Accident process
1983 During the inspection on July 22nd, it was found that the aircraft liquid crystal fuel indicator was faulty. At that time, technicians found that when a circuit breaker was pulled out, the display could show the fuel stock again, but the aircraft still needed to use the fuel measuring rod at the bottom of the wing to determine the fuel stock for the second time. On the morning of July 23rd, this passenger plane with fuselage number C-GAUN flew to Ottawa. The maintenance personnel in Ottawa found that the fuel indicator showed nothing. After checking the flight records, pulling out the circuit breaker to make the display show the fuel stock again was different from the correct practice, so the maintenance personnel in Ottawa decided to replace the fuel indicator for this 767. However, because this plane was one of the first (four) 767s of Air Canada at that time, there were not many parts for the 767s in Ottawa. Just as the repairman was about to make the plane fly again in the previous way, he was interrupted by the dispatcher and forgot to pull the circuit breaker. Later, the pilot arrived in the cockpit. (Although the pilot knew in advance that there was something wrong with the display, the crew didn't know that the display was actually completely closed until they got on the plane, and it was not still operational as it was on the last flight. After consulting the MEL, the captain clearly knew that the plane could not fly without fuel, but he thought that the plane could fly safely as long as the fuel was calculated by hand and then measured with the fuel rod. So the pilot was ready to refuel and continue to fly to Edmonton.
Traditionally, the fuel consumption of Air Canada aircraft is calculated in British units, that is, the fuel consumption per liter is converted into 1.77 pounds; This batch of Boeing 767-233 passenger planes, which have just been put into use, use metric units, that is, the fuel quantity per liter should be converted into 0.8 kg. When the crew was told that they had refueled 1 1.430 liters after completing a round of fuel measurement procedures, they mistakenly thought that they had 20,400 kilograms of fuel, but in fact they only had 9 144 kilograms. The crew entered these erroneous data into the flight management computer on board and then set off for Edmonton. When the plane sailed about halfway, at the empty floor 4 10, the alarm sounded, indicating that the fuel tank on the left wing was low. Captain Bob Pearson decided to turn to Winnipeg crash landing.
Soon, the on-board alarm showed that the right-wing fuel tank was low, and then the engine 1 turned off, and then the engine 2 turned off. Without the power of the engine, the computer equipment on board will go out at the same time, and the standby instrument can only be maintained by ramjet turbine (RAT). The plane disappeared on the radar of Winnipeg air traffic control center because of losing power. At that time, the plane was above 35,000 feet, and it was still 104 km away from Winnipeg. The 767 lost all power and flew so quietly that the cabin recorder could clearly hear "Oh, shit" (this is what the captain said). Before that, no one had ever flown a civil plane with no power at all to glide in the air. The captain declared a state of emergency, hoping to make a forced landing at Winnipeg airport, because the airport has a long runway and sufficient rescue facilities. Unfortunately, after calculation, the co-pilot found that Winnipeg could not support it at that time. When the plane descended to an altitude of 28,000 feet, the power system and hydraulic system also lost power, which meant that the crew could hardly control the plane, so they had to use the ramjet turbine to maintain the most basic power on the plane and supply it to some equipment, such as altitude display and airspeed indicator. At this time, the co-pilot remembered that there was an abandoned air base near Gimli, Manitoba, so he asked the tower for relevant information, and the tower indicated the general direction of the air base. Choose the former air base in Gimli as the landing point.
What the pilots don't know is that Gimli has become a racing track since it was converted to civilian use. To make matters worse, today is "Family Day", and the airport area is full of vehicles and campers. When the plane approached, the pilot made a "gravity wheel throw" without power. The main wheel is fine, but the front wheel can't be locked. The speed reduction also reduces the efficiency of the air turbine, which makes the aircraft more and more difficult to operate. When approaching the airport, the altitude was obviously too high, and the pilot used a maneuver called "sideslip" to increase the resistance and reduce the altitude. When the main wheel touched the ground on the runway, the crew slammed on the brakes and burst several tires. The nose was grounded because the front wheel was not locked, and when it stopped, it was only a few hundred feet away from the family day at the runway head. No one was injured when landing, although some people were slightly injured when sliding down from the back cabin because their tails were almost perpendicular to the ground. The nose part caught fire, but the racer who arrived quickly put it out with a fire extinguisher.
The injured were quickly rescued because a doctor happened to take off from another runway in Gimli, which is still used by a flight club and aerial modeling enthusiasts. Maintenance personnel quickly repaired the minor damage, and the plane left Gimli two days later. It took several weeks to completely repair the plane and put it into operation again.
Afterwards, captain persson was demoted for six months and vice captain Morris was suspended for two weeks. Three crew members were also suspended. Kimini glider was repaired in Gimli for two days after landing, and then flew away by itself. Interestingly, the first car sent to repair Kimini glider broke down halfway because of lack of oil and needed assistance.
