Cracked Windshield - Pressurization loss ?
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Cracked Windshield - Pressurization loss ?
This incident recently posted to "The Aviation Herald".......
Incident: KLM Cityhopper F70 near Frankfurt on Feb 13th 2012, cracked windshield, loss of cabin pressure
By Simon Hradecky, created Tuesday, Feb 14th 2012 17:33Z, last updated Tuesday, Feb 14th 2012 17:33Z
A KLM Cityhopper Fokker 70, registration PH-KZR performing flight WA-1582/KL-1582 from Bologna (Italy) to Amsterdam (Netherlands) with 80 passengers, was enroute at FL340 about 80nm southeast of Frankfurt/Main (Germany) when the captain's windshield cracked, the temperature in the cabin dropped dramatically and the passenger oxygen masks were released. The crew initiated a rapid descent reaching FL100 about 7 minutes later (average sinkrate 3400 fpm) and diverted to Frankfurt for a safe landing on runway 25R about 27 minutes after leaving FL340.
The remainder of the flight was cancelled, the passengers were rebooked onto other flights.
Passengers reported that it suddenly became extremely cold on board of the aircraft shortly followed by the passenger oxygen masks coming down. The crew later announced that they had suffered a cracked windshield.
I have read of many cracked windshields, but very rarely is it the structural panel that is compromised.
I have also read of a rapid throttle reduction causing a (temporary) reduction in PSID and/or temperature at altitude.
Comments and opinions please........
Incident: KLM Cityhopper F70 near Frankfurt on Feb 13th 2012, cracked windshield, loss of cabin pressure
By Simon Hradecky, created Tuesday, Feb 14th 2012 17:33Z, last updated Tuesday, Feb 14th 2012 17:33Z
A KLM Cityhopper Fokker 70, registration PH-KZR performing flight WA-1582/KL-1582 from Bologna (Italy) to Amsterdam (Netherlands) with 80 passengers, was enroute at FL340 about 80nm southeast of Frankfurt/Main (Germany) when the captain's windshield cracked, the temperature in the cabin dropped dramatically and the passenger oxygen masks were released. The crew initiated a rapid descent reaching FL100 about 7 minutes later (average sinkrate 3400 fpm) and diverted to Frankfurt for a safe landing on runway 25R about 27 minutes after leaving FL340.
The remainder of the flight was cancelled, the passengers were rebooked onto other flights.
Passengers reported that it suddenly became extremely cold on board of the aircraft shortly followed by the passenger oxygen masks coming down. The crew later announced that they had suffered a cracked windshield.
I have read of many cracked windshields, but very rarely is it the structural panel that is compromised.
I have also read of a rapid throttle reduction causing a (temporary) reduction in PSID and/or temperature at altitude.
Comments and opinions please........
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On the 747, at least, it depends whether the inner or the outer panel that suffered the crack. If it is the outer panel that cracked, it is not so much a problem as if the inner panel cracked. The checklist calls for the crew to descend to a lower level, get oxygen masks on, manually adjust the landing altitude (trying to recall off the top of my head) and land at the nearest airport. If it is the outer panel, I think you could continue to your destination.
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If it is the outer panel, I think you could continue to your destination.
Got called out to a B767 last year with a cracked screen. Capt pointed at it with a " I'm off to the hotel".
His jaw dropped when I got the MEL out and read out the applicable item.
Departed on time.
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A further post on The Aviation Herald, posted by the technician who serviced the aircraft (not verified), said that the O2 masks had not deployed and no passenger complained of it being cold.
Starting to make more sense now.......
Starting to make more sense now.......
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A cracked windshield outer layer (in a Fokker 70/100) looks a lot worse than the checklist says. The noise when is breaks is also quite alarming. The checklist is as follows:
– Which layer is cracked?
Outer layer is cracked
– L(R) WINDOW HEAT . . . . . . . . . . . . . . . . . . . . OFF
– Speed below 10.000 ft . . . . . . . . . . . . . . . . . . . MAX 300 KT
– Avoid icing conditions.
– NB: Condensation may form on inside of windshield.
Inner or middle layer is cracked
– No restrictions during flight
– Consult MEL for possible dispatch restriction prior to next departure.
So when you hear a bang, see a totally opaque, smashed windshield with a brown boiling substance oozing across the remnants of the windscreen, you are inclined to do something rather than nothing. It's only when you have got the aircraft safely under control (after an emergency descent?) that the checklist comes out and then you find that what has just happened was a "non-event". I've had three. The first one got me.
PM
– Which layer is cracked?
Outer layer is cracked
– L(R) WINDOW HEAT . . . . . . . . . . . . . . . . . . . . OFF
– Speed below 10.000 ft . . . . . . . . . . . . . . . . . . . MAX 300 KT
– Avoid icing conditions.
– NB: Condensation may form on inside of windshield.
Inner or middle layer is cracked
– No restrictions during flight
– Consult MEL for possible dispatch restriction prior to next departure.
So when you hear a bang, see a totally opaque, smashed windshield with a brown boiling substance oozing across the remnants of the windscreen, you are inclined to do something rather than nothing. It's only when you have got the aircraft safely under control (after an emergency descent?) that the checklist comes out and then you find that what has just happened was a "non-event". I've had three. The first one got me.
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C130A capt windscreen cracked on ground. Able to procede to base but couldn't see a thing through it. Co-pilot operated leg from RHS. Cannot say I was happy being out of the visual loop.
