Since the human footprint involves the orbit of the sky, the tragedy of the plane crash has not stopped, such as the talent xu Zhimo died because of the plane crash, and the disappearance of Malaysia Airlines many years ago is still an unsolved mystery.
As the saying goes, "details determine success or failure", this is because the devil is often hidden in this detail, and if you don't pay attention, you will harm others and harm yourself.
That's what the Boeing 767-233 aircraft told us in 1983.
In 1983, a Canadian aircraft was under-fueled by a technician error, leaving it unblemished in mid-air and nearly dead during landing.
Fortunately, in the end, with the super high driving skills and keen judgment of the driver, it did not completely destroy the machine, and created a world miracle in the midst of danger. What's going on?
Carelessness, less fuel in the plane
In early 1980, Air Canada introduced four Boeing 767-200 aircraft, one of which had the registration number C-GAUN, and soon after its introduction, these aircraft were put into the airline line.
As of July 22 of that year, the aircraft's flying career was less than 150 hours, which can be said to be very "young".
On 22 July, the C-GAUN was about to embark on its new journey to Edmonton. Before take-off, technicians routinely conduct safety checks.
A series of inspections are nothing wrong, checked the aircraft's liquid crystal fuel display timing but there was an accident, that is, the display meter failed and could not normally display the amount of oil storage, when the technician just pulled out the aircraft circuit breaker to make the display meter return to normal.
In fact, the right thing to do would be to use a fuel measuring rod at the bottom of the wing to re-determine the fuel stock of the aircraft, but technicians ignored this. So after the fuel gauge returned to normal, the plane took off and arrived in Ottawa the next day.
Refuel the bottom of the wing
On the morning of July 23, the technician went through the maintenance log, inspected the aircraft again, and found that the fuel display meter still did not show any display, so the technician decided to directly replace the C-GAUN passenger aircraft with a new fuel display.
However, because this batch of Boeing airliners has just been developed and used, Ottawa can not find parts that can be adapted to it for the time being, and technicians have to repair it according to the previous practice.
Just as the technician was preparing to act, the dispatcher came to him for something to do, so the technicians who came and went forgot to pull out the circuit breaker, so they left a problem.
Captain Bob Pearson entered the cockpit only to find that the fuel display meter was completely black screen, although bob, as the captain, knew that the plane could not fly when the fuel could not be displayed, but perhaps it was the first time that bob was confident, so he felt that he only needed to manually calculate the amount of fuel required for the aircraft.
Cockpit of the aircraft
So according to the calculations, the plane set off again after replenishing the "right" amount of fuel.
In fact, neither Captain Bob nor the technicians in charge of maintenance inspections realized that the unit of measurement of fuel in this aircraft as a new airliner was different from that of a traditional aircraft.
The fuel volume of traditional aircraft is often measured in pounds, and one liter of oil is 1.77 pounds, but the fuel volume of this new airliner is in kilograms, that is to say, one liter of oil is 0.8 kilograms.
So when the aircraft was filled with 11430 liters of fuel, the responsible personnel thought that it had been filled with fuel and stopped, in fact, the aircraft only added 9144 kg of fuel, and a total of 11256 kg of fuel was added from the 20400 kg.
After the fuel data was passed into the airline's management computer, the crew finished work, and the aircraft pilot did not know about it and set sail directly.
You know, the lack of fuel on the aircraft flying on the road, is very dangerous, once the fuel is exhausted, it is a disaster.
Aircraft refueling
Halfway failure, emergency steering
When the GAUN took off from Ottawa, in addition to Captain Bob, there were maintenance engineer Rick, co-pilot Morris and six crew members, as well as 61 passengers. Captain Bob and Engineer Rick are not only friends they met at the Canadian Flying Club, but also regular partners in the sky.
Although Bob is a veteran captain with more than 15,000 flight hours, he is only a "novice" on this C-GAUN airliner, so in order to better perform the mission, captain Bob invited engineer Rick to the cockpit to discuss communication when the plane was about halfway through the flight.
After Rick entered the cockpit, Captain Bob handed over the instruction manual for the Boeing 767-200, and the two of them simulated some of the dangers and emergency operations that the aircraft might encounter.
