overshot the runway supplier

An engineered materials arrestor system, engineered materials arresting system (EMAS), or arrester bedrunway to reduce the severity of the consequences of a runway excursion. Engineered materials are defined in FAA Advisory Circular No 150/5220-22B as "high energy absorbing materials of selected strength, which will reliably and predictably crush under the weight of an aircraft". While the current technology involves lightweight, crushable concrete blocks, any material that has been approved to meet the FAA Advisory Circular can be used for an EMAS. The purpose of an EMAS is to stop an aircraft overrun with no human injury and minimal aircraft damage. The aircraft is slowed by the loss of energy required to crush the EMAS material. An EMAS is similar in concept to the runaway truck ramp or race circuit gravel trap, made of gravel or sand. It is intended to stop an aircraft that has overshot a runway when there is an insufficient free space for a standard runway safety area (RSA). Multiple patents have been issued on the construction and design on the materials and process.

As of May 2017, the International Civil Aviation Organization (ICAO) has been working on developing a harmonized regulation regarding arresting systems.

Research projects completed in Europe have looked into the cost-effectiveness of EMAS. Arrestor beds have been installed at airports where the runway safety areas are below standards, and their ability to stop aircraft with minimal or no damage to the air frame and its occupants has proven to bring results far beyond the cost of installations. The latest report, "Estimated Cost-Benefit Analysis of Runway Severity Reduction Based on Actual Arrestments", shows how the money saved through the first 11 arrestments has reached a calculated total of 1.9 billion USD, thus saving more than $1 B over the estimated cost of development (R&D, all installations worldwide, maintenance and repairs reaching a total of USD 600 million). The study suggests that mitigating the consequences of runway excursions worldwide may turn out to be much more cost-effective than the current focus on reducing the already very low probability of occurrence.

The FAA"s design criteria for new airports designate Runway Safety Areas (RSAs) to increase the margin of safety if an overrun occurs and to provide additional access room for response vehicles. A United States federal law required that the length of RSAs in airports was to be 1,000 feet (300 m) by the end of 2015, in a response to a runway overrun into a highway at Teterboro Airport in New Jersey.

As of 2017 the FAA reported that EMAS systems had been used 12 times, but that in some situations pilots tried to avoid the EMAS, steering to the grass sides in 30–40 kn (56–74 km/h; 35–46 mph) low-energy events in order to avoid publicity.

Of the 15 non-U.S. installations, eight were provided by Zodiac Arresting Systems (two in China, two in Madrid, one in Taiwan, two in Norway and one in Saudi Arabia), six were provided by RunwaySafe (one in Switzerland, and three in overseas departments of France – one in Reunion Island, two in Mayotte), one in Japan, one in Germany, two in Brazil and one provided by Hankge (China).

The first EMAS was developed in the mid-1990s by ESCO/Engineered Arresting Systems Corp. (later Zodiac Arresting Systems) as part of a collaboration and technical acceptance by the FAA. The fourth generation EMAS arrestor beds are composed of blocks of lightweight, crushable cellular concrete material, encased in jet blast resistant protection, designed to safely stop airplanes that overshoot runways. Zodiac"s EMAS is installed on over 110 airport runways at over 65 airports on three continents.

The Swedish company Runway Safe AB developed an EMAS system, a foamed silica bed made from recycled glass contained within a high-strength plastic mesh system anchored to the pavement at the end of the runway. The foamed silica is poured into lanes bounded by the mesh and covered with a poured cement layer and treated with a top coat of sealant.

On 19 January 2010, a Bombardier CRJ-200 commercial regional airliner with 34 persons aboard overran the runway at Yeager Airport in Charleston, West Virginia after a rejected takeoff.

On 2 November 2011, a Cessna Citation II business aircraft with 5 persons aboard overran the runway at Key West International Airport in Key West, Florida.

In October 2013, a Cessna 680 Citation business aircraft with 8 persons aboard overran the runway at Palm Beach International in West Palm Beach, Florida.

In October 2016, a Boeing 737 aircraft with 37 persons aboard, including Republican vice-presidential candidate Mike Pence, overran the runway at LaGuardia Airport, New York.

On 27 February 2019 an Embraer Phenom 100 operated by Quest Diagnostic Laboratories overran a runway at the Charles B. Wheeler Kansas City Downtown Airport (KMKC) at 4:28am local time resulting in the safe stopping of the aircraft with the pilot being the only occupant aboard.

