18 Injured CX880 after RTO.
 

CX880 RTO

For what it's worth, the SCMP claims the RTO was due to a burst tyre.

11 injured on Cathay Pacific flight departing Hong Kong, after ‘tyre bursts’ and take-off aborted

I would like to point out to both the leaders of CX and the media reading this. Even after an email from the DFO thanking the crew for their professionalism.

NONE of the crew got paid for this flight. Possibly both pilots and Cabin crew (both Westerners and local Hong Kongers) lost money.

These are the conditions CX crew face. The Media reading this should be writing stories about this!

All these professional pilots will leave if they continue to lose money because of things out of their control. This is grossly unfair and needs to be addressed.

Next time what happens if the crew take the issues into the air with them because they are financially pressurised?

CX are pushing their crew into corners.

Sorry to ask a dumb question but why would they no be paid for their service?

That flight is about 30 credit hours (to and fro), the cancellation would have resulted in reduction in productivity hours so their loss of pay is anywhere between $5000 HKD (most Junior Cabin Crew) to $40000 HKD (most senior flight crew) because of a RTO

A Captain who makes a GO decision on that basis should not be a Captain. Period.

No captain at cx would think of the financial implications during an event like this, but it doesn’t help morale when you go through this event and look at your paycheck at the end of the month.

you potentially saved lives, but made less money for the trouble.

I hope an exception can be made in cases like this

So, having put it back on stand the FO reminds the Captain of how much pay they've just lost. Captain orders an emergency evacuation on stand, with a slight smirk....
/conjecture

At least some minor injuries are always inevitable when using slides for an emergency evac from a widebody with 250+ pax many of whom will be elderly, possibly infirm, very young etc.

Knowing injuries are a consideration and apparently able to taxi back to the gate area, curious why evac w/slides was ordered rather than simply deplaning via airstair or gate? Crowd (pax) control on the ramp as a consequence of using multiple exit points simultaneously also comes with its own set of safety issues, and certainly there would at least be trucks and equipment responding to the hot brakes/ wheel assembly on that side.

Seems like there must be more to the nature of the problem than what's been reported.

Because they are weak. They are weak as individuals. They are weak as a group.

The pilots were in industrial action for better pay and conditions. This was temporarily suspended three years ago to assist the company through covid. To clarify, the pilots suspended industrial action, management didn’t. And the pilots reaction to this action? Nothing. Now three years later the company is making public announcements of being profitable again. And the pilots reaction? Nothing, apart from the elected AOA chairman making media announcements regarding resignation rates. This is how weak people undertake industrial action.

Then there’s the GC and their self elected alternate chairman. Where’s their leadership? Roar by name, mouse by nature. Rarely has a group of representatives reflected the cowardly nature of their membership better.

The strong have left. The weak remain. Read the seniority list. It names them in reverse order of their courage and leadership abilities.

Busrt tire/tires on takeoff roll? What can cause overheated tires after the long taxi to 7R? Slow taxi, which includes lots of braking? Heavy weight can exasperate. Is this the price of no block guarantee pay by cx which isn't done by any airline we've heard of? Was it worth the price cx?

After an RTO (even starting with dead cold brakes) brakes will always overheat on a heavy aircraft. Let alone after a long taxi to begin with. Temperature begins to rise at a rapid rate resulting in tire deflation. After that the brakes will catch fire. They certainly will smoke a lot. Very thick smoke. Fire crews observing will almost always call out brake fires. If you're at the gate and there's no jetbridge driver, you have no choice but to evacuate having been told the word "fire".

Best strategy is to stop the aircraft and have fire crews get in position for the inevitable brake fires. Not to put an aircraft which has a chance of burning down in a fire with a full load of fuel right up to a terminal building.

Who decides its OK to taxi an aircraft with less than all its tires anyway?

All in hindsight. FWIW

There was no fire though, was there, I couldn’t even see smoke coming from the tyres in the evacuation videos.

It isn't even Monday morning yet, and already the quarterbacks are hitting their keyboards, as they sit in their armchairs.

Do you even know what a precautionary disembarkation entails? First post... Clearly don't understand what happened.

It'd be a bit naive to think poor pay leading to poor morale across the company played no part in the decisions leading to this
swiss cheese

The Independent called the evacuation "botched"? The photo/video clip I saw appeared to show it at the gate.

Did fire or heavy smoke erupt?

Our mob's procedures call for the option of prompt deplanement uising normal doors it being well known that a full EVAC command will invariably result in some injuries. Nobody needs Captain Hindsight here but it is sometimes better to leave them on board.

https://www.independent.co.uk/travel...-b2363489.html

Oh well if the indipendent said so ……
There are obviously a few questions but we still don’t know exactly what happened, I heard all sorts of rumours and read all sort of rubbish.

According to The Townsville Refueller:

RTO @ 125 kts due PFD airspeed indication blank/incorrect.

Small fire in #9 wheel assy taxiing to gate.

ISM overhead pilot discussions re: handling of small brake fire & self-initiated evacuation from the cabin. Partial evacuation carried out, a few injuries resulted.

Meanwhile flight crew still on the flight deck writing up eTechlog, presumably unaware ISM had commanded an evacuation.

Looking forward to the next 5 years of joint CRM exercises 😒

before 80 kts I will stop for a Master Caution, System malf, coinfig warn, unusual noise or vibration, tire failure or slow acceleration.
Between 80 kts and V1 I will stop for an eng fail, any fire indication, pred w/shear warn or any condition where I think the aircraft is unsafe to fly.
If it is as alledged then anyone see a prob here.
Hey blogs, what is the memory items for flt with unreliable airspeed?
The days of any excellence at CX are long past.

Definitely should not stop on a heavyweight aircraft from 125 knots for unreliable airspeed.