Just as the two were talking about color, a sharp warning sound suddenly sounded in the cabin, which was a reminder of insufficient fuel, and the two found that the aircraft was showing that the pressure of the fuel pressure pump on the right side was too low.
Oil gauge
In this regard, Rick quickly made an analysis, and in this case, either the fuel pump has a problem and the oil cannot be pumped, or the aircraft oil is exhausted, resulting in no oil pump to pump. Bob first ruled out the suspicion of insufficient oil, reassuring Dick that it should just be that the fuel pump had failed.
It wasn't long before the left fuel pressure pump sounded alarm, and Bob and Rick looked at each other, not knowing what was going on. Because the fuel display gauge on the aircraft has been black screen, it is impossible to see the actual amount of storage, and from the perspective of the computer display of the flight management center, the amount of fuel should still be very sufficient.
Unable to wait for the two to figure out what the answer was, the engine on the left side of the plane began to slow down and make smaller and smaller noises, which only showed that the amount of fuel left in the plane was running out.
At this time, there were still far seven hundred miles away from the destination of Edmonton, and it was impossible to catch up with it in any case. Immediately after, the engine of the aircraft showed signs of stalling, and the equipment on the aircraft also showed signs of strike.
plane
After all, an experienced captain, Bob's brain sped up and he thought that the nearest airport for Boeing 767 planes to land at Winnipeg International Airport, just 120 miles away, was also home to The Air Canada's dedicated Boeing Aircraft Repair Center.
So Captain Bob immediately dialed the winnipeg air control center's special line telephone to request landing, and when he got permission, he issued a diversion order to change the course, and the co-pilot answered the purser's closed circuit to inform him that the plane had to be diverted to Winnipeg.
After that, the purser turned on the cabin broadcast and informed all the programmers to assemble in the front kitchen. By this time, the plane's left engine had been completely turned off, and Captain Bob began to initiate a single-engine landing program, intending to rely on an engine to land the plane to Winnipeg.
The passengers on the plane noticed the sudden assemblage of the flight attendants and were talking about it when a radio came from the cabin informing them of the reasons for the transfer to Winnipeg and the precautions. In addition, the purser also reassured the passengers, saying that the crew members were professionally trained and hoped that everyone would cooperate with the landing.
Winnipeg International Airport
At the critical moment, the passengers could only sit in their seats and silently pray in their hearts that the plane could land safely. Captain Bob in the cockpit was arranging for the crew to perform the approach procedure, and at this juncture, the right engine also began to emit fuel warning lights, and then the sound gradually disappeared, which meant that the right side engine also went on strike.
As a result, the lighting system in the cabin failed, and the electronic display and hydraulic system all failed.
With 75 miles from Winnipeg airport, there was no way for the crew to make small amounts of electricity through stamped turbines to sustain some of the most basic devices like airspeed displays and altitude displays.
To make matters worse, the radar display in the air traffic control center of Winnipeg Airport suddenly did not receive the radar signal of Flight AC143, which meant that it was impossible to track the track of the aircraft, and how to guide it to land.
The thought that the plane was about to crash somewhere out of nowhere, the people in the air traffic control center were in a panic.
Fortunately, the director of the Air Traffic Control Center is a veteran with more than two decades of air traffic control experience.
He thought that the plane should not have crashed yet, but because both engines were completely out of fire, the transponder was not on strike, so the air traffic control director immediately asked people to use the old primary reflective radar equipment to directly locate the position of the aircraft, because this equipment can not use the transponder.
The air traffic control director's judgment proved correct, as the air traffic controller was instructed to quickly reconnect to the signal of the C-GAUN passenger aircraft using radar equipment and was able to locate it again.
Thanks to the advanced and superior aerodynamic design of the Boeing 767, the C-GAUN passenger aircraft can still glide forward without two engines. At this point, the C-GAUN was still 65 miles away from Winnipeg.
Aircraft engines
Secondary turn, thrilling miracles
Although the airliner was still heading in the direction of Winnipeg Airport, the co-pilot remained vaguely uneasy, having served in the Canadian Air Force.