After that, Kimini glider was still in service1/4th century, and persson retired in 1993. The last commercial flight of Kimini glider was completed in June 2008 at 65438+1October 1(AC 95 1, from Port-au-Prince to Montreal). 654381October 24th, C-GAUN flew to Mojave Airport in California, USA. Air Canada invited Pearson and Morris to take this flight AC7067. According to the information provided by flight information service websites Flightview and FlightAware, C-GAUN first flew from Montreal to Tucson International Airport, cruising altitude FL400, and the arrival time was 12: 53pm (MST).
1995, the director Jorge Montesi made the Jim Lide incident into a film. In 1985, the crew who received compensation was awarded the first outstanding pilot award by the International Air Transport Association, because even if the crew made a major mistake in the preparation stage for takeoff, the countermeasures after the accident were perfect, avoiding the occurrence of a major air crash.
143 flight broke the world record for the longest gliding flight of a civil aircraft before its emergency and safe landing. The flight ran out of fuel about 50 kilometers away from Kimini and the plane taxied 17 minutes. This record was surpassed in the accident of transoceanic flight 236 (also Air Canada) in 200 1 year.
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The accident was later adapted into a movie called Free Falling Flight 174, also known as Falling from the Sky: Flight 174. Taiwan Province Province translated it as "emergency landing flight 174", also known as "death flight 174".
The accident was made into the wonderful program gimli Glider in the fifth season of Air Crash. (It is also the best episode made by ACI)
decommission
143 (B767-233) was initially repaired in Kimini, and then flew to Winnipeg for comprehensive maintenance. It re-entered Air Canada with a new nickname "Gimli Glider" and retired after 25 years of service until 65438+2008124 October. After retirement, the flight to Mojave Airport in California desert was arranged by the crew of flight KLOC-0/43 in Kimini. Before taking off, Air Canada employees were arranged to say goodbye to the plane at the airport. Transocean Flight 236 is an transoceanic flight between Pearson International Airport in Toronto, Canada and Lisbon Airport in Portugal.
On August 24th, 20001year, Flight 236, which was piloted by Captain Robert Piché and Co-pilot Dirk DeJager, ran out of fuel and lost power over the Atlantic Ocean. Later, it successfully landed in Azores by gliding, and no one died, breaking the world record of the longest gliding flight of civil aircraft.
Accident process
2006 54 38+0 2006 54 38:20:52pm EST: Transocean Flight 236 leaves Toronto. There are 293 passengers and 13 crew members on board. Take off with 47.9 tons of fuel and 5.5 tons of spare fuel.
The plane that crashed was an Airbus A330 produced by 1999, with 362 seats on board.
05:36 am Universal Standard Time: About 4 hours after the flight, the fuel began to leak, triggering the warning system in the cockpit. First, the plane sends out an alarm of low oil temperature and high oil pressure, and then the plane sends out the information of fuel imbalance. At first, the captain and the co-pilot only thought that this was a common computer error of Airbus. In order to deal with this situation, the pilot tried to correct and open the on-off valves on both sides of the fuel tank, causing the fuel to flow to the leaking engine. At 05: 04 GMT1,the crew finally decided to make an emergency landing at Rajesh airport in Azores after finding that the fuel consumption rate was abnormal for a period of time.
06: 13 am UTC: Twenty-eight minutes after the fuel began to leak, the No.2 engine on the right side of the plane turned off after running out of fuel, and the captain declared a state of emergency and decided to use the left 1 engine for full flight. The plane descended by 9 150 feet because one engine could not stay at the normal flight altitude.
13 minutes later, the engine 345 and the engine 1 which were in the idle class at that time also turned off, and Flight 236 became a giant glider. After losing engine power, the aircraft can only rely on ramjet turbine (RAT) to maintain the most basic operation of the aircraft control system and several indispensable flight instrument displays. (However, because the A330 adopts the fly-by-wire flight control system, under such operation, the flight operation can only be transmitted to the control surface in a simulated way without the flight control computer, which will affect the control of the aircraft more or less; At the same time, the strength of the braking system is much smaller than normal. At this time, the captain is in charge of flying the plane, and the assistant captain monitors the descending speed of the plane. At that time, it was about 600 meters per minute, so the plane will land at sea after about 15 to 20 minutes. However, if it is forced to land at sea, the consequences will be the same as the Ethiopian Airlines flight 96 1996 1 1 which happened on October 23rd, resulting in the aircraft breaking and casualties. Therefore, the captain is still trying to find the location of Ralis Air Force Base.
At 6:39 am Universal Standard Time, the pilot visually observed Ralis Air Force Base. At that time, the plane was at an altitude of 13000 feet, only 8 nautical miles from the airport. After a series of turns, deceleration and altitude reduction, the captain successfully entered the landing heading of runway 33 and put down the landing gear, but they had to land at an airspeed of 200 knots, which was much higher than the normal requirements of A330.
06:46 am Universal Standard Time: Twenty minutes after the two engines were turned off, the plane landed on runway 33 of Lariche Air Force Base at a speed of about 370 kilometers per hour, and many fire engines were already on alert near the runway. Because the plane was too fast, it had to make a hard landing, which caused eight tires of landing gear 10 to burst, and the plane finally stopped on the runway. There were 16 passengers and 2 crew members injured on the plane, most of them were slightly injured and 2 passengers were seriously injured, but they were not life-threatening.
