A319 FO windshield blowout
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Part IV: Captain should be the mainstay of the aircraft
Narratage: The source of faith is Liu Chuanjian. In the air force, he had decade of experience in flight, trained as strict fighter pilot, and later, Liu Chuanjian became a flight instructor in AF school and brought out a lot of pilots. In 2006, he was transferred to the civil aviation.
Liu Chuanjian: AF recruitment elimination rate is very high. We were advocated eight qualities there, top demand. It was very difficult to be recruited. For example, in a province only ten or twenty, the whole recruitment is very low, the elimination rate is very high, the results after the elimination rate is very high, 70% to 80%. Finally, only less 20% of them can really become fighter pilots.
Anchor: But from the fighter pilots to the civil aviation, from the flight technology, is there any difference?
Liu Chuanjian: The basic skills are the same. Civil plane is equipped full automation and you need to follow all SOPs. In the military domain, we have another characteristic, flexible. You need to do everything fast in your own way, from decision and action. Or you will be killed. In air transport, safety come from another fashion. You can’t kill others for your safety. In such a definition, comes the element which we call it as comfort. So, there are some differences in handling.
Anchor: I do my research for this interview. Guys like you are in AF flight academy are well trained with special projects in extreme circumstances.
Liu Chuanjian: Yes, each model will be independent in the expected course, such as what we should do in the course, how we do it. How do we learn it, how do I prepare it before flying.
Anchor: Was it similar to the windshield bursting, has there been such an emergency learning?
Liu Chuanjian: No. I was impressed by the British Airways flight 5390, I saw it several times.
Anchor: The accident in 1990 in England.
Liu Chuanjian: Yes, it was made into a movie. I was very impressed. I had seen it several times.
Narratage: In June 10, 1990, British Airways flight 5390 took off from Birmingham to Mallorca, Spain. During the flight, a windshield flew off suddenly and pulled the captain out of the plane. Later, with the efforts of the FO, the plane landed safely in Southampton, and the captain survived miraculously. In the later decades, the British Airways incident was regarded as a miracle in the history of aviation. However, the plane that Liu Chuanjian was flying was even more dangerous than that of British Airways 5930. In addition to the difference in height and speed, beneath Liu Chuanjian's plane is the Qinghai Tibet Plateau, which stands on the tip of the glacier. Once the conventional operation goes down, it will inevitably hit the iceberg, and the consequences will be disastrous.
Anchor: Can you hear the reaction of passengers behind you in that position? Sounds.
Liu Chuanjian: No, I can't hear anything.
Interviewer: Did you talk to the passengers on the radio?
Liu Chuanjian: I can't make PA.
Anchor: all the equipment is out of order.
Liu Chuanjian: Not malfunction, I just don't know whether existing the failure, because this time the wind, the noise, is in dominant position, I have no any more energy to go, I have no automatic equipment, I want to manipulate the aircraft, I cannot carry out any radio. Finally, because I believe that the cabin crew were well trained, we are professional personnel. They are very good. If they encounter such a situation, they should handle it without problems.
Anchor: That is to say, your duty is to control the aircraft.
Liu Chuanjian: Yes, I think it's my duty to control the plane, not to let the plane fall, and bring the plane into the runway. That's what I thought. I don't even do anything else, but I have to do this (safe landing).
Anchor: But when you report back to the tower, you do not get such a reply. How do you make a decision?
Liu Chuanjian: In this critical time, we needn’t follow such a reply from ATC.
Anchor: Do you decide yourself?
Liu Chuanjian: Yes, in case of crisis, we may get nothing from a reply. It is a responsibility given to our captain.
Narratage: Under Liu Chuanjian's control, the windshield burst aircraft continued to fly. Fortunately, twenty or thirty seconds after the windshield burst, Xu Ruichen, the FO who was forced by the strong pressure difference returned to the cockpit.
Anchor: How did he come back?
Liu Chuanjian: After the blasting, pressure difference disappeared. In fact, the wind goes in. If the airstream is going out, he will be kept outside.
Anchor: What kind of cooperation did he have with you after coming back?
Liu Chuanjian: Basically, no cooperation, I was concentrating on controlling the plane at that time, and I basically did not manage him because I could not manage him.
Narratage: The source of faith is Liu Chuanjian. In the air force, he had decade of experience in flight, trained as strict fighter pilot, and later, Liu Chuanjian became a flight instructor in AF school and brought out a lot of pilots. In 2006, he was transferred to the civil aviation.
Liu Chuanjian: AF recruitment elimination rate is very high. We were advocated eight qualities there, top demand. It was very difficult to be recruited. For example, in a province only ten or twenty, the whole recruitment is very low, the elimination rate is very high, the results after the elimination rate is very high, 70% to 80%. Finally, only less 20% of them can really become fighter pilots.
Anchor: But from the fighter pilots to the civil aviation, from the flight technology, is there any difference?
Liu Chuanjian: The basic skills are the same. Civil plane is equipped full automation and you need to follow all SOPs. In the military domain, we have another characteristic, flexible. You need to do everything fast in your own way, from decision and action. Or you will be killed. In air transport, safety come from another fashion. You can’t kill others for your safety. In such a definition, comes the element which we call it as comfort. So, there are some differences in handling.
Anchor: I do my research for this interview. Guys like you are in AF flight academy are well trained with special projects in extreme circumstances.
