@@sq8409 in an interview he said he was trained to tolerate minus 20 degree in the air force. That's why he could stay longer in the -40 degree environment.
the captain actually not able to get the mask at the first place due to the huge wind in the cockpit. it was only after the plane stabilized according to his own interview. which is truly amazing. He was a fighter jet pilot, very strong both physically and mentally.
No, he was a bomber pilot. The bomber is very difficult to fly. We are sure even without all modern equipment the Airbus A319 is still easier than the bomber airplane he used to fly in the Chinese air force.
There was also another incident like this before. Watch air crash investigation its pretty interesting. I believe this one in china is the 2nd in history.
If I recalled correctly, the official chinese report stated that the captain DID NOT put on his oxygen masks the entire time. This was due to that the captain's left hand was on the sidestick, which blocked him from taking the mask using his right hand. Also ..... the report actually mentioned that the PACK systems on A319 were maintaining temperature in the cockpit.
The air traffic control officer on the ground also re-directed the surrounding planes in the air space, so this plane could have bigger room for safe landing. Thumbs up to the crews and people who are doing good job in emergency.
I love the way you give credit to colleagues in other airlines. I also believe that some kudos is due to the local ATC who correctly handled a plane coming in that could tell them nothing other than 7700 "something nasty has happened". OK, that is something they train for, and it's not a physical challenge like the pilots faced: even so part of getting the plane down safely was making sure that any likely runway was kept clear for it to use.
One thing to add: the captain was actually trained to do this. During his distinguished military career, He was a fly instructor of IL-28 bomber (typical 2nd generation warplane that can be easily depressurized due to combat damage), before he retired to civil aviation. And he is an expert and instructor on the Sichuan-Tibet air passage, which is a very difficult line that pilot needs qualification/certification to fly on.
Not trained for this situation though... In an interview he mentioned that because the front panel was damaged and the system was reporting a lot of errors, he was not sure what parts were still working and was very hesitant to take certain actions. He didn't know if he should descend faster or slower (faster so that he could get to lower altitude sooner to have more oxygen - since the wind is too strong for him to put his oxygen mask on; or slower so that wind could be milder and make less damage to the aircraft and less painful for his face). He was mainly relying on his adrenaline at that point to keep moving in the cold wind ;'(
The pilot is outstanding, he did an excellent job. He did his job even without the oxygen mask in that situation...How lucky those passengers are! They met an ex-military pilot :D
In the recent interview, he said that he can hold breath underwater more than 4 minutes. That's one of the reasons he could stabilzing the aeroplane in the first 5 minutes.
In fact that really is captain’s huge mistake! He is a lucky dog ! The first step is done oxygen mask to protect himself in such a situation!Now，he has succeeded to land ,we praise him a hero. he is not a hero ,he just luck not lost consciousness
Great explanation of this and kudos to the flight crew. Another example of how grateful we passengers are for crew being highly trained and professional.
Rich Davis The captain used to be a fight jet pilot, so he could rise to the occasion despite his ears were badly injured due to sudden pressure change.
JorgeForge under that kind of circumstances, I would say that the noise level in the cockpit can easily gone up to at least 115dB if not more. So I'll say the head phones are not gonna make any difference. Besides that due to the sudden decompression, the air flow might ripped off their headset anyways.
I love when you talk about the accidents and share your expertise. I'd like you to cover as many of them as you can. That's why I love UA-cam. It's the only place where regular people can listen to or look over the shoulder of great professionals. Keep it up!
I really appreciate the information you provide. It's fascinating to get this perspective from someone in the industry. Bravo! You're doing a great job and providing a valuable service.
I listened to the atc recording, so they reported that they had a crack on the window and they requested to land in chengdu if I remember this correctly. Just after they finished the reporting. There's a loud bang, i would assume thats the window breaking. And the communication was lost.
