SQ B772 returns to SIN after loss of cabin pressure
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SQ B772 returns to SIN after loss of cabin pressure
http://www.channelnewsasia.com/stori...326502/1/.html
SINGAPORE : A Singapore Airlines Boeing 777-200 plane flying to Beijing had to return to Changi Airport some 90 minutes after takeoff due to loss of cabin pressure on Saturday afternoon.
Officials say Flight SQ 802, carrying 232 passengers and 13 crew, suffered loss of cabin pressure at an altitude of 36,000 feet.
So the pilot sent the plane first to 32,000 feet and then to 10,000 feet.
Because of the rapid 6-minute descent, oxygen masks were deployed.
However these were safely removed once the plane reached 10,000 feet, and was stable.
SIA says the captain, in accordance with safety procedures, immediately initiated a return to Singapore - the nearest suitable airport.
The plane landed safely and without incident at 1.48pm local time.
Passengers were transferred to a different aircraft to continue their journey to Beijing.
SIA says a detailed investigation is underway and apologises to passengers inconvenienced by the delay. - CNA/ch
SINGAPORE : A Singapore Airlines Boeing 777-200 plane flying to Beijing had to return to Changi Airport some 90 minutes after takeoff due to loss of cabin pressure on Saturday afternoon.
Officials say Flight SQ 802, carrying 232 passengers and 13 crew, suffered loss of cabin pressure at an altitude of 36,000 feet.
So the pilot sent the plane first to 32,000 feet and then to 10,000 feet.
Because of the rapid 6-minute descent, oxygen masks were deployed.
However these were safely removed once the plane reached 10,000 feet, and was stable.
SIA says the captain, in accordance with safety procedures, immediately initiated a return to Singapore - the nearest suitable airport.
The plane landed safely and without incident at 1.48pm local time.
Passengers were transferred to a different aircraft to continue their journey to Beijing.
SIA says a detailed investigation is underway and apologises to passengers inconvenienced by the delay. - CNA/ch
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If you are at FL360 and 90 minutes out of Changi then the 'nearest suitable' airport isn't Changi, but, provided the condition was contained then I would have opted for a low level return to my base where sorting out the problem would have been a lot easier than, say, Dar Nang.
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Parabellum,
If one or more of your passengers died during your low level return to base as a direct consequence of oxygen deprivation earlier, and you had elected not to proceed to the nearest airport, you would need a very good lawyer to get you out of charges of gross negligence and involuntary manslaughter.
Passengers may seem "alright" after a rapid descent, but with 300 or so passengers on board, there will be some with heart ailments etc., who need to get on the ground fast. Why take the risk?
If one or more of your passengers died during your low level return to base as a direct consequence of oxygen deprivation earlier, and you had elected not to proceed to the nearest airport, you would need a very good lawyer to get you out of charges of gross negligence and involuntary manslaughter.
Passengers may seem "alright" after a rapid descent, but with 300 or so passengers on board, there will be some with heart ailments etc., who need to get on the ground fast. Why take the risk?
Low Level returns to base may not be a problem in Australia, but overseas they could be a nightmare.
Cruising along in an airliner at 10'000ft is far from ideal.
High terrain, Military airspace, Restricted airspace, lack of communications, and controllers that probably have no understanding of what you are doing and where you are going.
As a first rule, it is generally best to land as soon as practicable! After that, anything is possible.
Cruising along in an airliner at 10'000ft is far from ideal.
High terrain, Military airspace, Restricted airspace, lack of communications, and controllers that probably have no understanding of what you are doing and where you are going.
As a first rule, it is generally best to land as soon as practicable! After that, anything is possible.
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Nearest Suitable does not mean Nearest Usable ! (Unless you are on fire 
)
For example, LHR-JFK, pressure loss at 10W. Shannon may be nearest and suitable and usable, but availability of replacement aircraft, medical facilities, crews, engineering etc. means that the contained situation makes the return to LHR more Suitable.
)For example, LHR-JFK, pressure loss at 10W. Shannon may be nearest and suitable and usable, but availability of replacement aircraft, medical facilities, crews, engineering etc. means that the contained situation makes the return to LHR more Suitable.