Liu Chuanjian: Yes, each model will be independent in the expected course, such as what we should do in the course, how we do it. How do we learn it, how do I prepare it before flying.
Anchor: Was it similar to the windshield bursting, has there been such an emergency learning?
Liu Chuanjian: No. I was impressed by the British Airways flight 5390, I saw it several times.
Anchor: The accident in 1990 in England.
Liu Chuanjian: Yes, it was made into a movie. I was very impressed. I had seen it several times.
Narratage: In June 10, 1990, British Airways flight 5390 took off from Birmingham to Mallorca, Spain. During the flight, a windshield flew off suddenly and pulled the captain out of the plane. Later, with the efforts of the FO, the plane landed safely in Southampton, and the captain survived miraculously. In the later decades, the British Airways incident was regarded as a miracle in the history of aviation. However, the plane that Liu Chuanjian was flying was even more dangerous than that of British Airways 5930. In addition to the difference in height and speed, beneath Liu Chuanjian's plane is the Qinghai Tibet Plateau, which stands on the tip of the glacier. Once the conventional operation goes down, it will inevitably hit the iceberg, and the consequences will be disastrous.
Anchor: Can you hear the reaction of passengers behind you in that position? Sounds.
Liu Chuanjian: No, I can't hear anything.
Interviewer: Did you talk to the passengers on the radio?
Liu Chuanjian: I can't make PA.
Anchor: all the equipment is out of order.
Liu Chuanjian: Not malfunction, I just don't know whether existing the failure, because this time the wind, the noise, is in dominant position, I have no any more energy to go, I have no automatic equipment, I want to manipulate the aircraft, I cannot carry out any radio. Finally, because I believe that the cabin crew were well trained, we are professional personnel. They are very good. If they encounter such a situation, they should handle it without problems.
Anchor: That is to say, your duty is to control the aircraft.
Liu Chuanjian: Yes, I think it's my duty to control the plane, not to let the plane fall, and bring the plane into the runway. That's what I thought. I don't even do anything else, but I have to do this (safe landing).
Anchor: But when you report back to the tower, you do not get such a reply. How do you make a decision?
Liu Chuanjian: In this critical time, we needn’t follow such a reply from ATC.
Anchor: Do you decide yourself?
Liu Chuanjian: Yes, in case of crisis, we may get nothing from a reply. It is a responsibility given to our captain.
Narratage: Under Liu Chuanjian's control, the windshield burst aircraft continued to fly. Fortunately, twenty or thirty seconds after the windshield burst, Xu Ruichen, the FO who was forced by the strong pressure difference returned to the cockpit.
Anchor: How did he come back?
Liu Chuanjian: After the blasting, pressure difference disappeared. In fact, the wind goes in. If the airstream is going out, he will be kept outside.
Anchor: What kind of cooperation did he have with you after coming back?
Liu Chuanjian: Basically, no cooperation, I was concentrating on controlling the plane at that time, and I basically did not manage him because I could not manage him.
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Part V: Team work and battle for living
Narratage: After the accident, Liang Peng, the second captain was seating at the cabin, realizing that the plane was in great trouble. He entered the cockpit at once.
Anchor: How long did you get into the cockpit?
Liang Peng: Now I can't remember it exactly. Bi Nan, the chief purser, gave me a gesture.
Anchor: What is her gestures to you?
Liang Peng: She gave me just to mean that she was so worried. What I thought that she was afraid that in this environment, people were very easy to lose consciousness. I was afraid that the two of them were lost in the inside, and I had to get in.
Anchor: Into the cockpit, what do you see?
Liang Peng: Entering the cockpit, the first thing I saw was that the plane was turning, and the below is full of hills.
Anchor: It's all mountain?
Liang Peng: Yes, we are on the mountains. Then I just sit up right now, fasten the seat belt, and I'll get the oxygen mask out immediately, and give it to the captain. I say you wear it, he says he is okay. I say okay and put it on my face, and then take his out for him. The next is because we fly so high in the particular loss of pressure, we need to find out where we should fly and how high we should go and how much the local height. I took out my electronic flight bag and read out of our special procedure for Lhasa, and I show him that we're going to fly to Chongzhou, and we're going the most is the FL220. He said okay. I made plans for him, which means I did the rest of two parts, navigation and communications thus he could keep his full energy and talent on the first thing, aviate.
Anchor: The state of the captain?
Liang Peng: He was flying very attentively and keeping the state of the plane well. That is our main thing.
Narratage: After the loss of pressure on the cockpit, violent winds blow over the flight components control panel. Many of the data and indication that usually be used as a basis for judgment have been destroyed or become impossible to confirm. The FCUs are destroyed, which is the equivalent of a plane from a smart car to a walking tractor. Autopilot is not possible. It must be done manually. Lucky, this is the domain of Captain Liu with experience of flying his military aircraft. It is not a big deal to him.
Anchor: I saw the information that the panel of the flight control units were blown up.
Liu Chuanjian: Opened.
Anchor: What's the impact after being opened?