I think the main thing that draws me to this specific aviation channel is the fact thate you say, " I hope your doing absolutely fantastic ". Well thanks very much mate, I hope your doing absolutely fantastic too 👍
Thank you so much for explaining this incident!!! some more info here from Chinese social media: after the ECAM message, the crew noticed the crack on the window and report their intent to descend and land in Cheng Du city, then the window gone as well as the radio, the captain is a former AF bomber pilot. Thank you again for such a great vid!
Thank you so much for your channel, for aviation enthusiasts such as myself it is so excellent to have a real pilot talking about such things! Safe flying my friend!
According to the conclusion of the investigation, the most likely cause of this incident is that the right windshield seal of Unit B-6419 may be damaged. There is a cavity inside the windshield, and the external water vapor infiltrates and remains at the bottom edge of the windshield. After long-term immersion of the power cord, the insulation decreases, and a continuous arc discharge in a humid environment appears at the lower left corner of the windshield. The local high temperature generated by the arc causes the double-layer structure glass to break. The windshield cannot withstand the pressure difference between the inside and outside of the cockpit and burst off from the fuselage.
It makes my evening to hear the praise from one professional to another. It's professionals' job I guess to be analytical, so when you get the admiration expressed, it's great even from a listener's perspective
Correction: This particular airplane is specially modified due to the route it flies, which could supply oxygen up to 1 hour and 15 minutes instead of normal 15 minutes.
This remembers me about the Brithish Airways flight 5390 back in 1990. It is almost the same, let's see what the investigation has to say. Nice topic btw
The result was similar, but the causes are certainly different. BA 5390 was a BAC-111, which was designed with a windscreen bolted on from the outside, which meant that the cabin pressure was constantly trying to push it off. In that accident, the windscreen was attached using bolts that were a couple sizes too small, and so eventually the pressure pushed it right off. Modern airliners used a "plug"-style windscreen, where the windscreen is pushed into a hole smaller than itself from the inside of the aircraft, and so the cabin pressure actually helps keep the windscreen in place. Since this aircraft received a warning that the windscreen heat was malfunctioning, the cause in this case will be related to that.
Mentour Pilot I like that you praised the human factor because I was super paranoid thats AI will manage to take over our places, I saw your video about it... you are much more than a Captain. (I subscribed since then)
I always think its funny when pepole say "see this is why i dont fly" Im like nobody died. No passengers injured at all only a minor delay. Far worse hapens on busses every day.
Flugzeug Dokus minor delay compared to how long it would have takken to get there by any other mode of transportation. They still got to thier destnation faster then if they did not fly. So it was a minor delay.
theendofit naawwwwwww I am one of those flyers that freaks out before every flight. Thankfully there are drugs for that. (but I digress). It is however awesome to know how awesome our pilots are. Not like the old days when I flew one aircraft I swear was held together with blutack.
Hi Petter, thanks for your explanation about this incident. You're explaining so well (in every vid you post) that everybody can understand what you're saying. Thanks for all the time you put into this vids and your app! Kudos for that! Have a nice weekend! Saying hi from the Netherlands. (Don't know what the happy occasion was for your wife, but congratulations!)
Love your vids. So well explained and interesting. And nothing but high praise for all our pilots who get us safely around the globe despite the odd mishap that can happen. You guys know so much about your aircraft.
