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A319 FO windshield blowout

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A319 FO windshield blowout

Old 17th May 2018, 18:13
  #101 (permalink)  
 
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Absolutely, well done Captain Liu and crew. I hope that they find out what caused the windshield failure and are able to prevent similar incidents in the future.
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Old 17th May 2018, 21:14
  #102 (permalink)  
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A few more photos from Chinese social media.......one tough First Officer !
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Old 18th May 2018, 01:14
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Originally Posted by skadi
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
It was a 3 man crew. I suspect that after the aircraft was slowed down the relief CA was able to get him back in the seat. When you have a severe emergency the third pilot can be invaluable!
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Old 18th May 2018, 02:56
  #104 (permalink)  
 
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I am astonished, both by the failure of this windshield and by the successful landing of the aircraft.

Total respect to the crew. Extremely well done !! (And a speedy recovery to those injured as well).

Looks to me from the photos that the windshield frame is still bolted in place, but the main pressure bearing layer of the window presumably failed and the whole window assembly then collapsed outwards and broke away from its glued joint to the frame.

Hopefully this was a one in a million materials failure, like the crack in the turbine disc of the Sioux City ?DC10 #2 engine. Judging from the general wear to the area around the ECAM page selection panel switches (on the centre console), this aircraft was either not very new or had flown many cycles. Can anyone comment on that?