Liu Chuanjian: A lot of equipment, but I do not know. It may cause fault information, innumerable fault information, so I will tell later, including configuration change and lower the flaps and landing gears… Every time I do an action, I am very entangled. I was afraid that every operation may change the current attitude because of unknown failures. If we cannot control the attitude, all the previous effects are wasted. Every decision and/or action before making, I am very entangled in the mind. This is why I prefer to manual flying. I gave up every available equipment as long as unnecessary and had to use, because there may be some bad consequences, I have no method to assess timely. My principle is “so far so good”. Now I can control the aircraft, but if I do anything more, plane may become uncontrollable. How do I do it? This is why I intertwined here.
Narratage: Flight data showed that at about 07:07 a.m. in May 14, 2018, the flight 3U8633 began to descend from about 32000 feet.
Anchor: What kind of process should it be?
Liu Chuanjian: Faster at the beginning, because I haven't taken over the plane yet. When the aircraft is my control, the plane is in descent at a little bigger speed. At this time the plane is at the attitude just kept. Therefore, the speed is keeping growth, and the throttle is at the powerful position. The aircraft is losing altitude fast. When taking over, I felt the aircraft could be manipulated. What the first thing to do is let it gradually decreasing. I tried my best to control the plane, because the plane was turning on with a bank and going down fast. I looked at my instrument. I was not sure the readout of the speed was true or false. And the speed was increasing, so my next (guessed) action I did was to pull the throttle back to idle position and then manipulate the flying machine.
Anchor: Is this the only choice to this situation?
Liu Chuanjian: Yes, the only option is to keep the plane from being further damaged. If our plane loses its attitude, it will keep falling in some cases and then deep stall.
Anchor: Stalling?
Liu Chuanjian: If you are in the incorrect attitude, not in the right one.
Anchor: What about that result?
Liu Chuanjian: My plane dropped directly into the mountains.
Narratage: In the case of gale, loud noise, low temperature and anoxia, Liu Chuanjian's every action in the cockpit is extremely difficult.
Narratage: After the accident, Liang Peng, the second captain was seating at the cabin, realizing that the plane was in great trouble. He entered the cockpit at once.
Anchor: How long did you get into the cockpit?
Liang Peng: Now I can't remember it exactly. Bi Nan, the chief purser, gave me a gesture.
Anchor: What is her gestures to you?
Liang Peng: She gave me just to mean that she was so worried. What I thought that she was afraid that in this environment, people were very easy to lose consciousness. I was afraid that the two of them were lost in the inside, and I had to get in.
Anchor: Into the cockpit, what do you see?
Liang Peng: Entering the cockpit, the first thing I saw was that the plane was turning, and the below is full of hills.
Anchor: It's all mountain?
Liang Peng: Yes, we are on the mountains. Then I just sit up right now, fasten the seat belt, and I'll get the oxygen mask out immediately, and give it to the captain. I say you wear it, he says he is okay. I say okay and put it on my face, and then take his out for him. The next is because we fly so high in the particular loss of pressure, we need to find out where we should fly and how high we should go and how much the local height. I took out my electronic flight bag and read out of our special procedure for Lhasa, and I show him that we're going to fly to Chongzhou, and we're going the most is the FL220. He said okay. I made plans for him, which means I did the rest of two parts, navigation and communications thus he could keep his full energy and talent on the first thing, aviate.
Anchor: The state of the captain?
Liang Peng: He was flying very attentively and keeping the state of the plane well. That is our main thing.
Narratage: After the loss of pressure on the cockpit, violent winds blow over the flight components control panel. Many of the data and indication that usually be used as a basis for judgment have been destroyed or become impossible to confirm. The FCUs are destroyed, which is the equivalent of a plane from a smart car to a walking tractor. Autopilot is not possible. It must be done manually. Lucky, this is the domain of Captain Liu with experience of flying his military aircraft. It is not a big deal to him.
Anchor: I saw the information that the panel of the flight control units were blown up.
Liu Chuanjian: Opened.
Anchor: What's the impact after being opened?
Liu Chuanjian: A lot of equipment, but I do not know. It may cause fault information, innumerable fault information, so I will tell later, including configuration change and lower the flaps and landing gears… Every time I do an action, I am very entangled. I was afraid that every operation may change the current attitude because of unknown failures. If we cannot control the attitude, all the previous effects are wasted. Every decision and/or action before making, I am very entangled in the mind. This is why I prefer to manual flying. I gave up every available equipment as long as unnecessary and had to use, because there may be some bad consequences, I have no method to assess timely. My principle is “so far so good”. Now I can control the aircraft, but if I do anything more, plane may become uncontrollable. How do I do it? This is why I intertwined here.
Narratage: Flight data showed that at about 07:07 a.m. in May 14, 2018, the flight 3U8633 began to descend from about 32000 feet.
Anchor: What kind of process should it be?
Liu Chuanjian: Faster at the beginning, because I haven't taken over the plane yet. When the aircraft is my control, the plane is in descent at a little bigger speed. At this time the plane is at the attitude just kept. Therefore, the speed is keeping growth, and the throttle is at the powerful position. The aircraft is losing altitude fast. When taking over, I felt the aircraft could be manipulated. What the first thing to do is let it gradually decreasing. I tried my best to control the plane, because the plane was turning on with a bank and going down fast. I looked at my instrument. I was not sure the readout of the speed was true or false. And the speed was increasing, so my next (guessed) action I did was to pull the throttle back to idle position and then manipulate the flying machine.
Anchor: Is this the only choice to this situation?