After the 8 December 2005 overshoot of Southwest Airlines Flight 1248 at Midway International Airport in Chicago, Illinois, which is located in a heavily congested area, an EMAS was installed on Rwy 13C/31C.

On 13 October 2006, New York Yankees player Alex Rodriguez"s private jet was brought to a halt safely by the EMAS installation at Bob Hope Airport in Burbank, California. The system was installed after the 2000 Southwest Airlines Flight 1455 runway overshoot that injured 43 passengers and the captain.

Boburg, Shawn (17 September 2013). "Teterboro Airport gets $1M for runway project". northjersey.com. Archived from the original on 5 May 2014. Retrieved 5 May 2014.

"Archived copy" (PDF). Archived from the original (PDF) on 21 February 2015. Retrieved 20 February 2015.link) FAA Advisory Circular 150/5300-13A (PDF)

Jacobs, Kenneth (1 March 2006). "Runway Safety Areas - An Airport Operator"s Perspective". Federal Aviation Administration. pp. 8, 9, 13. Archived from the original on 27 September 2012. Retrieved 20 August 2014.

"PSA Airlines Canadair CRJ-200 N246PS operating as US Airways flight 2495 from Charleston, West Virginia (CRW) to Charlotte, North Carolina (CLT) with 30 passengers [sic] and 3 crew, overran the runway following a rejected take-off. The aircraft was stopped by the EMAS at the end of the runway, sustaining only minor damage to its landing gear doors."

"A Cessna Citation landed at Key West. The flight, which originated in Fort Lauderdale with 3 passengers and 2 crew, had a brake failure upon landing in Key West and was successfully stopped by the airport"s newly installed EMAS. Only minor injuries were reported."

Mele, Christopher (27 October 2016). "Plane With Mike Pence Aboard Skids Off La Guardia Runway". The New York Times. ISSN 0362-4331. Retrieved 28 October 2016.

Oldham, Jennifer (14 October 2006). "Yankee Player"s Jet Overruns Runway in Burbank". The airport installed the $4-million safety system after a Southwest Airlines Boeing 737 skidded off the same runway and onto a street in 2000, injuring 43 passengers and the captain on the same runway.

The owner of this website (www.airlinepilotcentral.com) has banned the autonomous system number (ASN) your IP address is in (20473) from accessing this website.

A damaged Korean Air plane remained stuck in the grass at a central Philippine airport Monday after it overshot a runway in rainy weather the night before. No injuries were reported among the 162 passengers and 11 crewmembers who escaped from the aircraft using emergency slides.

Dozens of flights have been canceled and Mactan-Cebu International Airport, one of the country’s busiest, remained closed due to the stalled aircraft at the end of its lone usable runway.

The terrifying close call prompted a public apology from Korean Air’s president and a vow from one of Asia’s most prominent airlines to take steps to prevent a recurrence.

“We always prioritize safety in all of our operations, and we truly regret the stress and inconvenience brought to our passengers,” Korean Air President Woo Keehong said in a statement.

The front underbelly of the plane was sheared off and its nose was heavily damaged. The plane lay tipped forward on a grassy area with its front landing wheel not visible and emergency slides deployed at the doors. A ripped-open hole was also visible at the top of the plane near a front door.

Philippine officials said the plane’s remaining fuel would be siphoned off before efforts begin to remove the aircraft at the runway’s end. Authorities were also assessing if the other aircraft that are stranded at the airport could be allowed to fly out safely.

The Airbus A330 flying from Incheon, South Korea, attempted to land twice before overrunning the runway on the third attempt, Korean Air Lines Co. said in a statement.

In 1981, A Korean Air Lines Boeing 747 jetliner overshot the runway while taking off from Manila’s international airport and skidded to a stop at the edge of a major highway. The accident injured more than a dozen of about 350 people onboard.

The plane hit a concrete fence and skidded to a halt on its belly with its front section frighteningly protruding over a busy side road of a key highway south of metropolitan Manila.

Republican vice-presidential nominee Mike Pence"s Boeing 737 at LaGuardia Airport.On Thursday, the campaign plane carrying Republican vice-presidential nominee Mike Pence skidded off the runway after landing at New York"s LaGuardia Airport.

The positive resolution to a potentially disastrous event can be attributed to the Engineered Material Arresting System or EMAS located at the end of the runway.

EMAS is made up of massive blocks of material that collapse as the wheels of an airplane roll over it, thereby sinking the plane into the runway and bringing it to a safe and gradual stop. The system is designed to be able to stop aircraft traveling at speeds up to 80 mph.