Last edited by Uplinker; 18th May 2018 at 10:40. Reason: Typo
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Old 18th May 2018, 03:01
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Indeed the three-man system is one of key factors to get the successful landing. With the help of the second captain, many checklists are implemented before landing while Liu can concentrate on “Aviate” and make every decision timely and correctly. If we study the ranking of the three, we can find that is so reasonable and logical. As the Lead Captain, Liu is the highest, the secondary captain is about 8,000 flight hours and FO is a young man with about 2,000 hours.
In fact, Chinese airlines keep the three-man system in many daily routes, especially in remote, bad conditions and long-haul operations. It does cost a lot and often be mocking but more safety in my opinions. In such a three-man system, one of the key considers is the ranking among the three men. In Chinese airlines, the practice is that the top one is designated as the Lead Captain, even he is on the observer’s seat when any accidents happen.
Experiences, qualifications and authority are essential elements in airlines industry, even the industry has introduced a balanced two-man system over three decades.
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Old 18th May 2018, 04:30
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Part of the comnunications is on the local media.
ŇôƵŁş3U8633·çµ˛ĆĆÁŃʱµÄ½żŐͨ»°_Ăńş˝ĐÂÎĹ_Ăńş˝×ĘÔ´Íř
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Old 18th May 2018, 06:25
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Originally Posted by Uplinker
Judging from the general wear to the area around the ECAM page selection panel switches (on the centre console), this aircraft was either not very new or had flown many cycles. Can anyone comment on that?
Delivered from Tianjin July 2011.
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Old 18th May 2018, 09:24
  #108 (permalink)  
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Was there any direct response to the 121.5 messages?
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Old 18th May 2018, 13:33
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B-6419 is in my logbook from my time at Sichuan.
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Old 20th May 2018, 03:27
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My explanation first: In the latest complete TV interview, the full crew detailed the whole process, and especially explained all the ideas and operations they had at that time, which was the best TV show I had ever seen for decades. The interview is very long but I have to prepare my stuff for my long business international trip tomorrow, do not have time enough to translate the full report immediately, and plus my limit of my own English. I can only translate it briefly by now and separate into the several parts.
But I really want to share this because thanks to the flight crew, especially both captains for their psychological activities, thinking and making decisions in detail. I think they are really great and the best part is they offered every detail, including how fear and how to hanld the fear so frankly. This information of the case has made a tremendous contribution, in my incautiously guess, to the whole industry. Now we can think how to improve and to handle better with it after we have better understanding, from the facts to the activities of human being, especially the emergency operations in such plateau conditions.
The following is my part I of translation
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Old 20th May 2018, 03:28
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Update: [Face to Face] Exclusive full interview with Sichuan Airlines heroic crew
Part I: How can we make a life and death landing from the altitude of 9,000 meters?
Narratage: Nearly 10,000 meters, windshield burst suddenly. Strong wind, low temperature, loss of pressure, anoxia, the whole plane approaches crash rapidly... More than one hundred passengers in the cabin, but more than hundreds of mountains below the aircraft. How can the hero crew complete the miracle of landing? News Face to Face made the exclusive interview with Sichuan Airlines 3U8633 flight crew.
Anchor: What was wrong with that mission that time?
Liu Chuanjian: there is nothing unusual. I slept in the company that night (this means a good sleep). We log into the preparation room on time to do our pre-flight briefing. The Second Captain got the briefing package at usual. We check and discuss all the information routinely and the weather was very good.
Anchor: What's your normal procedure when you board the plane?
Liu Chuanjian: External inspection and internal inspection of aircraft.
Anchor: Is this the captain perform every time?
Liu Chuanjian: What I have to do every time will be done. I checked this time and no problem found.
Narratage: About forty minutes later, the plane reached the southeast edge of the Qinghai Tibet Plateau. It has a good visibility and you can see the range of mountains and mountains below the plane, with a height of 9,800 meters. From 2006 to Sichuan Airlines, Liu Chuanjian flew over 100 times.
Anchor: What was the state of you and the co pilot?
Liu Chuanjian: All very good. We are relaxed and the weather is very good. I feel very happy to finish the task today. It's such a mood.
But the change is always happening when you are out of sight. Around 07:06 in the morning, the plane in a steady flight suddenly got a loud bang.