Liu Chuanjian: Yes, the only option is to keep the plane from being further damaged. If our plane loses its attitude, it will keep falling in some cases and then deep stall.
Anchor: Stalling?
Liu Chuanjian: If you are in the incorrect attitude, not in the right one.
Anchor: What about that result?
Liu Chuanjian: My plane dropped directly into the mountains.
Narratage: In the case of gale, loud noise, low temperature and anoxia, Liu Chuanjian's every action in the cockpit is extremely difficult.
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Anyone else need a sick bag?
There’s so much back slapping going on here it’s making me feel queasy.
Yes, the captain got the plane down, in much the same manner that any of us professionals would have.
But do we really need to go on, and on, and on about it?
As a daily spectator to the basket case, foolish stupidity, and dangerous ineptitude that is Chinese aviation it’s very, very hard not to be cynical.
My impression is they’re using this rare case of a well-handled emergency to cover up all the other crap that goes on behind the great firewall of China.
The vast majority of cock-ups we don’t hear about, thanks to the stranglehold of social media and freedom of speech.
There’s so much back slapping going on here it’s making me feel queasy.
Yes, the captain got the plane down, in much the same manner that any of us professionals would have.
But do we really need to go on, and on, and on about it?
As a daily spectator to the basket case, foolish stupidity, and dangerous ineptitude that is Chinese aviation it’s very, very hard not to be cynical.
My impression is they’re using this rare case of a well-handled emergency to cover up all the other crap that goes on behind the great firewall of China.
The vast majority of cock-ups we don’t hear about, thanks to the stranglehold of social media and freedom of speech.
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Part VI: Why we need the old fashion of aviation, including the three-man crew
Anchor: Now you began to feel the low temperature?
Liu Chuanjian: It's getting cold, finally, my whole body is shaking (due to the cold). My second captain is keeping touch me with his hands, and he is encouraging me. When he touched me, he felt my body shaking. I know he is encouraging me, and I'm telling back him I am not in afraid of but just too cold.
Anchor: But you indeed feel that his way of doing that is a kind of encouragement to you, right?
Liu Chuanjian: It feels like the body is shaking, because it's cold. He stroked me and told me that people would feel better due to be touching. Therefore, he is keeping touch me with his hands.
Anchor: What about the copilot?
Liang Peng: Our copilot was injured; his body was injured. Meanwhile, he had nothing in front of him. He could really do little by that time.
(My understanding: Liang’s means FO couldn’t do any favors from soothe the captain to fly plane due to his conditions)
Anchor: So how do you place a copilot?
Liang Peng: I told him, 7700, I sent him to supervise, I let him have been responsible for 7700 recognition.
Anchor: 7700 talks?
Liang Peng: it's code of 7700. This is one of our transponders, because we didn't have a way to communicate. If the 7700 is keeping sending, the ground could see us, and we let everybody know we are in an emergency. But we were going to have to press it out for a while, let everybody knowing our situation. He was suck out and came back. At that time, he was with a little scared. Thus, one of my work is keeping pacify both of them. Liu was so cold. I kept touching him and touching his arms. I said we were good, we have no problem. One is the heat generated by friction, which is the same way to comfort our copilot. You were no problem. You were problem, too. That's all. That is what I am doing at that time.
Anchor: Is such a situation of the copilot, is there a seat or bunk for him?
Liang Peng: He sit on his seat.
Anchor: Sitting in the FO’s seat.
Liang Peng: Yes. I took the microphone and headphones of the captain side. I am keeping sending to the tower, to the ground for the whole time to report what we are going to do and where we are, but we cannot hear anything.
Anchor: Only be in one way transmission.
Liang Peng: Yes, that's what I call blind send. I express to the tower, what I am going to do now, and the they will do the rest, everything to save us.
Anchor: Now you began to feel the low temperature?
Liu Chuanjian: It's getting cold, finally, my whole body is shaking (due to the cold). My second captain is keeping touch me with his hands, and he is encouraging me. When he touched me, he felt my body shaking. I know he is encouraging me, and I'm telling back him I am not in afraid of but just too cold.
Anchor: But you indeed feel that his way of doing that is a kind of encouragement to you, right?
Liu Chuanjian: It feels like the body is shaking, because it's cold. He stroked me and told me that people would feel better due to be touching. Therefore, he is keeping touch me with his hands.
Anchor: What about the copilot?
Liang Peng: Our copilot was injured; his body was injured. Meanwhile, he had nothing in front of him. He could really do little by that time.
(My understanding: Liang’s means FO couldn’t do any favors from soothe the captain to fly plane due to his conditions)
Anchor: So how do you place a copilot?
Liang Peng: I told him, 7700, I sent him to supervise, I let him have been responsible for 7700 recognition.
Anchor: 7700 talks?
Liang Peng: it's code of 7700. This is one of our transponders, because we didn't have a way to communicate. If the 7700 is keeping sending, the ground could see us, and we let everybody know we are in an emergency. But we were going to have to press it out for a while, let everybody knowing our situation. He was suck out and came back. At that time, he was with a little scared. Thus, one of my work is keeping pacify both of them. Liu was so cold. I kept touching him and touching his arms. I said we were good, we have no problem. One is the heat generated by friction, which is the same way to comfort our copilot. You were no problem. You were problem, too. That's all. That is what I am doing at that time.
