A319 FO windshield blowout
Join Date: Feb 2004
Location: Australia
Posts: 1,307
Likes: 0
Received 0 Likes
on
0 Posts
The provision for exactly this type of accident is implemented, however. To prevent overloading the frame, two cockpit pressure sensors are installed with inlets on the OVHD panel. They will release the latches for the door to swing open if pressure is lost in the flight deck.
So how is the First Officer doing now? Speedy recovery to him.
@shimin, your English is great, these updates are much appreciated. It's great to get all the background on the pilot: he's clearly a true professional.
The crew of this aircraft did an amazing job.
The crew of this aircraft did an amazing job.
Join Date: Aug 2002
Location: Strategic hamlet
Posts: 115
Likes: 0
Received 0 Likes
on
0 Posts
Unfortunately I heard that the FO have blown eardrums and damage to the inner ear. He may be permanently grounded.
Anyway, a great job from the crew getting the aircraft down safely. ~FL240 isn't exactly a pleasant place to be in for an extended period, especially after an explosive decompression with a pilot dangling out of the cockpit.
Anyway, a great job from the crew getting the aircraft down safely. ~FL240 isn't exactly a pleasant place to be in for an extended period, especially after an explosive decompression with a pilot dangling out of the cockpit.
Most if not all airlines have decompression procedures for flight segments where a immediate decent to 10000 feet is not practical. Pilots are required to review those as they approach such areas. We get a reminder on the flight plan anytime we are entering a terrain critical area.
Join Date: Apr 2010
Location: China
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Apr 2010
Location: China
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
the news briefing just end and I am trying to do my best for the coming update!
Join Date: Apr 2010
Location: China
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
Thank you for your concern. He is getting better now. Many young colleagues(at his age) and/or flight schoolmates visit and take care him at the hospital. The photos and video clips are everywhere in local social media.
Thanks for your kind updates.
Let's hope the best for him so that he can fly again.
Let's hope the best for him so that he can fly again.
Is it known how the copilot managed to get back into the cockpit? Compared with the BA incident his injuries are less serious than those of the BA captain. Had he really been half outside of the window?
skadi
skadi
Join Date: Apr 2010
Location: China
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
Update：The captain said: Have to face the dilemma.
When windshield was suddenly broken, the temperature dropped to - 40C. The instruments failed, the instantaneous pressure lost and even the FO was sucked out half. The Captain Liu Chuanjian, with excellent flight skills and good psychological quality, made the aircraft safe and emergency landing.
In May 16th, Chengdu, Sichuan, in the news conference on the 3U8633 flight held by Sichuan Airlines, Captain Liu told the thrilling of his experience at the time.
Captain: Less than a second after reporting to ATC, the windshield burst.
Liu Chuanjian recalled that in that time, all the crews suddenly heard a "bang" of a burst. The crew members immediately responded to the issue, when the windshield had not fallen off. "The first reaction is to touch, to make it clear whether the bottom or the outer layer broke down. The rupture is like a steel glass block, a mesh. The touch makes me sure it is completely breaking, and I made the decision immediately to go back to the ground and report to the ATC." But just by that moment, the broke windshield popped off. When he reacted to it, he saw the half of the FO's body dropped out. "Then I tried to catch him and couldn't catch him. I looked back to check the state, the plane was dropping, the speed was increasing, I tried to make the second ATC report, and issued the code of 7700.” However, for the cause of the accident, Liu Chuanjian said, "I really dare not make any guesses. That is the technology beyond of my domain of knowledge. That is something of technical expertise."
At 40 degrees below zero, the first thing did not feel cold
Liu Chuanjian said there would be a variety of subjects in each training course and one of the them related to the event, "so I'm very familiar with the subject." He recalled that when the incident occurred, the plane was about 800 km / h. No sound was heard in his ears when the windshield just fell off. After a while, all the noise was heard, and the communication with the second captain was entirely gestural.