May only be 8 years, yes, but aircraft don't really age by how old they are. Their useful life is mainly determined by how many cycles the fuselage can do. Planes are more or less built to last *forever*. If they are built to any less of a standard, safety is thrown out the window. Err, pardon the pun. And the checks and maintenance they go through, you basically get a whole new plane every 6 years with a D check. To perform a D check, the plane is taken out of service for about a month, and for larger aircraft, this D check will cost about $20 million. Imagine if you, every six years, completely stripped your entire car back to all 20 or 30 thousand of its component parts, you remove every last component, the interior, the engine, everything, it all goes, *including the paint* and you strip the engine down, entirely, to the block. You inspect and test every last component that you've just spent two weeks ripping out of the thing. Any component that does not meet increasingly stringent checks, are thrown over the shoulder, into the bin, and replaced. It could be an O ring on a low pressure line that looks a little bit perished. It's thrown out and replaced. Hell I think they even go as far as replacing everything while they have the parts laid out in front of them. The engines are taken off the plane and stripped, every component tested, refurbished, and returned to service. Components that aren't 100% up to scratch, are replaced at this point. They strip the paint off the fuselage so they can inspect it for cracks, using radar I think, inside and outside the aircraft. Any slightest defect in the fuselage, is repaired now. This is what a D check entaills. A, B, and C checks are all much more minor things, A checks can be performed by pilots for example, and signed off, *if* everything looks ok. The pilots are not mechanics, so if the pilots that will be flying the bird that day spot anything unusual, they will probably not be flying that plane until a mechanic has had a look at it. For an A check, the pilots give a simple "yes, everything is ok", or "no, something is wrong" binary answer. It's basically looking over your car before a long drive. You check the tyres to make sure they're inflated properly, you would check the lights to make sure they all work, check the oil and coolant levels and top up the washer bottle. This is done every 24 hours, and can be done by the pilots flying. B checks can also be done in situ, at the gate etc, by a mechanic. I think on this check, the mechanic will do basic things like check the computers for any minor logged faults, check the flight records for any logged faults there, they will take an oil sample from the engines, which is simply just removing some of the oil (probably about a beakers worth) from the engines and APU, the checks are a little more involved, but can be done in situ and only take about 4 hours, C checks require the plane to be moved to a hanger, and this is where your main servicing is done. The engines are partially disassembled and checked for signs of component wear, other parts of the aircraft are partially disassembled, the fluids are replaced, that sort of thing. This check is what you take your car to the mechanic for to have it serviced at its scheduled interval. On aircraft these happen every few months, IIRC, and the aircraft is pulled from service for just about a week, There is a limit to how many cycles a plane can do, I think it's about 50,000 - each flight consisting of 2 cycles, so a single $200 million jet will give you about 25,000 flights. If you're a puddle jumper airline, you're gonna run into this ceiling rather quickly. This is one of the reasons why all the cheap airlines all roll brand new aircraft - they more or less have to. Further, new aircraft are incrementally cheaper to run, even re-engines of existing aircraft are a bit cheaper. Believe me, airlines nickel and dime every flight, from charging for your carry on, to literally filling the plane up at one airport instead of another because the fuel is cheaper there. The point is, is that with a RyanAir aircraft, it's gonna hit its cycle lifetime rather quickly, and the aircraft will have logged very few hours. Whereas you get a plane that goes halfway round the friggin globe every flight to log a cycle, it's going to rack up a ton of hours, and it will also tend to be a lot older. This, also, is why airlines like Lufthansa, Qantas, and quite a few American airlines have older fleets, they do that because they can, more or less. Those birds will take years to run out of cycles, so you'll see planes built in 1998 still going strong for these airlines.
Bob Dole Shame on you. The gentleman tried to explain what does aging and usage mean for an aircraft because that's very important and fundamentally leads to understanding how airplanes operate and how are they maintained. One of the points of this channel and app is education, and people are learning both from Mentour and one another. If anything else, the answer given and effort behind it is for praise, not ridicule.
Your reaction is quite true Moon Moon. I do not know about the cost, but I do about the way of controll. Nevertheless if you read my comment, you will see that I do mean the same. Hence the word "only" :)
Thank you for making the video, another excellent case for not flying pilotless aircraft! Absolute kudos to the pilots in this case for getting everyone down safe and sound.
