CX A330 Evacuation
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To the previous thread or to the aircraft? 
In relation to the aircraft I found this posted on the Rumours and News forum to be the most informative:
Date: Thu, 15 Apr 2010 15:38:09 +0800
Subject: CX780 SUB-HKG 13 April 2010
To All Airbus Cockpit Crew,
As already covered by company news information and the public media, a major event occurred on flight CX780 Surabaya – Hong Kong on 13 April.
The crew had operated the aircraft, B-HLL, on the previous evening from Hong Kong to Surabaya. Crew complement was normal with two pilots and eleven cabin crew.
Routine maintenance checks were carried out overnight. All pre-departure preparations ex SUB were normal. There was nothing unusual about the aircraft weight, FOB (CFP fuel) and distribution. RTOW data used was in accordance with the Minimum Ground roll procedure as applicable to Surabaya. Weather at departure, en-route and arrival was good and not considered to be relevant to the event.
Initial Onset Conditions
Just before TOC, the aircraft experienced minor low frequency EPR oscillations. These oscillations had associated tracking of Fuel Flow. Later, this observation was followed with an ECAM message on ENG 2. After consultation with IOC, it was decided that the situation did not warrant an in-flight diversion.
Subsequent Engine Behaviour
During initial descent (passing FL310) ENG 2 experienced a surge and stall, and the engine could only be recovered to sub-idle speed for the remainder of the flight. Whilst levelling off at an intermediate lower altitude in the latter part of the descent, ENG 1 additionally experienced a gradual loss of thrust lever control, eventually resulting in an uncontrolled thrust increase to approximately 70% N1. The engine remained at this thrust level for the remainder of the flight.
Aircraft Flight Path
The aircraft was able to maintain altitude and speed until closer to the airfield, when further descent was commenced for an ILS approach onto RWY 07L. With the high residual thrust present on No1 engine, speed on intermediate and final approach remained high. Final configuration consisted of Flap 1 (with flap lever position at Flap 2), resulting in an approach speed of 230kts at the threshold. Flare and touchdown (at 220kts) was normal for these circumstances. Successful selection of REV, and appropriate braking enabled the aircraft to be stopped within 1,000ft of the threshold of RWY 25R.
After Landing
After the aircraft came to a stop, both engines were shut down (thrust on Eng 1 had remained at 70% N1). Brake temperatures rose rapidly. Comms were established with rescue services who advised tyre deflation and the presence of smoke/fire around the wheels. An emergency evacuation was successfully carried out with minor injuries to a small number of passengers.
Crew Actions
The Captain and First Officer both displayed commendable professionalism and airmanship of the highest order in successfully handling the challenging situation they faced.
Initial Investigations
CAD is conducting the investigation into this event, supported by CSD. An initial interview with the flight crew by CAD has taken place. EEC, QAR, and DFDR data have been successfully downloaded and are being analysed. All avenues of investigation, including fuel system fault and contamination, are being actively conducted with direct assistance and involvement from Airbus, and Rolls Royce.
Rolls Royce and Airbus have not issued any additional operational recommendations at this time. Updates on the investigation will be provided to all crew as soon as more information becomes available.
In the interim, crews are advised to contact Maintenance Control via IOC, if any abnormal engine behaviour is observed.
Kind Regards,
Steve Mihos & Gavin Haslemore
Airbus Fleet Office Attached Thumbnails
My understanding is that it is from CX advising their Airbus crews as to what happened.
In relation to the aircraft I found this posted on the Rumours and News forum to be the most informative:
Date: Thu, 15 Apr 2010 15:38:09 +0800
Subject: CX780 SUB-HKG 13 April 2010
To All Airbus Cockpit Crew,
As already covered by company news information and the public media, a major event occurred on flight CX780 Surabaya – Hong Kong on 13 April.
The crew had operated the aircraft, B-HLL, on the previous evening from Hong Kong to Surabaya. Crew complement was normal with two pilots and eleven cabin crew.
Routine maintenance checks were carried out overnight. All pre-departure preparations ex SUB were normal. There was nothing unusual about the aircraft weight, FOB (CFP fuel) and distribution. RTOW data used was in accordance with the Minimum Ground roll procedure as applicable to Surabaya. Weather at departure, en-route and arrival was good and not considered to be relevant to the event.
Initial Onset Conditions
Just before TOC, the aircraft experienced minor low frequency EPR oscillations. These oscillations had associated tracking of Fuel Flow. Later, this observation was followed with an ECAM message on ENG 2. After consultation with IOC, it was decided that the situation did not warrant an in-flight diversion.