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The investigation pointed out that the accident was caused by the oil leakage of No.2 engine, and the oil leakage was caused by the installation error of overseas maintenance personnel. Therefore, transoceanic airlines should bear the responsibility for the accident and pay a fine of 250,000 Canadian dollars to the Canadian government.
Although in the investigation report, one of the causes of the accident included the pilot's wrong action, it was allowed in the pilot training. In the end, the plane landed smoothly, with only a few injuries and only a small part of its body (the plane continued to serve after the incident), so the pilot was still welcomed as a hero when he returned home.
After the incident, DGAC Civil Aviation Administration and FAA issued new airworthiness directives. Airbus A3 18- 100, Airbus A3 19- 100, Airbus A320-200, Airbus A32 1- 0/00, Airbus A32/kloc-0. The airline of Airbus A320-11series aircraft has changed its flight manual, requiring the pilot to confirm whether it is caused by oil leakage before opening the changeover valves on both fuel tanks. American Airlines 1549 is a daily flight from la guardia airport, new york to Charlotte, North Carolina, and then to Seattle. The flight took off on June 5th, 2009+10/October 5th, and made an emergency landing on the Hudson River in new york six minutes later.
90 seconds after takeoff, the plane climbed to 3200 feet. The crew reported on the radio that both engines of their Airbus A320 lost power due to bird strike, and all the people on board survived.
Accident process
On the afternoon of the same day, the Airbus A320 with the number N 106US, which was piloted by Captain Chesley Sullenberger III, took off at 3: 26 pm in la guardia airport, New York. But about a minute after takeoff, the captain reported to the airport tower that both engines on the plane were hit by birds and lost power, demanding to return to the airport immediately. The airport immediately instructed 1549 to return immediately, but Captain Salinberg found it impossible to turn around and return to the airport, so he prepared to arrange a passenger plane to fly to Teterboro Airport in New Jersey for an emergency landing. However, the captain later discovered that the altitude and descent rate of the plane at that time could not allow the passenger plane to land safely at Teterboro Airport. Therefore, the captain decided to avoid densely populated areas and risk an emergency landing on the Hudson River that runs through new york. Twenty-three seconds after the captain informed the plane that it was about to land in the Hudson River, the laguardia Tower lost contact with the plane. The plane flew over the Hudson River and slowly descended. The tail of the plane touched the water first, then the belly touched the water, and the engine 1 on the left side of the plane fell off and sank to the bottom of the river during water sliding.
Finally, the plane stopped taxiing near Manhattan and the fuselage was almost intact. When the fuselage stopped completely, the fuselage began to sink slowly, so the emergency evacuation procedure began immediately. At that time, the passengers on board kept order and let women and children leave the cabin first; The captain is responsible for directing the evacuation and carefully checking whether there are any passengers in the cabin twice to ensure that the last person leaves the passenger plane after all the passengers leave. Everyone on board stayed on the wing and the emergency inflatable escape slide, waiting for rescue.
After the incident, the police and fire brigade immediately dispatched. The fireman arrived by helicopter first, and jumped into the river with only 4 degrees Celsius 5-7 minutes after the incident to rescue the survivors. Nearby ferries also actively participated in the rescue operation. The people on board threw life jackets into the river, rescued the survivors on the ferry and took the uninjured passengers to the restaurant by the river to settle down. The injured passengers were immediately arranged for treatment in a nearby hospital.
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The preliminary report of the incident confirmed that the plane lost power because it met a group of Canadian geese during the climb, and the engine may have inhaled several such migratory birds, so the plane could not bear the huge impact and stopped running. Two days after the accident, the plane was salvaged from the water to investigate more causes of the accident in detail.
After the incident, the captain was widely praised as a hero by survivors and the American people (especially new york citizens). Because he was in crisis when the plane crashed, he landed the plane on the river with superb skills. Not only is the plane not damaged, but everyone on board is still alive. Moreover, when evacuating passengers, he also checked the cabin twice to ensure that no passengers were trapped before the last passenger left the cabin.
Captain Salinberg joined American Airlines on 1980, and had previous experience in flying F-4 fighters in the US Air Force. He also participated in the national transportation safety board (NTSB) for many times to assist in the investigation of plane crashes, and taught at the University of California, Berkeley to study disaster crisis management. Therefore, it is generally believed that the captain's rich experience and the concept of crisis management are the reasons why he can safely land the passenger plane on the river. On the eve of 20 14 Double Eleven, China Southern Airlines flight CZ3739 was on its way from Zhuhai to Beijing, but the captain's sentence "I have undergone strict training and have the ability to control the situation and send everyone ashore safely" made more than 200 passengers quiet in despair. In the end, the flight made an emergency landing at Guangzhou Baiyun Airport, with no casualties.
At about 20 141October 165438 2 1 40, the flight CZ3739 of China southern airlines from Zhuhai to Beijing made an emergency landing at Guangzhou Baiyun airport after taking off for more than an hour. The cause of the accident was proved to be a mechanical failure of the engine.
Relevant personnel of the Party Committee Work Department of China Southern Airlines confirmed the forced landing of the plane to reporters, and responded positively that the forced landing was due to engine mechanical failure.