Liu Chuanjian: there was nothing unusual before the first explosion.
Anchor: you said there was an explosion?
Liu Chuanjian: Yes, an explosion occurred during the cruise.
Anchor: Where did the sudden explosion come from? What was your first judgement?
Liu Chuanjian: The first judgment of the time was an explosion, a burst of sound, and I and the co pilot found the blowout at the same time, it was unusual. We were going to do the inspection right away, and we found a crack in the front windshield.
Anchor: How loud is the explosion at that time? Describe to us the feeling of sounds. For example, the popcorn? Is that kind of loud sounds?
Liu Chuanjian: En…sure, like the sound of popcorn.
Anchor: The sounds is so loud in the sealed-up space, the decibel should be high.
Liu Chuanjian: Yes, at that time, a state of amazement, so my movements were very fast.
Anchor: Under such emergency response, what are the first steps you should take as captain?
Liu Chuanjian: Touch. To feel the situation of the glass with hands, as I said earlier, the windshield consists several layers, each layer is different. We want to know which, or the outer, the middle, or if it is inside…
Anchor: What did you feel when you touched?
Liu Chuanjian: The feeling of rowing. I touch lightly with my fingers.
Anchor: Is there a crack?
Liu Chuanjian: Yes, a crack, which is the feeling of rowing and cutting hands. I know that one is broken.
Anchor: What does it mean for you?
Liu Chuanjian: it means that the full performance is discount, but not necessarily bad. My textbook tells me that the endurance will be reduced but okay for a while.
Anchor: Do you have a discussion with the co pilot?
Liu Chuanjian: No. No time. What I need discuss first is to be with the ATC. I took the microphone and require lower height immediately. I told our air traffic controller that I was going to return to Chengdu.
Anchor: Why do you make such a decision and so fast?
Liu Chuanjian: Any function in plane is discounted, there may be more trouble with the plane. We are in such western area.
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. But because of his sensitive career and Liu Chuanjian quickly made the decision to return to the nearest Chengdu airport immediately without the discussion with other crew members,
Anchor: How far is it from Chengdu at that time?
Liu Chuanjian: It's about 150 kilometers.
Anchor: Has it surpassed Chengdu or has not arrived in Chengdu?
Liu Chuanjian: Passed it.
Anchor: After more than 100 kilometers across Chengdu, you returned to Chengdu.
Liu Chuanjian: Yes.
Narratage: After that, every decision is crucial from the moment of the accident, and every second is precious. For aircraft in high speed, a little hesitation will make the aircraft fly farther into mountains area, making the escape and after rescue impossible. Liu Chuanjian is making the turn, and grabbed the microphone to the ground control, said "windshield cracked, we decided to return Chengdu".
Call recording:
Liu: Chengdu, Chengdu, Sichuan 8633
ATC: Please speak
Liu: A bit of fault now. Applying for a lower level.
ATC: Sichuan 8633, lower to 8400, lower to 8400
Liu: I'm going back. The windshield cracked.
ATC: The windshield cracked, right?
Liu: Yes
ATC: 3U8633, Returning to Chongqing?
Liu: No, I returned to Chengdu
ATC: Got you ,for Chengdu, okay.
Liu: Yes
ATC: 3U8633. Got it. and you first keep at 8400.
Anchor: what about the further instructions from ATC?
Liu Chuanjian: No. because just both us think we finished the conversation. The whole windshield happened to burst.
Anchor: In the same moment of your talking?
Liu Chuanjian: Yes, when I am going to finished but not finish yet. Three times, it did three times. I loss total my response at that moment when I was able to re-open my eyes after the shock. I guess due to the effect of high explosive stress
Anchor: The first instinct to rescue him?
Liu Chuanjian: No. I didn't think it would explode at all. It might be that I heard a sound, instinctively blinked or something was like this, when I opened my eyes to see him.
Anchor: When you see the FO?
Liu Chuanjian: Yes, he was hanging there. Half of the body is outside.
Anchor: Is there not a seat belt?
Liu Chuanjian: In the cruise, we can relax a little, and he only fasten the leg belt, without that shoulder strap, so he was sucked out.
Anchor: people will be sucked out immediately?
Liu Chuanjian: Go out immediately.
Anchor: it's too sudden?
Liu Chuanjian: Yes, it's very sudden.
Anchor: for you, as a captain in the special circumstances of the copilot, is there any contingency plan in which there was such a design before?
Liu Chuanjian: Not really. All depends on the first reaction. Actually, I want to reach out to grasp him.
Anchor: Is this instinctive?
Liu Chuanjian: Yes, I want to grasp him back. But I can't reach him. The speed of the plane is very large. It may be around 800 kilometers. I can't pass over to get him back. And the important to me is the state of the plane. I want to keep the state of the plane well, so I manipulate the plane.
Anchor: But could you confirm his safety at that time?
Liu Chuanjian: I'm not sure what will happen. I didn't dare to think at that time. What I thought at that time was to control and not to let the plane fall.
Anchor: But how much certainty do you have in mind at that time?
Liu Chuanjian: Actually, I wasn't sure at that time. In fact, I was shouting to myself. “it is my end! it must be my end!” in my deepest mind.