Subsequent Engine Behaviour
During initial descent (passing FL310) ENG 2 experienced a surge and stall, and the engine could only be recovered to sub-idle speed for the remainder of the flight. Whilst levelling off at an intermediate lower altitude in the latter part of the descent, ENG 1 additionally experienced a gradual loss of thrust lever control, eventually resulting in an uncontrolled thrust increase to approximately 70% N1. The engine remained at this thrust level for the remainder of the flight.
Aircraft Flight Path
The aircraft was able to maintain altitude and speed until closer to the airfield, when further descent was commenced for an ILS approach onto RWY 07L. With the high residual thrust present on No1 engine, speed on intermediate and final approach remained high. Final configuration consisted of Flap 1 (with flap lever position at Flap 2), resulting in an approach speed of 230kts at the threshold. Flare and touchdown (at 220kts) was normal for these circumstances. Successful selection of REV, and appropriate braking enabled the aircraft to be stopped within 1,000ft of the threshold of RWY 25R.
After Landing
After the aircraft came to a stop, both engines were shut down (thrust on Eng 1 had remained at 70% N1). Brake temperatures rose rapidly. Comms were established with rescue services who advised tyre deflation and the presence of smoke/fire around the wheels. An emergency evacuation was successfully carried out with minor injuries to a small number of passengers.
Crew Actions
The Captain and First Officer both displayed commendable professionalism and airmanship of the highest order in successfully handling the challenging situation they faced.
Initial Investigations
CAD is conducting the investigation into this event, supported by CSD. An initial interview with the flight crew by CAD has taken place. EEC, QAR, and DFDR data have been successfully downloaded and are being analysed. All avenues of investigation, including fuel system fault and contamination, are being actively conducted with direct assistance and involvement from Airbus, and Rolls Royce.
Rolls Royce and Airbus have not issued any additional operational recommendations at this time. Updates on the investigation will be provided to all crew as soon as more information becomes available.
In the interim, crews are advised to contact Maintenance Control via IOC, if any abnormal engine behaviour is observed.
Kind Regards,
Steve Mihos & Gavin Haslemore
Airbus Fleet Office Attached Thumbnails
My understanding is that it is from CX advising their Airbus crews as to what happened.
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Well I hope the above settle once and for all any rumours or allegation about "shutting off one engine" from Surabaya that we read from the ill-informed press. That should be a relief.
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Just a cultural observation...
After Capt Sully Sullenberg and crew successfully saved the lives of their passengers in the Hudson River, they were hailed as national heroes with press conferences, ticker tape parades and TV appearances.
Our two CX pilots and their crew have also done an amazing job here but remain delightfully anonymous. The company doesn't talk about them, no fuss was made in the HK media and the passengers all seem satisfied from their close call because they got refunds and free tickets.
Interesting world we live in as pilots. Not actually sure which version is better...
After Capt Sully Sullenberg and crew successfully saved the lives of their passengers in the Hudson River, they were hailed as national heroes with press conferences, ticker tape parades and TV appearances.
Our two CX pilots and their crew have also done an amazing job here but remain delightfully anonymous. The company doesn't talk about them, no fuss was made in the HK media and the passengers all seem satisfied from their close call because they got refunds and free tickets.
Interesting world we live in as pilots. Not actually sure which version is better...
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That release came to QF pilots via a CX pilot talking to one of his mates and passing along the info. It is very interesting and timely info for all interested pilots and A330 pilots in particular.
It begs the question though; what was so radical about the incident and its handling that a simple precis seemed to be out of the question from CX pilots on this forum?
QF pilots get a occasionally deserved bagging for perceived arrogance. But I don't think we are in the league of some of the CX pilots on this forum?
Well handled to the crew. You did your jobs ably and prevented an accident. Your experience will be added to the data banks of all professional aircrew who read of the incident for potential future use. I wish you all the recognition you deserve.
Some of your mates on this forum need to get over themselves however.
It begs the question though; what was so radical about the incident and its handling that a simple precis seemed to be out of the question from CX pilots on this forum?
QF pilots get a occasionally deserved bagging for perceived arrogance. But I don't think we are in the league of some of the CX pilots on this forum?
Well handled to the crew. You did your jobs ably and prevented an accident. Your experience will be added to the data banks of all professional aircrew who read of the incident for potential future use. I wish you all the recognition you deserve.
Some of your mates on this forum need to get over themselves however.