Anchor: Is such a situation of the copilot, is there a seat or bunk for him?
Liang Peng: He sit on his seat.
Anchor: Sitting in the FO’s seat.
Liang Peng: Yes. I took the microphone and headphones of the captain side. I am keeping sending to the tower, to the ground for the whole time to report what we are going to do and where we are, but we cannot hear anything.
Anchor: Only be in one way transmission.
Liang Peng: Yes, that's what I call blind send. I express to the tower, what I am going to do now, and the they will do the rest, everything to save us.
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From the narrative so far, it appears that the Captain hand-flew the aircraft in a 180 degree turn while descending from FL330 to FL230 without oxygen.
If true, that seems almost unbelievable.
I’ve done a decompression chamber exercise at FL250. I survived less than 3 minutes.
I wonder if he did find the oxy mask at some point. Or maybe the second Captain got his oxy on.
If true, that seems almost unbelievable.
I’ve done a decompression chamber exercise at FL250. I survived less than 3 minutes.
I wonder if he did find the oxy mask at some point. Or maybe the second Captain got his oxy on.
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From the narrative so far, it appears that the Captain hand-flew the aircraft in a 180 degree turn while descending from FL330 to FL230 without oxygen.
If true, that seems almost unbelievable.
I’ve done a decompression chamber exercise at FL250. I survived less than 3 minutes.
I wonder if he did find the oxy mask at some point. Or maybe the second Captain got his oxy on.
If true, that seems almost unbelievable.
I’ve done a decompression chamber exercise at FL250. I survived less than 3 minutes.
I wonder if he did find the oxy mask at some point. Or maybe the second Captain got his oxy on.
......
Liang Peng: Yes, we are on the mountains. Then I just sit up right now, fasten the seat belt, and I'll get the oxygen mask out immediately, and give it to the captain. I say you wear it, he says he is okay. I say okay and put it on my face, and then take his out for him.
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Part VII: The critical five minutes
Tower call: 8633 Chengdu, 8633 Chengdu.
Narratage: Meanwhile, Chengdu ATC has not forgotten the 3U8633 flight. The air traffic controller on duty has called 3U8633 for many times, but 3U8633 has not responded. ATC has asked other flights to assist calls and has not had any reply from 3U8633.
Tower call: Please call 8633 in the group, see if you can call it, Sichuan 8633, Chengdu calls you, Sichuas 8633, Chengdu calls you, 8633, Chengdu calls you….
At 7:10 in the morning of May 14, 2018, the radar of the Southwest ATCB showed the 3U8633 flight issued the code A7700. All the duty controllers immediately run into the emergency working state. They commanded the emergency evacuation of the 6 aircraft nearby and made the military coordination. At Chengdu Shuangliu Airport, 8 aircraft towards to the runway immediately stopped taking off and 15 more aircraft on the apron were stopped. All provide the best airspace environment for the emergency landing of 3U8633 flight.
Anchor: How long did it take to control the whole plane to a good state?
Liu Chuanjian: Around five minutes.
Interviewer: What kind of process did you experience in the five minutes?
Liu Chuanjian: Very complex, very complex.
Anchor: Why do you use the word of complex?
Liu Chuanjian: I thought a lot at that time, I really thought a lot.
Anchor: What is the most important to think about?
Liu Chuanjian: For the most time, I am thinking how to keep the plane well in the maximum effect. This is the duty as the captain. Do not let the plane fall, this is the most I think. Then I should try to ensure more people safety. That's what I thought.
Anchor: You mean you were preparing the bad result?
Liu Chuanjian: Yes, in fact, there was the idea. I had to prepare the bad side.
Anchor: What did you prepared the worst frightening situation?
Liu Chuanjian: At that time, I was really worried that loss of the plane before I had full control over the plane.
Anchor: If that happens, how can you ensure the safety and possibility to save people?
Liu Chuanjian: If I can't control the aircraft, I will try to do my best for it. If something bad really happens, it can't be imagined today.
Anchor: These five minutes should be a particularly tough in your life.
Liu Chuanjian: Yes, it's very torment. To tell the truth, there are still a lot of entanglements in the process, including the use of some of equipment later, in fact, I am very, very prudence.
Anchor: does prudence mean?
Liu Chuanjian: at that time, we had numerous faults in it, which were actually a very big test for me.
Narratage: At 07:11 in the morning of May 14th, the flight 3U8633 dropped from 32000 feet to 24000 feet.
Anchor: After five minutes, you said that the attitude of the aircraft has entered a relatively stable state. What do you want to do at this time?
Liu Chuanjian: Still operating the aircraft. I can let it go automatically as usual (My word: Liu means he want not to engage the AP). A relaxed aircraft may change a lot.
Anchor: But you realize the safer?
Liu Chuanjian: Yes, it's much safer. Once I felt the plane in my hand, it was a lot safer.
Anchor: Dis you have any communication with the FO?
Liu Chuanjian: At that time, I had communication with my second captain. The second captain came in timely, and he told me that the all passengers were safe.
Anchor: Did you hear his words by that time?
Liu Chuanjian: No. Actually, he didn't tell me with voice( due to the heavy wind noise). He gave me with hand language.
Anchor: Gestures?
Liu Chuanjian: Yes.
Anchor: What is this, OK?
Liu Chuanjian: This means our back is OK, that is our slang. The back mean the cabin, the passenger is OK.
