AMC B735 at Sliac on Aug 2nd 2017, gear and brakes problem
Last Update: May 29, 2018 / 14:09:01 GMT/Zulu time
Incident Facts
Date of incident
Aug 2, 2017
Classification
Incident
Airline
AMC Airlines
Flight number
9V-3811
Departure
Hurghada, Egypt
Destination
Sliac, Slovakia
Aircraft Registration
SU-GBK
Aircraft Type
Boeing 737-500
ICAO Type Designator
B735
Airport
Sliač Airport, Sliač
Airport ICAO Code
LZSL
Slovak's Ministry of Defense (MOSR) reported the military fire tactical unit needed to respond at Sliac (military and civil) Airport when a Boeing 737 arriving from Hurghada suffered gear problems.
Passengers reported the aircraft touched down so hard that even the passenger oxygen masks came down and the overhead lockers opened releasing contents falling down, bounced and touched down a second time. The aircraft appeared tilted to the left, there was sharp braking, smoke became visible outside, then the aircraft came to a stop at the end of the runway.
The airport reported the aircraft suffered unspecified problems after landing and was disabled on the runway after coming to a stop. The passengers disembarked via stairs and were taken to the terminal. The aircraft was towed off the runway.
In May 2018 Slovak's Aviation and Maritime Investigation Authority (SAMIA) released their final report concluding the probable causes of the incident were:
Intensive braking - necessary as a result of landing at a high speed and 1,090 m from THR RWY36.
Contributing causes
Non-stabilized approach at a higher angle and higher speed.
The SAMIA reported the crew accepted a shorted approach to the IAF for the ILS approach to Sliac's runway 36. The aircraft intercepted the localizer above glide path and at about 175 KIAS continuing the descent along the localizer at about 3.5 degrees of descent and 175 KIAS. The aircraft touched down on runway 36 at 175 KIAS about 1090 meters past the runway threshold, the crew applied maximum braking causing the whole airframe to vibrate, several parts separate from the landing gear and smoke appear from the landing gear. Tower advised the crew of the smoke. The aircraft slowed to taxi speed, turned around the backtrack the runway and stopped after completing the 180 when being instructed by tower to stop. The aircraft sustained damage to the main tyres and both main gear legs with both left and right main gear wheels tilted.
SAMIA analysed:
It results from the above-stated that throughout the entire ILS approach, from IAF to touch-down, the pilot did not have a stabilized approach.
a) The pilot did not meet the requirements for a stabilized approach upon reaching 1,000 ft above the THR, namely:
- the aircraft was not established in terms of its direction and descent;
- the approach speed was higher than the VREF by over 20 kt;
- the vertical descent rate was higher than 1,000 ft/min.
Even if only one of the above-stated conditions had not been met, the pilot should have considered a missed approach procedure.
b) The pilot did not meet the requirements for a stabilized approach upon reaching 500 ft above the THR, namely:
- the aircraft was not established in terms of its direction and descent;
- the approach speed was higher than the VREF by over 20 kt;
- the vertical descent rate was higher than 1,000 ft/min.
Even if only one of the above-stated conditions had not been met, the pilot should have performed a missed approach procedure.
c) The pilot did not meet the requirements for a stabilized landing during the landing phase:
- when passing the THR, the approach speed was higher than the VREF by over 10 kt;
- the landing was not performed until up to 1/3rd RWY from the THR.
Even if only one of the above-stated conditions had not been met, the pilot should have performed a missed approach procedure.
It results from the above-stated that during the descent the pilot created unfavourable conditions prior to the touch-down itself, which was made 1,090 m from the THR36 at a speed of 175 kt instead of the correct landing speed which is 135 kt. With such touch-down parameters of the aircraft it was necessary to brake intensively (the crew used emergency braking) in order to maintain the aircraft on the RWY; however, this caused the landing gear and then the entire aircraft to vibrate. Enormous forces generated during such intensive braking led to such major damage to the landing gear that the damaged components separated during the final stage of the movement and they were found on the RWY (Pictures 9, 10 and 11). The braking system and the tyres were overheated and severely damaged (Picture 12). After the aircraft braked and made a U-turn, the PC TWR noticed that thick smoke was coming from the landing gear area and that the aircraft continued swerving off the RWY axis and he reported this to the pilot. Then, the PC TWR instructed the pilot to stop the aircraft and activated FRS which cooled the landing gear after the engines had been shut down and removed the leaked liquids.
Metars:
LZSL 020900Z VRB01KT CAVOK 30/19 Q1020=
LZSL 020830Z 29003KT 240V340 CAVOK 29/19 Q1020=
LZSL 020800Z 00000KT CAVOK 28/18 Q1020=
LZSL 020730Z 00000KT CAVOK 27/18 Q1020=
LZSL 020700Z 00000KT CAVOK 26/19 Q1020=
LZSL 020630Z 00000KT CAVOK 24/18 Q1020=
LZSL 020614Z 00000KT CAVOK 23/17 Q1020=
LZSL 020600Z VRB02KT CAVOK 21/17 Q1020=
LZSL 020546Z VRB01KT CAVOK 21/17 Q1020=
LZSL 020530Z 00000KT CAVOK 19/17 Q1020=
LZSL 020500Z 00000KT CAVOK 18/17 Q1020=
Incident Facts
Date of incident
Aug 2, 2017
Classification
Incident
Airline
AMC Airlines
Flight number
9V-3811
Departure
Hurghada, Egypt
Destination
Sliac, Slovakia
Aircraft Registration
SU-GBK
Aircraft Type
Boeing 737-500
ICAO Type Designator
B735
Airport
Sliač Airport, Sliač
Airport ICAO Code
LZSL
This article is published under license from Avherald.com. © of text by Avherald.com.
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