Federal Aviation Administration began studying the technology in the early 1990s in conjunction with the University of Dayton, the Port Authority of New York and New Jersey as well as Zodiac Arresting Systems in New Jersey.

#PencePlane was overshot runway and wound up on #FAA mandated "arrestor bed," which stopped it in its tracks. #abc7ny pic.twitter.com/2LddxmUkfa- Josh Einiger (@JoshEiniger7) October 28, 2016

Currently, there are two manufacturers who are certified to produce an EMAS system. Most of the airports in the US with the technology use Zodiac Arresting Systems" (formerly ESCO) crushable cellular cement for its EMAS.

Passengers on a flight from Glasgow to the Spanish holiday island of Lanzarote found themselves heading straight towards the sea yesterday morning as their aircraft overshot the runway and skidded into an area beside the beach.

The Air Europa flight landed at high speed on a runway which ends just before a short sloping run down to the beach and the Atlantic Ocean. All 74 passengers and six crew were evacuated from the Boeing 737 which came to a stop just short of the fence which separates the Arrecife airport from the beach and the sea. "The aircraft came off the runway. No one was hurt," an airport spokeswoman said.

The plane appears to have landed in wet and windy weather that may have made it difficult for the pilots to bring it to a halt. "There were strong vibrations in the wings," one passenger told the EFE news agency after they had been transferred to the terminal. The airport was closed for part of the morning.

The Transportation Safety Board of Canada found out that confusing NOTAM, an unexpected tailwind, and crew fatigue all contributed to Sky Lease Cargo 747 runway overshoot in Halifax in 2018.

On November 7, 2018, the Sky Lease Cargo Boeing 747-412F aircraft, registration N908AR, was conducting flight 4854 from Chicago-O’Hare International Airport, United States, to Halifax-Stanfield International Airport, Canada, with 3 crew members, 1 passenger, and no cargo on board.

Upon landing, the aircraft overshot the runway by 270 metes (885 feet). All three crew members received minor injuries and were taken to the hospital. The passenger was uninjured.

In its final report published on June 29, 2021, the Transportation Safety Board of Canada identified multiple causes that contributed to the incident.

While preparing the flight, the crew consulted the NOTAMs that concerned Halifax. While in normal conditions, they would have used runway 23 which was 10,500 feet (3,200 meters) long. A NOTAM indicated that the first 1,767 feet (538 meters) of runway 23 were unavailable due to light and marking renovation work. While 8,733 feet (2,661 meters) of the runway were still available, and largely sufficient, the use of the wording “NOT AUTH” on the NOTAM led the crew to believe they could not land on the nominal runway. Thus, the crew expected to land on runway 14, which is 7700 feet (2347 m) long.

As the flight was approaching the airport at around 5 am local time, air traffic control did not report to the crew that runway 23 was available, although an automated information system was broadcasting that information, though it was reported on the automatic terminal information service (ATIS).

One minute and 21 seconds ahead of reaching the final approach threshold, the tower controller informed the pilots that there was a constant tailwind component of 7 knots on runway 14. The flight crew did not have time to recalculate the required landing distance and assess the options available to them.

After touching down, the engine No. 1 thrust lever was moved forward of the idle position for undetermined reasons, causing the speed brakes to retract, and the autobrake system to disengage, increasing the landing distance required.

“In addition, the drift angle to the right (4.5 °) at the initial touchdown point, combined with the crosswind component and the asymmetric selection of the reversers, caused the aircraft to deviate to the right of the runway axis,” investigators explained.

Manual brake was applied 8 seconds after the touchdown point, but maximum braking force did not occur until 15 seconds later, when the aircraft was 800 feet from the end of the track.  “From this location, it was not possible to stop the aircraft on the runway and, 5 seconds later, the aircraft left the end of the runway at a speed of 77 knots,” states the report.

The Boeing 747 passed the runway end and fell down an embankment, hitting the approach light pillars and the runway alignment antenna array. It came to a stop 270 m (885 feet) past the end of the runway. Engine #2 detached from the pylon and struck the left horizontal stabilizer, creating a fire in the tail.

All occupants managed to deplane by themselves and were taken for medical care. Firefighting personnel responded to control the fire. The aircraft was damaged beyond repair.

The investigation found that the timing of the flight lack of restful sleep during the 24-hour period leading up to the occurrence might have contributed to the fatigue of the crew and affected their performance.

Despite the air industry’s abiding reputation as the safest form of travel, the fact remains that passengers on commercial flights are entirely entrusting their safety to the experience of pilots, air traffic controllers and ground handling staff, as well as the safety and reliability of a range of technologies.