Anchor: What is the reaction to your mind?
Liu Chuanjian: More excited. When he told me that fact, I thought I'd have to fly them back today and the idea is getting more firmed.
Anchor: Had that messenger have such a great power for you?
Liu Chuanjian: Most great power. All my career is that. I really do, I know, I know, every flight behind me is the passengers. Flying with them safely is my job. At any time, in any case, to ensure the safety of passengers and the safety of aircraft, as the captain, it is my primary responsibility, and I really do not think other too much. Every time you fly, you put this in front.
Anchor: More than 100 lives behind you.
Liu Chuanjian: Then countless families, and plus the related personnel. Even in the smallest A319, we fly in the three models, A321 may be about more than 190 people. At the most, the 319 model is 132. So, every time I fly, this is the one that emphasizes in my mind, and at any time I want to ensure that in my capacity. I should guarantee the safety of the passengers. This is what I should do. This is the captain's duty, en…it should be.
Tower call: 8633 Chengdu, 8633 Chengdu.
Narratage: Meanwhile, Chengdu ATC has not forgotten the 3U8633 flight. The air traffic controller on duty has called 3U8633 for many times, but 3U8633 has not responded. ATC has asked other flights to assist calls and has not had any reply from 3U8633.
Tower call: Please call 8633 in the group, see if you can call it, Sichuan 8633, Chengdu calls you, Sichuas 8633, Chengdu calls you, 8633, Chengdu calls you….
At 7:10 in the morning of May 14, 2018, the radar of the Southwest ATCB showed the 3U8633 flight issued the code A7700. All the duty controllers immediately run into the emergency working state. They commanded the emergency evacuation of the 6 aircraft nearby and made the military coordination. At Chengdu Shuangliu Airport, 8 aircraft towards to the runway immediately stopped taking off and 15 more aircraft on the apron were stopped. All provide the best airspace environment for the emergency landing of 3U8633 flight.
Anchor: How long did it take to control the whole plane to a good state?
Liu Chuanjian: Around five minutes.
Interviewer: What kind of process did you experience in the five minutes?
Liu Chuanjian: Very complex, very complex.
Anchor: Why do you use the word of complex?
Liu Chuanjian: I thought a lot at that time, I really thought a lot.
Anchor: What is the most important to think about?
Liu Chuanjian: For the most time, I am thinking how to keep the plane well in the maximum effect. This is the duty as the captain. Do not let the plane fall, this is the most I think. Then I should try to ensure more people safety. That's what I thought.
Anchor: You mean you were preparing the bad result?
Liu Chuanjian: Yes, in fact, there was the idea. I had to prepare the bad side.
Anchor: What did you prepared the worst frightening situation?
Liu Chuanjian: At that time, I was really worried that loss of the plane before I had full control over the plane.
Anchor: If that happens, how can you ensure the safety and possibility to save people?
Liu Chuanjian: If I can't control the aircraft, I will try to do my best for it. If something bad really happens, it can't be imagined today.
Anchor: These five minutes should be a particularly tough in your life.
Liu Chuanjian: Yes, it's very torment. To tell the truth, there are still a lot of entanglements in the process, including the use of some of equipment later, in fact, I am very, very prudence.
Anchor: does prudence mean?
Liu Chuanjian: at that time, we had numerous faults in it, which were actually a very big test for me.
Narratage: At 07:11 in the morning of May 14th, the flight 3U8633 dropped from 32000 feet to 24000 feet.
Anchor: After five minutes, you said that the attitude of the aircraft has entered a relatively stable state. What do you want to do at this time?
Liu Chuanjian: Still operating the aircraft. I can let it go automatically as usual (My word: Liu means he want not to engage the AP). A relaxed aircraft may change a lot.
Anchor: But you realize the safer?
Liu Chuanjian: Yes, it's much safer. Once I felt the plane in my hand, it was a lot safer.
Anchor: Dis you have any communication with the FO?
Liu Chuanjian: At that time, I had communication with my second captain. The second captain came in timely, and he told me that the all passengers were safe.
Anchor: Did you hear his words by that time?
Liu Chuanjian: No. Actually, he didn't tell me with voice( due to the heavy wind noise). He gave me with hand language.
Anchor: Gestures?
Liu Chuanjian: Yes.
Anchor: What is this, OK?
Liu Chuanjian: This means our back is OK, that is our slang. The back mean the cabin, the passenger is OK.
Anchor: What is the reaction to your mind?
Liu Chuanjian: More excited. When he told me that fact, I thought I'd have to fly them back today and the idea is getting more firmed.
Anchor: Had that messenger have such a great power for you?
Liu Chuanjian: Most great power. All my career is that. I really do, I know, I know, every flight behind me is the passengers. Flying with them safely is my job. At any time, in any case, to ensure the safety of passengers and the safety of aircraft, as the captain, it is my primary responsibility, and I really do not think other too much. Every time you fly, you put this in front.
Anchor: More than 100 lives behind you.
Liu Chuanjian: Then countless families, and plus the related personnel. Even in the smallest A319, we fly in the three models, A321 may be about more than 190 people. At the most, the 319 model is 132. So, every time I fly, this is the one that emphasizes in my mind, and at any time I want to ensure that in my capacity. I should guarantee the safety of the passengers. This is what I should do. This is the captain's duty, en…it should be.