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What’s the difference in terms of safety if an airplane (a SE or a WB) flies at FL100 or FL360 in a controlled airspace? It is safer only at higher levels, isn’t it? Ok, those fellows that died on a B737 collision in Brazil thought the same.
If there is not a medical urgency or any other situation that affects the aircraft performance, a pilot doesn’t need to rush looking for an immediate landing after a (rapid or slow) depressurization. Everyone knows that a jetliner can fly very well (nicely and safely) at FL 100 otherwise I can’t imagine how short sectors (including in congested airspace) can be made. Searching for options in that area it’s easy to find out that VVTS, Brunei or heading to HKG aren’t better than a 180 degrees returning to SIN, coincidently SIA home base, a place with a good support, several hospitals and an extra airplane as well.
Crews must not fly an airplane considering what a lawyer would say. They should consider first what is the appropriate option for everyone involved, including their company … this is part of their CRM I suppose.
If there is not a medical urgency or any other situation that affects the aircraft performance, a pilot doesn’t need to rush looking for an immediate landing after a (rapid or slow) depressurization. Everyone knows that a jetliner can fly very well (nicely and safely) at FL 100 otherwise I can’t imagine how short sectors (including in congested airspace) can be made. Searching for options in that area it’s easy to find out that VVTS, Brunei or heading to HKG aren’t better than a 180 degrees returning to SIN, coincidently SIA home base, a place with a good support, several hospitals and an extra airplane as well.
Crews must not fly an airplane considering what a lawyer would say. They should consider first what is the appropriate option for everyone involved, including their company … this is part of their CRM I suppose.
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Hamil,
A rapid depressurisation is a serious event. Not all passengers are able to put on their oxygen masks. Not all drop down as they should, and the elderly, young and infirm will not always put them on. To then put them through additional, unnecessary unpressurised flight at 10,000, exposing them to further oxygen depravation for the sake of keeping the Company happy, is not only irresponsible but dangerous.
Hospitals are not much help to you if you are already dead.
A rapid depressurisation is a serious event. Not all passengers are able to put on their oxygen masks. Not all drop down as they should, and the elderly, young and infirm will not always put them on. To then put them through additional, unnecessary unpressurised flight at 10,000, exposing them to further oxygen depravation for the sake of keeping the Company happy, is not only irresponsible but dangerous.
Hospitals are not much help to you if you are already dead.
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It doesn't say "rapid depressurisation" anywhere in the article - it might have been a slow loss of pressure due to a leak or faulty valve or something. If that was the case, surely an alarm would have sounded as soon as it started to become unsafe... it doesn't necessarily mean the passengers were being starved of oxygen for a period of time, as would happen in the case of explosive decompression and subsequent inability to put on an oxygen mask. It sounds to me like, in this case, there was very little drama.
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Just one man's opinon, but this looks very much like a commercial decision.
Knowing Singapore a little, I think it unlikely the commander made this decision without a fair amount of prior consultation to the company.
get-home-itis again?
Knowing Singapore a little, I think it unlikely the commander made this decision without a fair amount of prior consultation to the company.
get-home-itis again?
Not all passengers are able to put on their oxygen masks. Not all drop down as they should, and the elderly, young and infirm will not always put them on.
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A rapid depressurisation is a serious event. Not all passengers are able to put on their oxygen masks. Not all drop down as they should, and the elderly, young and infirm will not always put them on. To then put them through additional, unnecessary unpressurised flight at 10,000, exposing them to further oxygen depravation for the sake of keeping the Company happy, is not only irresponsible but dangerous.
...don't forget that these masks are mostly for decoration and "a good feeling" only, the positive effect in terms of O2 is very small, ask any doctor.
get-home-itis again?
Captain`s decision must be based on several aspects and returning to SIN, 90 minutes away, over the South China Sea can be considered as a good decision in this case ... or am I wrong?
Personally I think it's wise to divert to a city that at least has some half decent restaurants!
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Worn out rubber
"I would have done it this way because I've sat in front of a mirror and pretended this very scenario happened to me. I made up my own words, and I didn't panic. And now, seasoned aviator or aviatrix that I am, though I've not actually flown a real airplane, I can categorically state without reservation or shred of humility that the SQ fellow, seasoned aviator, unlike me, made a grave error of stupendous proportions and he better watch out because, because, because..."