Last edited by shimin; 20th May 2018 at 03:58.
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Old 20th May 2018, 05:57
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shimin,

I thank you for keeping us all so well informed. There is no need for you to apologise for your use of English, you are doing what few other people could do.

Like many others on this thread, I can only applaud and congratulate the crew on how well they reacted in such an astonishing event. To have an explosive decompression is bad enough, but for it to be a windscreen, to have the co-pilot sucked half out of the aircraft, to have the mode select panel and automatics so badly damaged AND to be over such high mountains makes this a truly unique event. That was real flying!

I once had a windcreen crack. It was the main load-bearing layer but, with five layers, the other four held. We were halfway between Nairobi and Entebbe in the middle of the night. When the glass broke it sounded like a twelve-bore shot gun going off in the cockpit. It was dark and it took us some time to find out what had happened - but the 'startle effect' was profound. Fortunately in our case nothing untoward happened and we descended and returned to Nairobi.

The shock for the Chinese crew must have been dreadful - but they coped magnificently. I salute Captain Liu and his crew.
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Old 20th May 2018, 06:55
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The translations by shimin equal some of the best contributions I've read on PPrune. His work is greatly appreciated.
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Old 20th May 2018, 07:01
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Originally Posted by Bergerie1
shimin,

I thank you for keeping us all so well informed. There is no need for you to apologise for your use of English, you are doing what few other people could do.

