design.
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How would you suggest MX have a method to adjust your max reverse? Should we try to accomplish this feat standing on a ladder with the buckets deployed and the cowls open? If the CB has opened you won't have an armed indication for that T/R, checklists are important.

Edit: None of the above applies to FADEC engines.
 
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