Having trained in Kimini as a combat pilot, he knew that Kimini had a military airfield at an air base with a long runway, and that the airliner was only 45 miles from Kimini at this time, much closer than Winnipeg.
After the co-pilot told Captain Bob about his doubts, the captain asked the Winnipeg Air Traffic Control Center if Kimini had rescue facilities, but the Air Traffic Control Center told them that Kimini Airport had long been abandoned and there was only one runway, so it was recommended that they fly to Winnipeg Airport.
During this process, the co-pilot has been calculating the rate of descent and airspeed of the aircraft at a rapid pace to determine how long the aircraft can glide and whether it can fly to Winnipeg Airport.
Airport runway
After the calculations were over, the co-pilot regrettably told Captain Bob that the plane could only glide another 20 miles at most, thirty-five miles from Winnipeg Airport, meaning that if it continued to fly to Winnipeg Airport, the plane would crash 15 miles from the airport.
Captain Bob asked the air traffic control center and learned that the passenger plane was less than 12 miles away from Kimini, so the captain immediately made a decision, turned again, and decided to fly to Kimini.
The cabin was full of tension, all the passengers made a collision-proof posture in their seats, the flight attendants took off their high heels, and everyone sat in their seats and fastened their seat belts. The captain used his previous gliding experience to carefully operate the passenger plane, and he used gravity and mechanical means to lower the landing gear of the aircraft.
At this time, it was less than 5 miles away from Kimini, and due to the high altitude of the plane, if it landed in the normal way, the plane would slide off the runway because it landed too late, so Captain Bob decided to slide sideways to get very close to the runway before setting the right direction.
Normal plane landing
So several people alternately operated the ailerons at both ends of the wing and the elevator and rudder at the tail to make the aircraft constantly traverse, thereby controlling the forward speed.
Everything proceeded in an orderly manner, and all the personnel waited with bated breath for the landing moment to come. However, just as they were about to arrive at the abandoned airport in Kimini, the crew discovered that the site of the former air base had been transformed into a linear acceleration racing track.
What's even more frightening is that there was a racing race that day, and although the race was over, the audience had not all left the table, and the crowd was bustling in the field.
The audience did not feel anything about the planes that were a few kilometers away, and because the aircraft engines were on strike, just gliding forward, there was no usual roar, just quiet, so it could not attract the attention of the audience.
Captain Bob didn't give up, though, and he looked around for a place where no one was. Luckily, unfortunately, two small children were still riding bicycles there.
However, the plane was already on the string and had to be fired, landing on the runway and slowly sliding forward.
Eventually, Captain Bob slammed on the brakes, changing the braking force of the two main gears, causing the nose to deflect all the way and finally crash into the iron rod next to the runway and stop, but exploded two tires.
The distance between the stopped plane and the two children was only three hundred meters, and according to the co-pilot's recollection, sitting in the plane at that time, he could even see the frightened expressions on the faces of the two children.
The thrilling process was finally a fortunate result, and this emergency landing, except for ten people who were slightly injured, all the passengers and crew members on the plane survived.
The plane landed
At the same time, the forced landing inadvertently created a world record, that is, the aircraft glided from the air to the ground for a total of 17 minutes, the longest gliding flight distance in the world.
This record was maintained until the 2001 Transoceanic Airlines Flight 236 accident, which was broken.
In April 1985, the Canadian Aviation Safety Commission issued an investigation report into the oil spill accident, which was only learned of the truth, and the report praised the "professionalism and skill" of the crew.
Yes, if there is no captain and pilot's high technology and rich experience, without the professional skills and full cooperation of the crew, then this time it will really become a crash that shocked the world.
The plane came to a standstill
Afterwards, the C-GAUN was sent to Winnipeg for repairs and then embarked on a new journey, and the accident was widely known in various TV series and movies.
Air crashes have always been heart-palpitating, and when they encounter the danger of accidents, no one can guarantee whether they will survive or not.
At this moment, professional skills and a calm and calm mind are particularly important, doing what it can to reduce the viciousness of the results, which is the experience left by the C-GAUN airliner.
bibliography
[1] Infantry Vision.2019-07-29
China Airlines.2019-12-28