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...
Narratage: The windshield of civil aircraft usually has three layers: outer, middle and inner layers, and its toughness and compression capacity are two or three thousand times that of ordinary glass. According to the general theory, even if the inner layer glass is broken, the middle and outer glass can withstand two times the pressure difference.
...
Narratage: The windshield of civil aircraft usually has three layers: outer, middle and inner layers, and its toughness and compression capacity are two or three thousand times that of ordinary glass. According to the general theory, even if the inner layer glass is broken, the middle and outer glass can withstand two times the pressure difference.
...
http://fs1.directupload.net/images/u...0/c3ocksv3.jpg
Last edited by IFixPlanes; 20th May 2018 at 16:25. Reason: Picture
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Much appreciated Shimen, it is always nice to have some insider to get info for us.
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It is appreciated, although I suspect(and what is obvious) there is a little bit of government intervention to publicize a hero. No problem, this is all appreciated and I do thank you but.....Shimen could do us a great favour by digging deep and finding a similar amount of detailed info(or at least some) on the many accident reports that never get published by the People's Republic of China. That would be doing aviation safety a great service. One might start with the Avient or Korean MD-11 crashes.
Much appreciated Shimen, it is always nice to have some insider to get info for us.
Much appreciated Shimen, it is always nice to have some insider to get info for us.
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Part VIII: I was there with you
Narratage: Since then, flight 3U8633 continued to decent smoothly, from 9,600 meters to 6,600 meters, to 3,900 meters. 34 minutes after the accident, 3U8633 flight made it safe landing at Chengdu Shuangliu Airport.
Liu Chuanjian: The code of 7700 we sent out was received by ATC and AOC. This signal tells them that the plane is in distress and what the situation is. They turned out all aircraft that affect the route and give us the way. So I'm very grateful to our ATC, some of them in the control department is trying to make way and cooperate with us, because we can't get them, they are quietly working together for us.
Liang Peng: When I lowered down the landing gear, we can see the ground. Once seeing the runway, our minds are really out of afraid. As long as we see the runway, we can fly the plane. It was such a state. So, when we landed, I really relaxed. We two, en…he turned back to me. We looked at each other. No words for that moment for a while, just shook hands and then said, we were still alive.
Liu Chuanjian: I landed the plane and by that moment, with a sigh of relief, I said I was there with you, and we were all alive.
Anchor: Is this the first sentence you said?
Liu Chuanjian: Yes, my first sentence I can hear clearly.
Anchor: How did you see your companion's eyes at that time?
Liu Chuanjian: I think at that time we all relaxed, all relaxed.
Narratage: As the plane descended together, the hearts of passengers had been lifting for a long time, and the cabin, which had been enveloped by fear and depression, regained its vitality.
Bi Nan: I was standing out and in the middle of aisle to made loudly my announcement that now our plane was safe, and we were all safe.
Anchor: do you remember the time when you broadcast the content?
Bi Nan: I told passengers I said, ladies and gentlemen, I am the flight attendant of this flight. I said we were safe. We need not worry.
Anchor: Can you still speak in such a state by that time?
Bi Nan: Yes, because I can't panic. I'm professional.
Anchor: How did the passengers hear these words?
Bi Nan: Applause.
Narratage: Since then, flight 3U8633 continued to decent smoothly, from 9,600 meters to 6,600 meters, to 3,900 meters. 34 minutes after the accident, 3U8633 flight made it safe landing at Chengdu Shuangliu Airport.
Liu Chuanjian: The code of 7700 we sent out was received by ATC and AOC. This signal tells them that the plane is in distress and what the situation is. They turned out all aircraft that affect the route and give us the way. So I'm very grateful to our ATC, some of them in the control department is trying to make way and cooperate with us, because we can't get them, they are quietly working together for us.
Liang Peng: When I lowered down the landing gear, we can see the ground. Once seeing the runway, our minds are really out of afraid. As long as we see the runway, we can fly the plane. It was such a state. So, when we landed, I really relaxed. We two, en…he turned back to me. We looked at each other. No words for that moment for a while, just shook hands and then said, we were still alive.
Liu Chuanjian: I landed the plane and by that moment, with a sigh of relief, I said I was there with you, and we were all alive.
Anchor: Is this the first sentence you said?
Liu Chuanjian: Yes, my first sentence I can hear clearly.
Anchor: How did you see your companion's eyes at that time?
Liu Chuanjian: I think at that time we all relaxed, all relaxed.
Narratage: As the plane descended together, the hearts of passengers had been lifting for a long time, and the cabin, which had been enveloped by fear and depression, regained its vitality.
Bi Nan: I was standing out and in the middle of aisle to made loudly my announcement that now our plane was safe, and we were all safe.
Anchor: do you remember the time when you broadcast the content?
Bi Nan: I told passengers I said, ladies and gentlemen, I am the flight attendant of this flight. I said we were safe. We need not worry.
Anchor: Can you still speak in such a state by that time?
Bi Nan: Yes, because I can't panic. I'm professional.
Anchor: How did the passengers hear these words?
Bi Nan: Applause.
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(My cut to the end): I believe I can go through it.