This trust is not limited to the time that an aircraft spends in the sky. The taxiways and runways of an airport’s aerodrome are a much more common setting for safety problems and incidents of this type still occur with reasonable regularity.

Although no passengers were injured when a Purolator flight overshot the runway at St John’s International Airport in the Canadian province of Newfoundland and Labrador in July 2011, last year’s tragic runway overrun in Mangalore or the deadly fire that broke out on British Airtours flight 28M in 1985 prove incidents during take-off and landing can be just as devastating as those which occur mid-flight.

Here we look at the safety challenges facing airfield operations managers and air traffic control (ATC) staff, from runway incursions and excursions to foreign object debris (FOD), as well as the technologies that help prevent airfield incidents from occurring in the first place.

The principal risks on runways are generally separated into three broad categories. The most common of these is the runway excursion, which is broadly defined by the ICAO as "a veer off or overrun off the runway surface".

This can cover planes exiting the runway incorrectly or veering off the side of the runway upon take-off, or when a plane, due to poor visibility, pilot miscalculation or technical issues, runs out of runway upon landing, as was the case in St John’s Airport and Air India instances described above.

A runway incursion, meanwhile, is defined as a person or vehicle (including another plane) that is incorrectly present on a runway surface that presents a risk of collision, a notable example being the near-miss at San Francisco International Airport in 2007, when a SkyWest aircraft almost collided with another plane after being instructed to land on the wrong runway. A separate but related danger is the presence of FOD on the runway, which can pose serious risks to planes either landing or taking off.

The third category is runway confusion, which generally involves a plane using the wrong runway or taxiway at an aerodrome, which poses a collision risk and a danger of taking off from an inappropriate runway.

The latter is exactly what happened at Blue Grass Airport, Kentucky, in 2006, when Comair flight 191 incorrectly attempted to take off from a runway that was too short, causing it to overrun and crash, killing all onboard except for the flight’s first officer.

The relatively regular occurrence of runway incidents has meant that improving runway safety has been a consistently high-profile endeavour for the aviation industry and its regulators. A June 2011 safety paper by the UK’s main air navigation service provider NATS (National Air Traffic Service) cited ground safety as a significant priority, noting the importance of providing aerodromes with "technology-based safety nets designed to mitigate errors made by pilots, drivers and ATC". This focus on technology to improve safety on the ground is echoed across numerous aviation safety organisations worldwide.

As a result, a host of technologies to help prevent runway and airfield incidents are now on the market. Communications technology, for example, is a fundamental method of improving safety, one that lies beneath all other technologies in that it simply improves the speed and efficiency of reporting and ensures that safety-critical messages get through to the right people.

But significantly more sophisticated systems exist to integrate runway safety communications, allowing for faster on-the-fly decision-making as well as streamlining the reporting process.

The technology automates safety and incident reporting, auto-populating and organising safety reports, as well as keeping track of improvements and corrections made to equipment and protocol. The system also automatically ensures all national and international civil aviation safety regulations are being upheld.

"The new system Polymorph developed for us provides a central repository that captures all incident data," said Manchester Airport’s airfield operation manager Radford Taylor. "This can now be accessed by a wider range of employees therefore ensuring that suggestions about safety can be captured in a structured manner which delivers improvement."

Layered on top of a high-quality communications set-up should be a number of well-integrated physical technologies that makes the safest option the simplest option for pilots and their ATC colleagues.

Sensor systems play a major role in runway safety, especially where FOD detection is concerned. QinetiQ‘s Tarsier system, operational from Heathrow and Vancouver to Dubai and Doha, uses radar technology to continuously sweep runway surfaces for any object that might pose a risk to departing or arriving flights.

"BAA carries out four runway inspections a day," said Heathrow’s head of airside operations Colin Wood. "Tarsier does a sweep every 68 seconds. There has been FOD detected by the radar which would not normally have been picked up due to the frequency of the runs we normally carry out."

Cameras support the system in identifying whether or not spotted FOD threatens planes and Tarsier’s new iterations include a day and night camera to help make those decisions, even in the dark. Brett Patterson, airside operations director at Vancouver Airport, the first airport to install day / night cameras to its existing Tarsier system, praised the reassurance the cameras have brought with them. "The camera allows us to determine quickly whether the FOD is a two inch worm that poses no threat, or a broken zipper from a suitcase that does," he said.