Like many others on this thread, I can only applaud and congratulate the crew on how well they reacted in such an astonishing event. To have an explosive decompression is bad enough, but for it to be a windscreen, to have the co-pilot sucked half out of the aircraft, to have the mode select panel and automatics so badly damaged AND to be over such high mountains makes this a truly unique event. That was real flying!

I once had a windcreen crack. It was the main load-bearing layer but, with five layers, the other four held. We were halfway between Nairobi and Entebbe in the middle of the night. When the glass broke it sounded like a twelve-bore shot gun going off in the cockpit. It was dark and it took us some time to find out what had happened - but the 'startle effect' was profound. Fortunately in our case nothing untoward happened and we descended and returned to Nairobi.

The shock for the Chinese crew must have been dreadful - but they coped magnificently. I salute Captain Liu and his crew.
Thank you for your understanding. I think my poor English failed to translate the terms accurately. For example, I read your word 'startle effect' but I fogot to use it when translation. The worse is I can not accurately express the deeper meaning behind their words. That must be the joint efforts of language and aviation experts. But I think you professionals can understand mine roughly and, in turn, help the industry and benefit from the safety of air travel as a whole, which is my reason.
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Old 20th May 2018, 07:02
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Originally Posted by ThreeThreeMike
The translations by shimin equal some of the best contributions I've read on PPrune. His work is greatly appreciated.
my honor, sir!
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Old 20th May 2018, 07:03
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Part II: How and what is the first roll you everyone
Narratage: When the windshield burst, the inner of plane lost pressure, a series of chain reactions followed, and inside environment changed rapidly.
Liu Chuanjian: The biggest change is the strong wind blowing on me and the feeling of tearing on my face.
Anchor: Like a knife cut?
Liu Chuanjian: No, I felt that my whole body totally distorted.
Anchor: can the eyes open?
Liu Chuanjian: I can open my eyes.
Anchor: Did you wear sunglasses?
Liu Chuanjian: Sure, at the time, the whole plane was shaking violently, but no sounds. (My understanding: Liu means a totally weird silence). Seconds later, (the noises) comes suddenly and terrible loud.
Anchor: The whole fuselage?
Liu Chuanjian: Yes, the whole fuselage is shaking, I am unable to read the instruments. All of them are shaking.
Anchor: Is there any indication on the instrument? Do all the functions still exist?
Liu Chuanjian: My side (of the instruments) works. The issue is that I was not sure it was right.
Anchor: Why can't be sure?
Liu Chuanjian: A lot of equipment did not work after the blasting, the electronic display system told me the failure. There were countless failure indications on two inside screens. The two displays were filled in with all info of malfunction. (My understanding Liu means the two ECAMs).
Narratage: At a height of nearly 10,000 meters, eight hundred kilometers per hour, the right windshield broken a big hole, the intense strong wind is blowing everyone and everything into a flat. The flight control panel (FCU) is blown away, many flight instruments are not used normally, and the whole plane is jittering. All this happened to the cockpit then did into the cabin. At that time, Second Captain Liang Peng was resting in the cabin.
Liang Peng: It's straight to me is seeing the door opened.
Anchor: which door do you mean?
Liang Peng: Cockpit door.
Anchor: The door next to the cabin?
Liang Peng: Yes.
Anchor: Is it open?
Liang Peng: It's gone. Such a strong wind power.
Bi Nan (Cabin Purser): There was a howling and bumping at the same time. All the oxygen masks in the cabin fell off.
Anchor: Automatically?
Bi Nan: Yes.
Narratage: After took off nearly an hour, the plane was on the cruise level but suddenly started to bump with the blow of a strong airflow. Like a dust storm, the plane blew open, the cabin suddenly darkened, the noise sounded and the passengers screamed, the plane quickly dropped. A lot of things are blown down the floor of the cabin.
Passenger: Suddenly the lights went black, the stewardess and the trolley flew up into air, and then fell down again. With a bang, the plane flew down and all the lights went out, including each row of oxygen masks.
Narratage: Many passengers could hardly believe their eyes in the face of the oxygen mask that suddenly landed in front of them. The disaster scenes that were seen in the movie blockbusters were really happening in front of their eyes.
Anchor: Have you ever met this situation before?
Bi Nan: Never met.
Anchor: People encountered such a sudden emergency situation; every mood should be different?
Bi Nan: You're too late at this time (too try do our best to soothe them). I only know that I want to ensure the safety of my passengers and my team members. If I panic and mess up, then what else do they do? I only tell passengers through the PA to tell them how they do it. I tell them to pull the mask down, cover the mask at the mouth and nose, fasten the seat belt, and listen to further our command.
Anchor: Other flight attendants?
Bi Nan: They are on the same page. Loudly yelling the standard instruction, slapping the back of seats, making passengers fasten their seat belts. They make sure everyone does cover both his noses and mouth to breathe and soothe the passengers.
Anchor: How do you soothe the passengers?
Bi Nan: A passenger cramped, may be nervous. The attendant had been helping him, massaging all the time, giving him relaxation, and another passenger is crying. The attendant clapped his shoulder, holding his hand, giving him confidence.
Narratage: Nearly ten thousand meters high, a big hole in the cockpit, make the other two other fatal consequences. One is low temperature, and the other, after the loss of pressure, the air, it quickly leads to the hypoxia in the cockpit.
Anchor: Talking about this cold, if it is shown by temperature, it may be about many below the zero?
Liu Chuanjian: At our cruise level of 9,800 meters, according to theory, it should be more than 40 degrees below zero.
Anchor: More than 40 degrees below zero?
Liu Chuanjian: Yes.
Anchor: But normally, you should not wear too thick.
Liu Chuanjian: Yes, usually.
Anchor: So, is it?
Liu Chuanjian: Yes, like today (Liu is in short dress of uniform during the interview). In fact, the normal cabin temperature is to about 24 degrees, so the same cockpit temperature. That is a comfortable temperature for human.
Anchor: When the temperature drops from +20 degrees to -40 degrees, will the operation of the whole limb be greatly affected?
Liu Chuanjian: I had no feeling on cold in the early stage, because I was too nervous at the beginning, and my muscles were very tense. I really didn't feel the cold attack.
Anchor: Do you wear an oxygen mask?
Liu Chuanjian: Yes, our daily training includes the practice as I have just said. I want to tell you the real world is totally different. I wanted to put my oxygen mask on, but I couldn’t put it on.
Anchor: Why?
Liu Chuanjian: The wind is so strong that I can't get anything out of (the storage box). I can't get it out.
Anchor: Can't you wear it?
Liu Chuanjian: No.
Anchor: No oxygen mask for you? What means for you according to your best knowledge?
Liu Chuanjian: Frankly speaking, I didn't realize the problem of hypoxia by that moment. What was full in my mind was only one thing. To control the aircraft well.
Anchor: It depends entirely on the ability of the challenge the limit, right?
Liu Chuanjian: Yes, I can tell you, by the moment when I finally landing, I thought it should be called willpower, I think this is a very accurate word, willpower, very appropriate.
Narratage: But willpower can't last too long. People have physiological limits. How do they succeed in every step and finally to the safe landing?