Narratage: According to the news conference of Sichuan Airlines, except for the skin scrape of the FO and an attendant's waist injury, and 27 passengers in the hospital had not been significantly abnormal, the rest of the board are total okay in everything. According to the announcement, the Southwest Bureau of Civil Aviation with and Sichuan Supervision Bureau rushed to the scene at the first time to investigate. The investigation included Captain Liu Chuanjian and all crew members.
Anchor: What is the overall arrangement for you?
Liu Chuanjian: We just landed for several days. The officials of the administration and the investigators works with us to investigate the situation. Reflect the situation at the time. We carried out a survey, yesterday, following the day before yesterday,… everyday to me is the full day of investigation.
Anchor: A lot of people are talking about this accident. In the future, there will be safety issues. The public always show a lot of such concerns. Will you concern such an issue a captain?
Liu Chuanjian: Of course, there must be some consequences after the investigation, we have to face to. But (the investigation) has not gotten the conclusion by now, we (crewmembers) cannot consider it in advance. But this will come out someday and somewhere. You are right, indeed.
Anchor: The last question is from my concern. You have gone through such a special accident, what will your personal arrangements be as the accident captain?
Liu Chuanjian: If I can, I want to fly. I would like continue to fly after passing physical examination, physical examination without any abnormal conditions.
Anchor: Do you say that the psychological stability is because there are still some possible emotional fluctuations?
Liu Chuanjian: Yes. aeronautical medicine experts will do something for us, psychological guidance, this kind of things to let us recover into the healthy status. Not only physical health, mental health is also needed.
Anchor: We wish to meet you again in the position of captain!
Liu Chuanjian: No problem. I believe I can go through it.
My few words at the end:
It's only few hours away from my long-haul flight. I have to cut out the rest and rush into the end. I'm sorry again for having not much time to sort out the contents very well. Another reason is that it is too long to read within one post. So, I broke up ten paragraphs. The title was also named by myself, not the original one.
I want to reiterate that in this professional forum, my purpose is to share info and fact with the whole aviation industry. As for my translation, there are various problems and/or mistakes for various reasons. However, this does not impair the constructive discussion.
One of my personal interests is that when most people think that high altitude hypoxia will be fatal, Liu's experience is opposite to that. My personal understanding is that the high-speed impact air greatly enhances the air density of the cockpit, of course, including the increase of oxygen. This is a particularly interesting discovery to me. I will work with my colleagues, aeronautical medics and flight control experts to study these interesting topics with accident data collected. We expect that we will find something, and then prove something, for our safer air travel.
Narratage: According to the news conference of Sichuan Airlines, except for the skin scrape of the FO and an attendant's waist injury, and 27 passengers in the hospital had not been significantly abnormal, the rest of the board are total okay in everything. According to the announcement, the Southwest Bureau of Civil Aviation with and Sichuan Supervision Bureau rushed to the scene at the first time to investigate. The investigation included Captain Liu Chuanjian and all crew members.
Anchor: What is the overall arrangement for you?
Liu Chuanjian: We just landed for several days. The officials of the administration and the investigators works with us to investigate the situation. Reflect the situation at the time. We carried out a survey, yesterday, following the day before yesterday,… everyday to me is the full day of investigation.
Anchor: A lot of people are talking about this accident. In the future, there will be safety issues. The public always show a lot of such concerns. Will you concern such an issue a captain?
Liu Chuanjian: Of course, there must be some consequences after the investigation, we have to face to. But (the investigation) has not gotten the conclusion by now, we (crewmembers) cannot consider it in advance. But this will come out someday and somewhere. You are right, indeed.
Anchor: The last question is from my concern. You have gone through such a special accident, what will your personal arrangements be as the accident captain?
Liu Chuanjian: If I can, I want to fly. I would like continue to fly after passing physical examination, physical examination without any abnormal conditions.
Anchor: Do you say that the psychological stability is because there are still some possible emotional fluctuations?
Liu Chuanjian: Yes. aeronautical medicine experts will do something for us, psychological guidance, this kind of things to let us recover into the healthy status. Not only physical health, mental health is also needed.
Anchor: We wish to meet you again in the position of captain!
Liu Chuanjian: No problem. I believe I can go through it.
My few words at the end:
It's only few hours away from my long-haul flight. I have to cut out the rest and rush into the end. I'm sorry again for having not much time to sort out the contents very well. Another reason is that it is too long to read within one post. So, I broke up ten paragraphs. The title was also named by myself, not the original one.
I want to reiterate that in this professional forum, my purpose is to share info and fact with the whole aviation industry. As for my translation, there are various problems and/or mistakes for various reasons. However, this does not impair the constructive discussion.
One of my personal interests is that when most people think that high altitude hypoxia will be fatal, Liu's experience is opposite to that. My personal understanding is that the high-speed impact air greatly enhances the air density of the cockpit, of course, including the increase of oxygen. This is a particularly interesting discovery to me. I will work with my colleagues, aeronautical medics and flight control experts to study these interesting topics with accident data collected. We expect that we will find something, and then prove something, for our safer air travel.
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Waiting for the link.........waiting........waiting.
updated two weeks later: hmmmm.......shimin has disappeard. Back to planning the next government propoganda exercise I suppose.
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I am not able to find any actual accident reports, however.
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Communication with ATC with english subtitles:
https://youtu.be/WFXTutGw30s
https://youtu.be/WFXTutGw30s
atc audio must have been recorded by someone else