The introduction of runway status lights is also improving airside safety at airports worldwide. These innovative lights allow ATC to provide clear visual messages to pilots moving on to incorrect runways or taxiways, flashing red to warn that a plane is not cleared to cross or move down a particular route.

Last year a set of runway status lights successfully completed a test period at Boston’s Logan International Airport, having already been deployed at major US airports in Dallas, Los Angeles and San Diego.

Clearly, lights like these have the potential to save lives in a situation similar to Comair 191’s tragic disaster in 2006. Fortunately, in 2011 the Federal Aviation Administration (FAA) kicked off an initiative to install runway status lights at a further 23 airports across the US, from McCarran Airport in Nevada to JFK in New York.

"These lights are designed with the pilot in mind," said FAA’s acting administrator on the launch of the national initiative. "It’s a big step for safety on the runway. We’re expecting to see positive results right from the start."

These "positive results" might be difficult to quantify, as it’s impossible to know if individual incidents would have become more serious without the support of safety technologies. It’s clear these systems and others, including GPS tracking for airfield vehicles and engineered materials arrestor systems (EMAS) to help decelerate aircraft that have overrun, have proved their worth to passenger safety.

This is supported by FAA statistics, which show a marked reduction in runway incursions from 2009 to 2010, with the six incursions last year down 50% on 2009. Given that 67 incursions took place in 2000, the long-term trends seem to be improving, too.

With the smart integration of physical technologies and IT-based communications systems, along with detailed and extensive staff training programmes, airports worldwide should be able to enjoy a future in which incidents on the runway become ever more rare.

An Antonov cargo plane has overshot the end of the runway on landing earlier today. The AN-124, registered UR-82007, rolled out beyond the end of the runway surface while landing in the dark at Sao Paulo-Guarulhos. The airport was temporarily closed until the aircraft could be removed.

Throughout the pandemic, Antonov Airlines has been busy carrying vital cargo around the world as well as continuing its normal shipments. Today, an AN-124 loaded up with 99 tonnes of personal protective equipment met an unfortunate end when landing at Sao Paulo Airport in Brazil.

The aircraft took off from Paramaribo in Suriname at 00:06 this morning. Flying under flight number ADB3829, it headed south for the four-hour and 45 minute trip to Brazil. Landing at 04:49, it touched down safely but overshot the end of the runaway.

The crew were reported to be unhurt, but the plane did sustain some minor damage. Thankfully the ground was fairly firm, which enabled a push-back vehicle to successfully return the Antonov to the runway surface. The aircraft was cleared by 07:00 local time and airport operations were resumed.

UR-82007 is one of seven AN-124 aircraft in use by Antonov Airlines. It is 34.9 years old, and has been busy flying cargo throughout the pandemic. Data from RadarBox.com shows it has spent much time at Almaty, Leipzig Halle, Anchorage and Kuwait in the past few months, although this seems to be its first flight to Sao Paulo this year.

In April alone, UR-82007 undertook 24 flights covering a distance of more than 39,000 miles. Based in Ukraine, Antonov Airlines was the first operator to offer the An-124-100 to the commercial market, and remains the world’s only operator of the gigantic AN-225 Mriya aircraft.

Yesterday, 11th May 2021, at approximately 5:15am, local time, an Antonov Airlines AN-124-100M overran the runway after landing on runway 09L at São Paulo-Guarulhos International Airport (GRU), Brazil. The nose landing gear rolled out from the paved surface of the runway by approximately six metres. The main landing gear remained on the runway.

There were no injuries to the crew on board, there was no damage to the 99 tonnes of Personal Protective Equipment cargo, no damage to the runway, and no damage to the aircraft.

The airline, in close cooperation with Brazilian Aeronautical Accidents Investigation and Prevention Center (CENIPA), is performing an investigation of this incident.

Preliminary findings show the incident was caused by changeable weather conditions, which made it possible to safely carry out the flight, but in the second half of the run along the runway, the plane entered heavy fog, which affected the timely taxiing of the plane from the runway.

The AN-124 has had a challenging time in the past few months. An uncontained engine failure on one of the type, operated by Volga Dnepr, led to an emergency landing and a runway excursion, causing the landing gear to snap and the giant aircraft to end up nose down in the snow.

As a result of this, Volga Dnepr took the decision to ground its entire fleet of AN-124s, 12 aircraft in all, while the airline undertook inspections. With Christmas fast approaching, Antonov Airlines was pushed to re-activate the AN-225 Mryia to fill the void left by the Volga-Dnepr fleet.