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Regarding a rapid depressurization and subsequent actions, we do not know the full details of the SQ incident, and indeed whether they suffered a rapid depressurization at all.
However, if we look at an event in detail, we can perhaps work out the best option if it really does occur.
1. There will be an initial loss of pressure, which may be very sudden, and may be accompanied by an increase in noise and sudden changes in temperature.
2. The oxygen masks should now auto deploy. Some, however will not. (As demonstrated in Air Tests).
3. The passengers, now probably in a state of mild, moderate or extreme panic will (perhaps) put their oxygen masks on. Some will take a considerable time to put them on, others ( especially the young, elderly or infirm), may not even put them on at all.
4. About 6 panic stricken minutes later the aeroplane levels out at say, 10,000 feet, and the passengers remove their masks.
The cabin attendants can now assess the state of the passengers.
However, how do say 14 cabin attendants, who are not doctors or qualified nurses make an accurate assessment of the medical condition of say 300 passengers,who have just experienced a rapid depressurization?
The passengers may appear to be alright, but what is their real condition?
How much have they been affected by the event?
Did some of them not have their masks on during the descent?
Do some of them have heart ailments, and are perilously close to having a heart attack?
The majority of passengers will also probably be in a state of shock.
So what is the best course of action for the Captain now? (Assuming of course, the aeroplane structure is sound, and the cause of the rapid depressurization has been identified),
A) Not land at the nearest suitable, and land somewhere else where they may be a replacement aeroplane. Fly there at 10,000 feet, which is in itself an abnormal cabin altitude to fly at, and exposes the passengers to even more oxygen depravation than what they are normally used to when they fly. (Cabin altitudes are normally in the 4,000-6000 foot range). Keep the passengers in a state of shock and pehaps panic for longer than necessary because you need to get the aeroplane to where the replacement is. Risk having someone perhaps dying as a consequence, but no matter, the aeroplane will get back to base, or
B) Land at the nearest suitable aerodrome. Panic over, passengers can breathe sea level oxygen again, and real doctors can attend to those who need attention. If someone dies on finals, you would have done the best you could.
However, if we look at an event in detail, we can perhaps work out the best option if it really does occur.
1. There will be an initial loss of pressure, which may be very sudden, and may be accompanied by an increase in noise and sudden changes in temperature.
2. The oxygen masks should now auto deploy. Some, however will not. (As demonstrated in Air Tests).
3. The passengers, now probably in a state of mild, moderate or extreme panic will (perhaps) put their oxygen masks on. Some will take a considerable time to put them on, others ( especially the young, elderly or infirm), may not even put them on at all.
4. About 6 panic stricken minutes later the aeroplane levels out at say, 10,000 feet, and the passengers remove their masks.
The cabin attendants can now assess the state of the passengers.
However, how do say 14 cabin attendants, who are not doctors or qualified nurses make an accurate assessment of the medical condition of say 300 passengers,who have just experienced a rapid depressurization?
The passengers may appear to be alright, but what is their real condition?
How much have they been affected by the event?
Did some of them not have their masks on during the descent?
Do some of them have heart ailments, and are perilously close to having a heart attack?
The majority of passengers will also probably be in a state of shock.
So what is the best course of action for the Captain now? (Assuming of course, the aeroplane structure is sound, and the cause of the rapid depressurization has been identified),
A) Not land at the nearest suitable, and land somewhere else where they may be a replacement aeroplane. Fly there at 10,000 feet, which is in itself an abnormal cabin altitude to fly at, and exposes the passengers to even more oxygen depravation than what they are normally used to when they fly. (Cabin altitudes are normally in the 4,000-6000 foot range). Keep the passengers in a state of shock and pehaps panic for longer than necessary because you need to get the aeroplane to where the replacement is. Risk having someone perhaps dying as a consequence, but no matter, the aeroplane will get back to base, or
B) Land at the nearest suitable aerodrome. Panic over, passengers can breathe sea level oxygen again, and real doctors can attend to those who need attention. If someone dies on finals, you would have done the best you could.