Last edited by shimin; 20th May 2018 at 07:13. Reason: grammar
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Old 20th May 2018, 08:10
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Part III: Believe us, we have the ability to send you safely to your destination!
But willpower can't last too long. People have physiological limits. What Liu Chuanjian needs to do right now is to low the flight level to get oxygen and higher temperature as soon as possible, otherwise the crew will be gradually frozen or asphyxiated, and the whole plane and 119 passengers will fall into the abyss.
Anchor: But do you know the situation below your feet?
Liu Chuanjian: The mountains, I know exactly all the highlands, I cannot go down further. I am very clear about it.
Anchor: How low is your bottom line?
Liu Chuanjian: My bottom line was…what I was thinking…When the second captain did not come in, I thought FL230. I can go down any more.
Anchor: or you could hit the mountains.
Liu Chuanjian: Yes, it's dangerous. May hit the mountains if lower than safety height.
Narratage: But at that time, the plane had already flown to the southeast edge of the Qinghai Tibet Plateau. Because of the densely distributed mountains in this area, most of the mountain height was up to the 5000-6000 meters. The plane could not fly on the mountains, at least keep the minimums of 600 meters safety margin. At the special region, even the decompression, the minimum safety height must be kept at about 7,300 meters, or FL230.
Anchor: To 7,300 meters?
Liu Chuanjian: Yes, FL230 in this mountain region. I can't go down any more. I must fly out of the region first before I go down further.
Anchor: But is it impossible for you to keep on that altitude of 7,300 meter for further operation in your situation of the decompression?
Liu Chuanjian: Impossible. The time to fly out the mountains region is too long to me. The oxygen of passengers is limited, the temperature is very low, and the human body is very uncomfortable.
Narratage: A West China unique route in world means that the aircraft cannot drop down immediately to the safe altitude. The pilot must bite the teeth and continue to fly at the height of over 7,000 meters until it arrives to the basin area and then make the second descent.
Anchor: at this time, what you need to do is to stabilize the aircraft while make sure the descent. How about this?
Liu Chuanjian: Very strong impact force, filling in, What a sense of oppression. Why we decelerate first? In order to alleviate the suffocation caused by shock rather than asphyxia. This is the place where the theory is different from the practice. What I worrying first is the oppression that may result the immediately injury to our whole body, and the damage to the plane. I just worrying the wind may break more and tear off bigger more cracks. The current high speed is too intense.
Anchor: Do you mean wind blowing directly from windshield?
Liu Chuanjian: Going on the back.
Anchor: The cabin?
Liu Chuanjian: Yes, if the speed is too big, it will make bad later
Anchor: Did you have time enough to think of these? The cabin safety?
Liu Chuanjian: Yes, the main concern in my mind. I was thinking about the cabin injury. I do not want the wind damage out cockpit and then following the cabin persons. I thought about slowing down. I mentioned early, I was very entangled at a bigger or smaller descent rate. It hurt my heart deeply. The entanglement.
Anchor: Why iso entangled to you?
Liu Chuanjian: bigger the descent rate, faster to go down but the safety of my FO may not be guaranteed.
Anchor: How can you balance this contradiction and make the final decision?
Liu Chuanjian: Yes, so I would say that I choose this speed in a relatively acceptable state of what I think is appropriate, and the relative decent rate.
Anchor: Is this a valuation made by your experiences?
Liu Chuanjian: No.
Anchor: What is that on?
Liu Chuanjian: It was a situation by that time. People felt a little better, feeling to do what you should do.
Narratage: And in the cabin, it was a different scene. The sudden violent jitter and rapid fall of the passengers made passengers extremely confused, crying and screaming. The chief purser with her four colleagues tried their best to soothe the passengers. A dining car lost control and injured a stewardess's waist.
Anchor: How can you comfort passengers at this time?
Bi Nan: The attendants are distributed in the different rows of the cabin at that time. They tell the passengers to believe us, because we are trained professionally and believe that we have the ability to send you safely to the destination.
Anchor: But you don't know what happened in the cockpit.
Bi Nan: I don't know. I don't know.
Anchor: You didn't go to the cockpit to see it.
Bi Nan: There's a connection, but there's no contact.
Anchor: How to contact?
Bi Nan: make a call.
Anchor: No reply?
Bi Nan: No reply.
Anchor: If the emergency is like this, the captain will not reply, will you be more worried inside?
Bi Nan: It's really sure, because I don't know what the instructions and arrangements I do next, maybe I'll think a lot more about it at this time.
Anchor: What do you think?
Bi Nan: Thinking about all kinds of schemes, all kinds of scenarios, all kinds of results.
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Old 20th May 2018, 11:02
  #118 (permalink)  
 
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Shimin,

Thank you for update, please check your Pprune private message.
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Old 20th May 2018, 11:09
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Originally Posted by flightleader
Shimin,

Thank you for update, please check your Pprune private message.
thank you sir but I don't get any new message by now. Maybe a time lagging?
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Old 20th May 2018, 11:18
  #120 (permalink)  
 
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One of the most amazing stories I've read. Come to think about the famous Mike Tyson quote; "everybody has a plan until they get punched in the face". Still the pilot managed to endure and perform. Definitely a hero in the Scully league if not beyond.
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