Today’s incident is unrelated to the previous engine failure of the type. The cause of the excursion is unknown at this time, although the Aviation Herald states that Brazil’s Aeronautical Accidents Investigation and Prevention Center (CENIPA) is investigating the incident.

It states that the aircraft had carried out the approach in the wake of rain showers, adding that a wind from the north-east meant the jet was subject to a tailwind component.

Although the first officer, who was flying, proposed “strong” braking owing to the wet runway, the captain insisted on a combination of reverse thrust and reduced braking.

None of the occupants was injured and the aircraft, which was conducting a service from Crete for Czech carrier Smartwings, was undamaged during the 1 August incident.

OTTAWA — The United Express plane that slid into a field Sunday was the third Embraer 145 jet from the same company, Trans States Airlines, to overshoot the runway at Ottawa International Airport while attempting to land during rain.

A 2008 Transport Canada report obtained by The Citizen indicated grooved runways and equipping planes with thrust-reverse engines can significantly the risk of aircraft overshooting a wet runway.

The report contained data gathered from accidents between 1990 and 2007 that indicated the risk of an accident by overshooting the runway is about seven times higher when the runway is wet. The rate in Canada is six times higher than the rate in the United States, while it is only three times higher for other countries.

The report indicated that landing on grooved runways, in which the tarmac is divided by perpendicular slats across the runway, or runways with a porous surface, can provide traction to reduce hydroplaning.

“Runways are either grooved or have (porous friction course) overlay at almost all airports with commercial jet service in the U.S., U.K., Australia and Japan, at most major airports in continental Europe, and at many of the major airports in other countries,” the report said. But only two of Canada’s airports had grooved runways in 2008, and both of those were small regional airports, the report said. An Ottawa airport spokeswoman confirmed Monday that the runways there are not grooved.

In addition to grooved runways to increase friction, the report recommended the use of airlines equipped with reverse thrust engines, to rapidly reduce speed, which can help avoid hydroplaning.

“The risks of landing overruns on wet runways for aircraft without reverse thrust are approximately six times greater than for aircraft with reverse thrust,” the report said.

In 2004, after the first Trans States Airlines plane overshot the runway, the operator’s fleet had 22 aircraft with thrust reversers, and 17 without. The plane on Sunday was also without thrust reversers.

On July 14, 2004, around 5 p.m., a US Airways Express Embraer 145 flight from Pittsburgh was attempting to land at the Ottawa airport during a light rain. It overshot the runway, stopping about 300 feet from the end, in a field. None of the 31 people on board the plane were injured.

The Transportation Safety Board (TSB) investigation report determined that the plane was not equipped with reverse thrusters, and the runway at the Ottawa airport was not grooved. However, the report attributed the accident to human error and a faulty brake system.

Then, on June 16, 2010, a United Express flight, also owned by Trans State Airlines, was arriving from Washington when it skidded off the runway while landing in the rain. The crash left the plane nose-down 150 metres past the runway’s end in the airport’s southern field. Three people — the pilot, co-pilot and an elderly woman — were taken to hospital with minor injuries.

The TSB has not yet produced its final report for that incident, said Chris Krepski, a spokesman for the board. But if urgent recommendations are needed, they would have been communicated to the airport, Krepski said. To date none have been made.

While that investigation continues, TSB staff were at the Ottawa airport Monday investigating the scene of the most recent incident. Krepski said the investigators had already begun gathering evidence, including accessing the plane’s flight recorder. The plane was expected to be removed from the scene by Monday evening, and relocated for a more thorough investigation.

Krepski said it was too early to determine the cause of the accident, but that it is often caused by more than one factor. “Definitely it’s never just one thing. In general, it’s many causes,” he said. “There are so many different factors that can come into play that can cause an accident.”

For the passengers on Sunday’s flight, all luggage was retrieved from the plane, and was being sent to the owners Monday. An airport spokeswoman said flights were currently operating off the second runway, and there were no delays in service. The airport was expected to return to normal operations once the plane had been cleared from the runway Monday evening.

Passengers suffered some terrifying moments Saturday evening after their Pegasus Airlines flight overshot the runway at Trabazon Airport in Turkey and slid down a steep cliff.

Amazingly, none of the 168 passengers or crew on board the flight were injured, despite the fact that the aircraft slid to a nearly perpendicular position, just feet from diving into the Black Sea.