It is worth noting that, Liu Chuanjian said, when the incident just happened, there was no time to check OAT. According to the theory, the temperature should be around 40 degrees below zero. But he did not feel cold at the first time. Instead, he was concentrating on the state of the plane. He began to feel cold after feeling that the aircraft can be completely controlled by him. In addition, he also admitted that the first time was very scared, and later on until he tried and began to know the aircraft was under his control. It gradually turned better. "At that time, the wind was so strong that my body was in a state of deformation." He said he did not even think about what he did. Now, in retrospect, it is likely to be a disastrous consequence. "Maybe the plane might have lost."
Feel confident that the aircraft can be manipulated.
Liu Chuanjian stated that the decision to go back and emergency landing was made at the time because he was very confident about the route and the state of the failures. The decision was very decisive. "I recollect roughly that there are hundreds of flights to this route, which are very effective for the location and overall situation. There was no other choices by that time. I felt very confident until I felt that the plane could be manipulated”.
However, Liu Chuanjian also confessed that at that time the situation was bad, when the windshield broke off, the plane had many failures and had a great impact on the manipulation, making him feel very difficult at the beginning.
The most tangled descent: going fast or slower down?
Liu Chuanjian recalled the most difficult thing in the process of descent was to go faster or slower. "In the case of anoxia and cold, I hope that the aircraft will descend to a lower altitude as soon as possible, but if we want to go faster, the speed increases. Higher speed have more impact on us. The safety of the crew is not guaranteed. That is my dilemma. "
Liu Chuanjian said, finally he chose a relatively moderate scheme, which is based on ensuring the safety of the crew.
A feeling of fear now.
As for many of the articles and reports in praise of himself, Liu Chuanjian said, first of all thanks. The recent days he is good, mainly meet with the investigation team. But his rest has no impact. At the press conference, Liu Chuanjian's expression was slightly worse. He said probably because he was frightened, "there will be some feeling of fear now."
The Chinese version of "Captain Sully" belongs to the whole civil aviation circle.
Liu Chuanjian refused to compare himself with the Sully. As for honor, Liu Chuanjian said, "this is not my own, it belongs to China, and the whole civil aviation industry, including my crew, the ATC, AOC, the local authority and the Civil Aviation Administration, which is the honor of the civil aviation. Because honor itself is a very happy thing."
When windshield was suddenly broken, the temperature dropped to - 40C. The instruments failed, the instantaneous pressure lost and even the FO was sucked out half. The Captain Liu Chuanjian, with excellent flight skills and good psychological quality, made the aircraft safe and emergency landing.
In May 16th, Chengdu, Sichuan, in the news conference on the 3U8633 flight held by Sichuan Airlines, Captain Liu told the thrilling of his experience at the time.
Captain: Less than a second after reporting to ATC, the windshield burst.
Liu Chuanjian recalled that in that time, all the crews suddenly heard a "bang" of a burst. The crew members immediately responded to the issue, when the windshield had not fallen off. "The first reaction is to touch, to make it clear whether the bottom or the outer layer broke down. The rupture is like a steel glass block, a mesh. The touch makes me sure it is completely breaking, and I made the decision immediately to go back to the ground and report to the ATC." But just by that moment, the broke windshield popped off. When he reacted to it, he saw the half of the FO's body dropped out. "Then I tried to catch him and couldn't catch him. I looked back to check the state, the plane was dropping, the speed was increasing, I tried to make the second ATC report, and issued the code of 7700.” However, for the cause of the accident, Liu Chuanjian said, "I really dare not make any guesses. That is the technology beyond of my domain of knowledge. That is something of technical expertise."
At 40 degrees below zero, the first thing did not feel cold
Liu Chuanjian said there would be a variety of subjects in each training course and one of the them related to the event, "so I'm very familiar with the subject." He recalled that when the incident occurred, the plane was about 800 km / h. No sound was heard in his ears when the windshield just fell off. After a while, all the noise was heard, and the communication with the second captain was entirely gestural.
