Cathay Pacific Flight 780 is a flight from Juanda International Airport Surabaya in Indonesia to Hong Kong International Airport on 13 April 2010. There are 309 passengers and 13 crew members in it. When Flight 780 approached Hong Kong, the crew could not change the engine thrust output. The aircraft, Airbus A330-342, landed nearly twice the normal landing speed, suffered minor damage. 57 passengers suffering injuries injured in the next slide evacuation; one of them received serious injuries.
The cause of the accident was fuel pollution that was uploaded in Surabaya, which gradually damaged both aircraft engines.
Two Australian pilot flights, Captain Malcolm Waters and First Officer David Hayhoe, who safely landed the plane despite the tremendous challenge, have been compared to Chesley Sullenberger from US Airways Flight 1549. In March 2014, the two pilots were awarded the Polaris Prize by the International Federation of Associations Air Line Pilots, for their heroism and air workmanship.
Video Cathay Pacific Flight 780
Aircraft
The aircraft involved in the crash were Airbus A330-342, B-HLL registration (cn 244), equipped with Rolls-Royce Trent 700 engine. It first flew on 4 November 1998 and was sent to Cathay Pacific three weeks later on November 25th.
In April 2012, the aircraft involved (B-HLL) was transferred to Cathay Dragon
Maps Cathay Pacific Flight 780
Accident
Cathay Pacific Flight 780 is at Stand No.8 at Juanda International Airport, taking off from runway 28 from the airport at 08:24 local time (01:24 UTC). During the ascent, both machines have a small machine pressure ratio (EPR, the size of the output thrust) fluctuations, with no engine. 2 fluctuates over a larger range than the no. 1. More than half an hour after takeoff, when the plane is in flight Flight Level (FL) 390 (about 39,000 feet (12,000 m) above sea level), Electronic Centered Electronic Monitoring System (ECAM) displays Message "ENG 2 CTL SYS FAULT ". The crew contacted the Department of Maintenance Control (MC) engineering department and discussed the fluctuations. Due to other engine operating parameters on both normal engines, the flight crew and MC decide it is safe to continue the flight.
Almost two hours after departure, at 03:16 UTC, the message "ECG 2 CTL SYS FAULT" reappears. Aviation contacts MC to review the issue. Since all other engine parameters remain normal, both the crew and the MC are satisfied again that it's safe to continue flying to Hong Kong.
After two hours, the plane landed to Hong Kong when, at 5:19 UTC, at a position of about 203 kilometers (126 miles, 110Ã, mi) southeast of Chek Lap Kok Airport in Hong Kong, the ECAM aircraft displayed "ENG 1 CTL SYS FAULT "and" ENG 2 STALL "in no time. The second message signifies the machine compressor kiosk, a potentially serious machine problem. The appropriate flight crew takes the required ECAM action with the engine push levers. 2 moves to a stationary position (or minimum thrust). Crew boost engine drive No. 1 to Maximum Continuous Drive (MCT) to compensate for the machine's low drive. 2. Following this action the crew announces "Pan-pan" with Hong Kong Air Traffic Control (ATC), requesting the shortest possible route to the airport and priority landing.
A few minutes later the plane was about 83 kilometers (52 mi; 45Ã, mi) southeast of Chek Lap Kok in a landing and approaching a height of 8,000 feet (2,438 m) when the ECAM message "ENG 1 STALL" was announced. The flight crew took action for engine compressor booth No. 1 and announced "Mayday" with ATC. The captain then moves the lever to test the engine response. During this movement, the speed of rotation of the machine. 1 increased to about 74% N 1 while machine no. 2 fixed about 17% N 1 . Following the upgraded engine No. 1 to 74% N 1 , the movement of the driving lever does not affect the engine speed.
At 13:43 hours local time (05:43 UTC) and 11 minutes after announcing "Mayday", the crew landed the plane at the Chek Lap Kok 07L Ground at 426 kilometers per hour (265 mph; 230 kn). This speed is 176 kilometers per hour (109 mph; 95 kn) more than the normal A330 speed below, above the maximum allowable flap-extension speed of the A330-300 and also higher than the tire speed rating.. After touch-down only thrust reversing engine No. 1 used and the crew took the plane to stop using maximum braking. No. 1 machine stays between 70% and 80% N 1 along until the crew turns off both engines after stopping the aircraft. Five of the eight major wheel tires were deflated and the airport firefighters reported that smoke and fire came from the landing gear. Because of this the captain ordered an emergency evacuation, in which 57 passengers were injured; These 10 people were taken to the hospital.
Investigation
Researchers from the Department of Civil Aviation of Hong Kong, Bureau d'EnquÃÆ'ªtes et d'Analyses poured la SÃÆ'Â © curitÃÆ'ÂÂ © de l'Aviation Civile (BEA) of France and Air Accidents Investigation Branch (AAIB) of England formed a team to investigate the accident. The National Transportation Safety Committee (NTSC) of Indonesia and the National Transportation Safety Agency (NTSB) of the United States are also involved in the investigation, such as representatives from Airbus, Rolls-Royce and Cathay Pacific.
Data from the Digital Flight Data Recorder (DFDR), Cockpit Voice Recorder (CVR) and Quick Access Recorder (QAR) have been downloaded for analysis. Investigations are concentrated on engines, engine control systems and fuel systems.
The engine analysis found that their fuel systems were contaminated with spherical particles. The particles caused the Fuel Metering Main Metering Unit (MMVs) to be seized; MMVs are found stuck in positions that match the thrust recording output of each machine as it approaches Hong Kong. Other engine components are found to be contaminated with particles as well, and Variable Stator Vane Controller No. 2 machines were also found for confiscation; entire fuel systems including aircraft fuel tanks are found contaminated with spherical particles. As part of the investigation, fuel samples have been collected at Juanda International Airport. The researchers found that the contaminant particles were present in the fuel sample. The fuel supply pipeline system used to refuel the aircraft at Juanda International Airport has been extended before B-HLL is being fueled there, as part of the construction of a new aircraft parking bay. The investigation found that not all procedures were followed when the fuel pipe system was brought back to service.
See also
- British Airways 38 flight, Boeing 777 who lost power shortly before the emergency landing at London Heathrow Airport.
References
External links
"ACCIDENT ACCIDENT REPORT 2/2013: Report an accident to Airbus A330-342 B-HLL operated by Cathay Pacific Airways Limited at Hong Kong International Airport, Hong Kong on April 13, 2010" (PDF) . Department of Civil Aviation. July 3, 2013. Archived from the original (PDF) on August 11, 2014 . Retrieved May 24 2014 ()
Source of the article : Wikipedia
0 Comments