“We’re sorry to report that the Boeing 737-800 type TC-CPF registered aircraft of Pegasus Airlines Flight Number PC 8622 Ankara-Trabzon flight scheduled at 18:25 UTC tonight, had a Runway Excursion Incident during landing at Trabzon Airport (13 January 2018),” wrote the airline in a statement on their website. “All 162 passengers, 2 pilots and 4 cabin crew have been disembarked safely from the aircraft. There has been no loss of life or injury to anyone on-board.”Pegasus Airlines skidded out of the runway at Trabzon Airport. New photos in daylight shows Boeing 737 next to the sea. Photos from different Turkish media. pic.twitter.com/KB4hAZiIE9— Turkish Air News (@AnalystTK) January 14, 2018

It was raining at the time of the landing, according to the New York Times, which also reports that the aircraft apparently had trouble slowing down on the wet runway. As the plane slid to a halt, one engine reportedly separated from the aircraft and flew into the sea.One engine has been separated from the wing and flew into the sea. Photo by @AirportHaber pic.twitter.com/xMn0F6AcgC— Turkish Air News (@AnalystTK) January 14, 2018

Trabzon, a town known for its medieval architecture, is located in northeastern Turkey along the coast of the Black Sea. The town was the center of controversy in 2013, when its Church of Hagia Sophia was converted from a museum into a mosque, causing historians to fear much of the distinctive artworks in the museum would be lost.

The Cessna 560 came in for a landing at Southern California McClellan-Palomar Airport on a flight from Hailey, Idaho, but went about 150 yards beyond the runway, smashing through scaffolding and into a commercial storage facility, said Bill Polick, spokesman for the San Diego County Department of Public Works.

In Idaho, the Wood River Journal newspaper reported that others who boarded the plane there were pilot Jack Francis, co-pilot Andy Garrett and passenger Janet Shafran, wife of one of the aircraft"s registered owners.

Authorities said the plane was registered to Goship Air LLC of Ketchum, Idaho. Idaho business records show it is owned by Ketchum City Councilman Steve Shafran and Kipp Nelson, an investment banker and a trustee of the U.S. Ski and Snowboard Team Foundation. Calls to their homes were not immediately answered.

"Its landing gear was up and it was going down really fast," Boyd, who worked on aircraft in the Navy, said in a telephone interview. "It was heading toward the runway and the approaching speed was way beyond what it should be."

Air Nugini plane has overshot the runway at Chuuk International Airport and has sunk in the lagoon which is just past the airport, all passengers and crew were rescued, with no fatalities. One still remains unaccounted for.

A plane landing at Chuuk International Airport has reportedly missed the runway and has crashed into the lagoon just off of the airport. The runway, is 1,831 x 46m, which is considered short with Heathrow’s runway measuring 3,902 x 50m.

Jimmy Emilio, general manager of Chuuk Airport at Weno in Micronesia, told Reuters: “It was supposed to land but instead of landing it was 150 yards short and she went down. We don’t really know what happened … people were rescued by boats – 36 passengers and 11 crew were all rescued, only the plane is sinking right now.” In a statement from Air Niugini, the operator of the plane, they said: “P2-PXE was operating scheduled flight PX 073 between Pohnpei and Chuuk Airport in FSM when the incident occurred. The incident occurred at 10:10 am FSM local time. Air Niugini has been informed that the weather was very poor with heavy rain and reduced visibility at the time of incident. The aircraft had 35 passengers and 12 crew members on-board, all of whom were able to safely evacuate the aircraft.”

Passenger Bill Jaynes said in a video posted by the Pacific Daily News website: “I thought we landed hard until I looked over and saw a hole in the side of the plane and water was coming in. I thought, well, this is not like the way it’s supposed to happen. Water was waist-deep in the cabin before rescuers arrived.”

Emilio told the BBC: “The plane crashed in the lagoon, about 160 yards away from the runway. Right now we don’t really know what happened. Investigations will start earliest tomorrow, but [for now], operations are starting again as usual in the airport.”

The aircraft was on it’s way from the island of Pohnpei in Micronesia to Port Moresby, the capital of Papua New Guinea, and was scheduled to stop at Micronesia’s Weno island on route.

Sir Kostas Constantinou, Chairman of Air Niugini, said: “It was of great concern to learn [over the weekend] that one of the passengers on the flight was, and still is, unaccounted for. Subsequently however, an inspection of the entire submerged cabin of the aircraft by the US Navy seals, further corroborated by other eye witness reports who saw the passenger board one of the dinghies on Friday, has confirmed that all passengers safely evacuated the aircraft at the time of the accident. Local authorities and the airline are continuing to search for the whereabouts of the missing passenger.”