Last edited by Wornout Rubber; 4th Feb 2008 at 10:28.
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Wornout Rubber,
You werent the Captain! You didnt make the decisions! You most certainly dont have all the facts!
It sounds like this incident scared you and you werent even on the aircraft. If you are that bothered about it, I suggest you refrain from flying from now on!
OSOP
P.S. Amongst other things, on the aircraft I fly, the cabin regularly reaches 8000' and has been higher so I am afraid your arguments are wearing extremely thin!
You werent the Captain! You didnt make the decisions! You most certainly dont have all the facts!
It sounds like this incident scared you and you werent even on the aircraft. If you are that bothered about it, I suggest you refrain from flying from now on!
OSOP
P.S. Amongst other things, on the aircraft I fly, the cabin regularly reaches 8000' and has been higher so I am afraid your arguments are wearing extremely thin!
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I am not talking about what you would do on your Cessna 150 flying at 8,000 feet.
This is about us big boys flying the big jets.
It would help too if you read my first sentence:
"Regarding a rapid depressurization and subsequent actions, we do not know the full details of the SQ incident, and indeed whether they suffered a rapid depressurization at all."
I am not talking about what you would do on your Cessna 150 flying at 8,000 feet.
This is about us big boys flying the big jets.
It would help too if you read my first sentence:
"Regarding a rapid depressurization and subsequent actions, we do not know the full details of the SQ incident, and indeed whether they suffered a rapid depressurization at all."
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Warnout Rubber,
By that statement alone, you should just stop, pause and consider exactly what your opinion is before you go spouting off! Especially if you operate as one of the "big boys flying the big jets".
By the way, IMHO, trying to make your self more important by commenting on my credentials when you know nothing about me just makes you look more pathetic. I guess I better get back to my C150!
OSOP
Regarding a rapid depressurization and subsequent actions, we do not know the full details of the SQ incident, and indeed whether they suffered a rapid depressurization at all.
By the way, IMHO, trying to make your self more important by commenting on my credentials when you know nothing about me just makes you look more pathetic. I guess I better get back to my C150!
OSOP
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Wornout rubber,
you don't need to fly a 150 for your cabin to reach 8000'.
From the A330 FCOM:
It reaches these altitudes at F410
you don't need to fly a 150 for your cabin to reach 8000'.
From the A330 FCOM:
The cabin altitude is
limited to 7350 ft for flights longer than 2.5 hours, and 8000 ft for flights shorter than 2.5 hours.
limited to 7350 ft for flights longer than 2.5 hours, and 8000 ft for flights shorter than 2.5 hours.
Last edited by golfyankeesierra; 4th Feb 2008 at 16:03.
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Hi Wornout,
I don’t know if you’ve already had in your career a real situation like you described. Anyway, it is your decision and based on few details about that incident IMHO initially that crew did what was the best option in terms of safety, because we don’t know how far they were from SIN, we have absolutely no idea about weather en route, in SGN, Brunei and other alternates, etc. And also we don’t know if those guys decided to stay at 10,000 ft or at 8,000 ft (the same cabin altitude maintained on a B737 on FL 370) after reaching a safe altitude. In short: only hypothesis and few facts.
But I’m sure: SIA is a serious airline not a kindergarten.
Meanwhile it’s time to sit back and relax waiting for more information
I don’t know if you’ve already had in your career a real situation like you described. Anyway, it is your decision and based on few details about that incident IMHO initially that crew did what was the best option in terms of safety, because we don’t know how far they were from SIN, we have absolutely no idea about weather en route, in SGN, Brunei and other alternates, etc. And also we don’t know if those guys decided to stay at 10,000 ft or at 8,000 ft (the same cabin altitude maintained on a B737 on FL 370) after reaching a safe altitude. In short: only hypothesis and few facts.
But I’m sure: SIA is a serious airline not a kindergarten.
Meanwhile it’s time to sit back and relax waiting for more information
Jesus guys take a breath.................I don't know exactly what happened on the SQ 777 that day, do you?
If the situation warranted it I see NO problems returning to SIN.
Give the guy a break.
If the situation warranted it I see NO problems returning to SIN.
Give the guy a break.