It is worth noting that, Liu Chuanjian said, when the incident just happened, there was no time to check OAT. According to the theory, the temperature should be around 40 degrees below zero. But he did not feel cold at the first time. Instead, he was concentrating on the state of the plane. He began to feel cold after feeling that the aircraft can be completely controlled by him. In addition, he also admitted that the first time was very scared, and later on until he tried and began to know the aircraft was under his control. It gradually turned better. "At that time, the wind was so strong that my body was in a state of deformation." He said he did not even think about what he did. Now, in retrospect, it is likely to be a disastrous consequence. "Maybe the plane might have lost."
Feel confident that the aircraft can be manipulated.
Liu Chuanjian stated that the decision to go back and emergency landing was made at the time because he was very confident about the route and the state of the failures. The decision was very decisive. "I recollect roughly that there are hundreds of flights to this route, which are very effective for the location and overall situation. There was no other choices by that time. I felt very confident until I felt that the plane could be manipulated”.
However, Liu Chuanjian also confessed that at that time the situation was bad, when the windshield broke off, the plane had many failures and had a great impact on the manipulation, making him feel very difficult at the beginning.
The most tangled descent: going fast or slower down?
Liu Chuanjian recalled the most difficult thing in the process of descent was to go faster or slower. "In the case of anoxia and cold, I hope that the aircraft will descend to a lower altitude as soon as possible, but if we want to go faster, the speed increases. Higher speed have more impact on us. The safety of the crew is not guaranteed. That is my dilemma. "
Liu Chuanjian said, finally he chose a relatively moderate scheme, which is based on ensuring the safety of the crew.
A feeling of fear now.
As for many of the articles and reports in praise of himself, Liu Chuanjian said, first of all thanks. The recent days he is good, mainly meet with the investigation team. But his rest has no impact. At the press conference, Liu Chuanjian's expression was slightly worse. He said probably because he was frightened, "there will be some feeling of fear now."
The Chinese version of "Captain Sully" belongs to the whole civil aviation circle.
Liu Chuanjian refused to compare himself with the Sully. As for honor, Liu Chuanjian said, "this is not my own, it belongs to China, and the whole civil aviation industry, including my crew, the ATC, AOC, the local authority and the Civil Aviation Administration, which is the honor of the civil aviation. Because honor itself is a very happy thing."
Join Date: Apr 2010
Location: China
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
Join Date: Apr 2010
Location: China
Posts: 46
Likes: 0
Received 0 Likes
on
0 Posts
Update: General manager of Sichuan Airlines: Honor and pride present only the past. Re-focusing on normal operation
Today, Sichuan Airlines held a news conference on 3U8633 flight events. General manager Shi Zuyi confirmed the Captain Liu Chuanjian has a total 13,666 flight hours; Second Captain Liang Peng has a total 8,789 hours; FO Xu Ruichen has a total 2,801 hours. The cabin crews consist with 5 members.
(My words: In the standard two-man cockpit, Chinese airlines always keep the traditional three-man crew dedicated in high-high plateau operations of western China. Two of them must be the qualification of Captain. Lucky, on the flight of 3U8633, both captains are flight instructors. This time, the old fashion of three-man crew system works!)
At present, 1 cabin member is injured in the waist and treated in the Department of orthopedics ward. The FO got some skin abrasions and is still in the emergency room to be observed. The other members are in general good. “They need to take full rest, adjust the psychological and health care. After reasonable health observation, all of them will go back and continue to fulfill the duty of safe flight." Shi Zuyi said.
The windshield is the original part. Since the introduction into operation in July 26, 2011, no record of failure and no replacement. The passengers onboard are 119, without children and infants. 65 pieces of luggage are loaded, total 717 kg. Shipment of 36 pieces, with total 269 kg. No lithium battery and other dangerous goods. After safely landing at Chengdu, passengers turned to the terminal under the guidance and changed their flight to 3U8695, from Chengdu to Lhasa, and arrived at Lhasa at 12: 09. Totally 27 discomforted passengers went to hospital, accompanied by the staff of Sichuan Airlines, and did not see any obvious abnormalities. The follow-up was accompanied by the staff, the hyperbaric oxygen therapy and psychological counseling were carried out and stay at hospital to be observed. All observations were completed at 22:00 in May 15th. In departure from hospital, the follow-up trip was properly arranged by the airlines. "The emergency services and aftermath handling are orderly and effective." Shi Zuyi said.