Most of the passengers were returned to Port Moresby on a special Air Niugini Fokker 70 flight on Saturday 29th September, where they are being cared for by Air Niugini staff and the various Consular representatives and officials, until they are ready to board onward flights to their respective final destinations. Many of these passengers have already started leaving Port Moresby today.

A further two passengers who were initially hospitalised were able to return to Port Moresby this morning, Sunday 30th September, and are being similarly assisted.

Four other passengers remain hospitalised in Chuuk, however their condition has now stabilised and they will be transported to Guam very shortly for further treatment.

Constantinou continued: “The Acting CEO, his executive team and the entire staff of Air Niugini acted throughout with calm and professionalism from the airline’s Port Moresby base. They had the situation monitored and under control the whole time.”

Sir Constantinou concluded: “Our focus now is to care for all the passengers and crew involved, and we will continue to provide support and assistance to them over the coming weeks. Our thoughts and prayers go out to all of them, together with their families and friends.”

Detroit officials said Thursday that their often-overlooked airport is poised to receive major upgrades and millions in new investment in the near future, although any hope of bringing back commercial airline service is essentially over.

At a news conference outside the Coleman A. Young Municipal Airport on the city"s east side, Detroit Mayor Mike Duggan announced that the Federal Aviation Administration has approved the first new formal layout plan for the airport in 30 years.

However, the plan doesn"t envision any return of commercial passenger airline service. Southwest Airlines pulled out of the airport, formerly known as Detroit City Airport, in 1993, and the last airline to have regular service there, Pro Air, stopped operations in 2000.

The main obstacles to passenger service is the short length of the airport"s 5,090-foot primary runway, and the fact it is hemmed in by two cemeteries — Mt. Olivet and Gethsemane — precluding necessary runway extensions. Although the runway was able to accommodate Boeing 737s and occasional 727s during the 1990s, those passenger jets could only operate under significant weight restrictions.

“Our first meeting with the FAA went extremely well because when we laid out the plan, they said ‘Thank God, you’re no longer pushing the unrealistic plan for commercial aircraft," ” Duggan said. “I know people are attached to the idea for having commercial service at this airport, but the fact is, you need a 10,000-foot runway for passenger."

Detroit now spends $2.7 million a year operate and subsidize the city airport"s operations. In the future, Duggan said, he hopes the airport can generate money for the city. Several years ago, the mayor"s team hadtoyed with the idea of closing the airport permanently and redeveloping the 260 acres as an industrial park.

Duggan said that once the crosswinds runway is removed, it frees up about 80 acres for future development — putting Detroit in the running for more jobs growth opportunities like the new auto supplier plant going up near the airport at the former Cadillac Stamping Plant site.

"Detroit is running out of sites large enough to attract manufacturing facilities," the mayor said. "And with this agreement, we’ve got 80 acres, what will be the prime site in the city, to bring hundreds of jobs to the east side."

To provide a more sufficient safety zone, the city has been negotiating with the owners of 17 occupied houses and 53 vacant properties east of the airport to acquire their properties. The owners in this "mini take" area will start seeing fair-market offers from the city next month.

“I’ve met with them. There is a lot of willingness to sell," Duggan said. "If you’ve been through that neighborhood, it has, through no fault of the neighbors, deteriorated badly over the years. But we have condemned the properties ... and we are making the owners good-faith offers."

The Davis Aerospace Technical High School, one of the few high schools in the country to offer an aviation curriculum, left the airport in 2013 to go into the Golightly Career and Tech Center. The school is now planning to return to the airport"s then-renovated main terminal in 2025.

“It’s well maintained, but because of just the age of the building, they have a plan to come in and build something new in a better location, and give us maybe some state-of-the-art technology in there," Watt said.

The airport plans to install new emergency landing areas at both ends of the main runway, known as an "Engineered Material Arresting System." The system is to compensate for the fact that having cemeteries at both ends of the runway doesn"t allow for standard 1,000-foot safety areas for planes that overshoot the runway.

"We’ve got private corporate planes that will not land at this airport because they don’t believe it’s safe enough," Duggan said. "But there will be, as the first project, built at both ends of the runway, essentially crushed gravel."

The airport"s existing main hangars are too small for larger corporate jets. Construction of the first batch of new hangars is to begin later this year.

Shortly before Detroit"s 2013-2014 bankruptcy, the city decommissioned Detroit Fire Department Engine 20 at the airport. Last year, the city completed renovations to Engine 20 and now anticipates reactivating the on-site aircraft rescue and firefighting service in the next year or two.