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@CXMonkey:
Well I think that also has to do with the little fact that the Airbus ditched in the Hudson river as opposed to the runway. And also, it landed in frigid January in New York and not the relatively balmy April we have in Hong Kong. Of course, there is also the fact that the A320 was a total write-off compared to the repairs for the A330. These little issues add up to create a different response. I bet you had the A330 ditched in the Pearl River Mouth as opposed to landing on the runway, the response from the public and the press would not be so "understated".
Well I think that also has to do with the little fact that the Airbus ditched in the Hudson river as opposed to the runway. And also, it landed in frigid January in New York and not the relatively balmy April we have in Hong Kong. Of course, there is also the fact that the A320 was a total write-off compared to the repairs for the A330. These little issues add up to create a different response. I bet you had the A330 ditched in the Pearl River Mouth as opposed to landing on the runway, the response from the public and the press would not be so "understated".
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Dear Capt Kremin,
There was a deafening silence on these forums in the wake of QF's little incident in Bangkok a few years ago. Information was very hard to come by, initially, but it all became clear in the fullness of time.
Let he who is without blame....
Cheers.
There was a deafening silence on these forums in the wake of QF's little incident in Bangkok a few years ago. Information was very hard to come by, initially, but it all became clear in the fullness of time.
Let he who is without blame....
Cheers.
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I bet you had the A330 ditched in the Pearl River Mouth as opposed to landing on the runway, the response from the public and the press would not be so "understated
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Me thinks the preious thread was removed when someone wised up to the possibility that all the gushing up of accolades is going to be detrimental to the crew when the difficult questions come up. A really prudent move I would say.
What a load of Bollocks.
The word on the street from those in the know is that the crew did an exceptional job getting it to the Runway in one piece. The FACT they walked away unharmed speaks volumes in itself. At one point a ditching was on the cards well short of CLK.
So please cutout all this crap and move along.
The official report will come out in due course, be patient.
The word on the street from those in the know is that the crew did an exceptional job getting it to the Runway in one piece. The FACT they walked away unharmed speaks volumes in itself. At one point a ditching was on the cards well short of CLK.
So please cutout all this crap and move along.
The official report will come out in due course, be patient.
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I started the last thread asking what had happened, literally when the incident had just happened. I did not intend for it to become the mud-slinging, name-calling mess that it became. The crew did very well given the circumstances and deserve praise. Let us leave it at that until the report or at least an update comes out. I removed the thread because it had done it's purpose. If you lot want to carry on bickering about everything, don't do it on my thread!
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Geh065
Yes, you are right. Have been reading and following this interesting thread. Wonder why chaps just can't be patient and wait for the appropriate investigation to take place before preampting anything or rather jumping the gun!
Take it easy guys. Give the system due respect and allow them to workout what actually happen and reveil the findings before complimenting, mud-slinging or name-calling.
Happy landings!
Yes, you are right. Have been reading and following this interesting thread. Wonder why chaps just can't be patient and wait for the appropriate investigation to take place before preampting anything or rather jumping the gun!
Take it easy guys. Give the system due respect and allow them to workout what actually happen and reveil the findings before complimenting, mud-slinging or name-calling.
Happy landings!
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No name calling here CAPT TOGA, but I take that opportunity to post again what I believe was the last post on the disappeared thread.
Interesting … That could explain what seemed a strange OEB we had during a while stating to not shut down an engine in case of ENG TURBINE OVHT … Do you remember that Operational Bulletin ?
Would you still have a copy ?
Originally Posted by N1 Vibes
A test flight on a CX A330 a few years ago and we had the delight of BOTH engines failing during the test at the same time, 1x turbine overheat during the single engine climb (shut down by crew) and 1x HP compressor surge (engine ran down after the surge) as the engine was brought up from idle, after the overheat engine was shutdown. At the time the a/c was at FL200, 120 NM away from HKG, and this time the RAT deployed automatically (both engines shutdown).
Would you still have a copy ?
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NOT an ex-airforce guy, Uncle Toss. I am sorry to disappoint you!
But he does obviously have the skill-set you mention...
I am sure that you think that you would have done a much better job of it.
But he does obviously have the skill-set you mention...
I am sure that you think that you would have done a much better job of it.
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The FO was ex RAAF as far as I know and that's good enough for me! Nothing like a military compliment on the flight deck to raise the standards.
All round bloody great effort I must say, I'm sure there will be some fall out after the armchair flying wizards sink their teeth into it.
Must dash I have a mustache grooming appointment
All round bloody great effort I must say, I'm sure there will be some fall out after the armchair flying wizards sink their teeth into it.
Must dash I have a mustache grooming appointment
