Courtesy of google translate.
1. Facts
1.1 Flight past [1]
On May 14, 2018, Sichuan Airlines Co., Ltd. (hereinafter referred to as Sichuan Airlines) Airbus A319-133/B-6419 performed Chongqing-Lhasa flight 3U8633. There are 3 flight crew members (responsible captain, second captain, first officer), 5 crew members, 1 safety officer and 119 passengers.
At 06:27:18 (Beijing time, the same below), the plane took off from Chongqing Jiangbei Airport. The left captain Liu XX served as the PF, the right seat co-pilot Xu XX served as the PM, and the second captain Liang X sat in the observer position. Entering the cruise stage, the second captain Liang X is the third member in the cabin 1F seat.
At 06:56:46, the plane rose to a cruising altitude of 9800m (32100ft) and held it. At 07:06:47, it flew over MIKOS on route B213, with a cabin height of 6272ft. 07:07:05, flew to 2.2km west of MIKOS on the B213 route, cockpit
At a height of 6272ft, there was a muffled noise in the CVR. The crew found a radial mesh crack on the right windshield. The crew described it as "very broken, very flowery, all cracked" afterwards.
At 07:07:06, the co-pilot said "the windshield was cracked".
At 07:07:06, the message “ANTI ICE R WINDSHIELD” appears in ECAM. 07:07:07, the right windshield heating function is disabled (the right windshield is triggered in DAR
Of the logical value).
07:07:10, the second "Bang" sound appeared in the CVR. 07:07:11, the captain said "I operate". 07:07:19, the crew sent to the Chengdu Regional Control Center (hereinafter referred to as "regional management")
Report aircraft failure, apply for lower altitude, maintain 8400m under the command of district management, the crew follows
After applying for a return flight, it was reported that the windshield was cracked and it was decided to alternate to Chengdu. 07:07:42, the cabin pressure difference is 7.688psi.
[2]
07:07:45, the cockpit height is 6256ft. A muffled "boom" sound appeared in the CVR, followed by continuous noise in the CVR, which continued until the aircraft landed. The DC bus bar DC BUS 1/DC BUS 2 is powered off, the load of the No. 2 engine generator becomes 0 (07:30:38 recovery), the left windshield and the left and right side window heating failure, the automatic brake system fails, and the flight guide 2 is broken On, SEC2 and SEC3 are faulty, and the spoilers No.1, No.2 and No.5 are faulty.
07:07:46, the cabin pressure difference is 7.688psi [3]. Autopilot (AP) is disconnected. The captain manually operated the aircraft and began to descend. The plane turned right and then left.
07:07:48, the automatic thrust is disconnected.
07:07:50, the standard pressure for flight altitude is 31864ft, the cockpit height is 24320ft, and the cabin pressure difference is 0.922psi. ECAM's cockpit altitude warning appears for the first time (until 07:29:39). The ECAM electrical system page pops up and the ELAC1 roll channel is faulty (continues until the end of the flight).
07:08:09, flight altitude standard pressure 31664ft, cockpit height 24362ft, maximum gradient (left) 51.7°.
At 07:08:14, the standard pressure of the flight altitude is 31512ft; the cockpit height is 26368ft. At this time, the cockpit height reaches the highest in the whole journey, and then it gradually decreases. The cockpit pressure differential is 0.578 psi. ELAC2 The pitch and roll channels are invalid, and the pitch control enters the standby rule.
From 07:08:17 to 07:17:08, the district manager continuously called the crew through various means, but no response was received.
07:08:46, the flight altitude standard pressure is 30876ft.From 07:08:46 to 07:09:15, 07:09:18 to 07:09:41, DAR records that there are inputs on both the left and right side bars (intermittently triggers double operation warnings). 07:09:26, the maximum descent rate is 10279ft/min; 07:09:47, the maximum table speed is 349 knots.
At 07:09:57, the aircraft altitude was 24072ft, and the descent rate was less than 100ft/min for the first time. Until 07:16:39, the aircraft altitude remained above 23600ft.
At 07:10:39, the ATC radar showed that the aircraft transponder code was set to 7700.
At 07:10:57, for the first time in the CVR, the breathing sound of the crew (first officer) wearing an oxygen mask [4].
After entering the cockpit, the second captain used his EFB [5] to query information such as aeronautical charts. At 07:14:25, the MCDU flight plan was changed to direct flight to Chongzhou (CZH). At 07:16:40, the flight altitude began to fall below 23600ft and continued to decline. At 07:17:09, the district manager continuously called the crew, but no response was received.
Blindly send the crew “contact approach 124.85 if heard”.
At 07:19:25 and 07:19:32, the crew announced MAYDAY twice in the district management frequency. District management responded, but CVR and ATC recordings were not recognized
The crew's acceptance of the control instructions.
07:19:56, the aircraft is located on the west side of CZH at 8.9NM, and the altitude is starting to fall below the standard
The altitude of air pressure is 6000m[6].
At 07:20:17, the crew reported a cabin pressure loss. 07:20:26, the crew reported again: "The cabin is depressurized, and it is now flying towards Chongzhou
4200m".
At 07:20:44, the district management command fell to 3600m to maintain, the crew did not respond. At 07:22:36, the aircraft was located 2.7NM west of CZH, and the altitude began to fall below
4800m[7].
At 07:24:20, the crew was in the Chengdu terminal control room (hereinafter referred to as the "approach" frequency report Mayday), and is now hovering below Chongzhou altitude.
At 07:24:32, the approach replied: "Yes, the current position continues to circle right down to the height, down to the corrected sea pressure of 2700m, and the corrected sea pressure of 1004".
At 07:27:39, the cockpit height began to fall below 10000ft. 07:28:33, the flap handle is set to 1. 07:28:48, the landing gear handle is set in the down position. 07:29:20, the flap handle is set to 2.
07:29:39, the cockpit height is 8928ft, and the cockpit height warning disappears. 07:30:14, approach call "3U8633, now using the runway... available
02...".
At 07:30:17, the crew blindly issued "turn left 02R[8] to land". 07:34:42, the APU main switch is turned on (the APU is unavailable due to power failure). 07:35:46, the flap handle is set to 3 positions. 07:37:32, the approach command "can land on runway 02R, wind direction 250, 2m/s,
RVR is greater than 2000m".
07:37:45, the crew reported "Tower, 8633 02R landed, occupied runway" (ATC
Not heard in the recording).
07:41:05, 3U8633 uses flaps 3 to land on runway 02R of Chengdu Shuangliu Airport
Ground.
At 07:43:07, the plane finally stopped at the junction of E8 and 02R. 07:44:06, 3U8633 established contact with the tower, the crew reported that they could not autonomously slide
Yes, the crew and flight attendants were injured.