Shi Zuyi said that the investigation is just at its beginning. No further details and comments on the accident. He emphasized that honor and pride should return to zero point. Now it is the time to re-focused on the normal operation and try to keep safety every day and every flight.
Today, Sichuan Airlines held a news conference on 3U8633 flight events. General manager Shi Zuyi confirmed the Captain Liu Chuanjian has a total 13,666 flight hours; Second Captain Liang Peng has a total 8,789 hours; FO Xu Ruichen has a total 2,801 hours. The cabin crews consist with 5 members.
(My words: In the standard two-man cockpit, Chinese airlines always keep the traditional three-man crew dedicated in high-high plateau operations of western China. Two of them must be the qualification of Captain. Lucky, on the flight of 3U8633, both captains are flight instructors. This time, the old fashion of three-man crew system works!)
At present, 1 cabin member is injured in the waist and treated in the Department of orthopedics ward. The FO got some skin abrasions and is still in the emergency room to be observed. The other members are in general good. “They need to take full rest, adjust the psychological and health care. After reasonable health observation, all of them will go back and continue to fulfill the duty of safe flight." Shi Zuyi said.
The windshield is the original part. Since the introduction into operation in July 26, 2011, no record of failure and no replacement. The passengers onboard are 119, without children and infants. 65 pieces of luggage are loaded, total 717 kg. Shipment of 36 pieces, with total 269 kg. No lithium battery and other dangerous goods. After safely landing at Chengdu, passengers turned to the terminal under the guidance and changed their flight to 3U8695, from Chengdu to Lhasa, and arrived at Lhasa at 12: 09. Totally 27 discomforted passengers went to hospital, accompanied by the staff of Sichuan Airlines, and did not see any obvious abnormalities. The follow-up was accompanied by the staff, the hyperbaric oxygen therapy and psychological counseling were carried out and stay at hospital to be observed. All observations were completed at 22:00 in May 15th. In departure from hospital, the follow-up trip was properly arranged by the airlines. "The emergency services and aftermath handling are orderly and effective." Shi Zuyi said.
Shi Zuyi said that the investigation is just at its beginning. No further details and comments on the accident. He emphasized that honor and pride should return to zero point. Now it is the time to re-focused on the normal operation and try to keep safety every day and every flight.
I am in awe of Capt Liu Chanjian and all of his crew. They did a magnificent job of successfully dealing with a pretty horrendous event. I am particularly interested to note that Capt Chanjian was so obviously competent in dealing with a total lack of automatics and hand-flying the aircraft to a very successful conclusion. For years and years I, and many of my contemporaries, have been ridiculed by the children of the magenta line for banging on about the wisdom of continuing to practice the art of hand-flying our aircraft and having the skill to switch everything off and get down to minimums raw data. Management just love the automatic button-pushing method for it works most of the time and it saves them money. I doubt if I could have done as good a job as Capt Chanjian but with my background of 18 years in the military and my insistence of keeping my hand flying skills in current practice, I might have given it a good try. If I was going to work tomorrow and I was a child of the magenta line and going to spend the day behind an A319 windscreen, I would be seriously wondering how I could cope with this sort of situation and whether I have really been adequately
trained to deal with it.
trained to deal with it.
Psychophysiological entity
Google finding increasing number of pictures of the captain and crew.
One picture shows the combing/switch panel torn out of line upwards with consequent wiring damage. I imagine that was caused by the shoulder of the first officer. No doubt airflow as well of course.
One picture shows the combing/switch panel torn out of line upwards with consequent wiring damage. I imagine that was caused by the shoulder of the first officer. No doubt airflow as well of course.
Join Date: Sep 1999
Location: United Kingdom
Posts: 929
Likes: 0
Received 0 Likes
on
0 Posts
Seems a great job done by this crew. Unlike on face value the ATR crew that would seem were more interested in filming it than switching off the heating/power to the affected screen.