Actually this A319 is designed to fly in high altitude regions and is equipped with extra oxygen supply. It was 60min or something, much longer than the normal 15- 20min. But overall great explanations
I was thinking about the same thing, cuz the flight is heading to Tibet, but what confuses me is Chinese airlines normally use 2 Captains to operate flights that's going in Tibet area, but this time the first officer was a first officer(3 strips on the shoulder, don't know how to call that), that makes me wonder if the aircraft was equipped with extra oxygen tanks
@@grumpybraincells6612 In fact, there are always two groups of pilots (each with a captain) on such flights, one fly there, and one fly back, which is explained in the movie "Chinese Captain". Also it's always impossible to let two captains flying at the same time, which is not good for young copilots to study, gain experiences and eventually get promotion. So at that time, lt was Liu's group flying the plane, and another two pilots are not in the cockpit, including another captain. So they didn't appear in cockpit when incident happened, not to mention being interviewed after landing.
A wonderful evening to you Petter. thanks for this very informative podcast. You (and aviation) are my daily source of motivation to fight for my dream of becoming a pilot one day (its hard in Germany) and I want to thank you once more for that. Hope you ´ll have a fantastic Friday and keep airborne.
Torben .u.f Keep up the faith on your dream!!! Thinks are very good now, and I'm sure that you'll fulfil your gole. Good luck, and never stop dreaming.
So you are right about the three panes. The outer and inner most layers are thin glass for erosion and scratch resistance. You always have to have glass if you have windshield wipers because the wipers would scratch a polycarbonate windshield. If no wipers, you can eliminate the outer glass layer. Learjets do this. The glass layers are not a structural element. The middle laminate is usually polycarbonate and well over an inch thick. That is the layer that bears the strength and the pressure loads. You missed a primary purpose for the windshield heat. It is part of the bird strike resistance and therefore adds to the strength of the windshield. It keeps the polycarbonate less brittle. That is why you generally have a speed restriction below a certain altitude (10,000 ft) if the windshield heat is not working. The reduced speed reduces the birdstrike forces and gives you a better chance of surviving an 18lbs goose.
I had wondered if the pane had suffered a birdstrike at some point, creating an earth condition in the element. In theory I suppose this could occur due to other forms of stressors as well, or with repeated lower level stress.
The aircraft would have extended length oxygen supplies for both the crew and the passengers due to the nature of the airline's operations over the Himalayas, which I heard is around 1 hour. Lhasa is 11,700ft high and above the emergency descent altitude for depressurisation, so the pilots would always wear oxygen masks for takeoff, landing and ground ops.
Honestly, the pilot of this flight was a true hero. While I think the pilot of the Southwest flight did a solid job, but to me, that instance just seemed to be doing their job. This accident was truly hardcore amazing and heroic.
They can use the "protective shield" option from Galactica tv series 1980. A protective panel (like a Blast Door) rise from above before crack, keeping the cabine and pressure ok. you end with a blind windows but is ok than have a situation like that. @mentour tell what you think....
As a Chinese pilot, I was very admire the whole crew members about what they did in the first place. Besides the training things, what I like to say is that the pre-flight preparation, they are very familiar with the situation along the route. There's a lot of things could talk to, let's waiting for the investigation.
I have always wondered how difficult it is for non-English speakers to learn aviation English. I only speak American English and have found learning other languages to be incredibly difficult. Obviously, some people have a greater natural aptitude than others. I admire those who are able to learn two or more languages.
@@thomastoups3451 if you heard the record that the, you know they don't use English if they are not flying the international flight PS: i am not professional,
Thomas Toups It really depends on when you start to learn a new language, I started learning English ever since I was a kid, but I only start using it when I became an overseas student in Australia. For me English is not that difficult but I know I'll never get to a native speaker level. On the other hand a lot commercial airline pilots didn't get the opportunities to speak English to a native speaker in their training. Besides that when they start systematicly English training they'll be at their 20s and their teachers are most likely be share the same culture background like themselves. That lack of English speaking environment might be the cause of it. That was just my predictions it could be wrong but that's what I feel through out the years of my English learning progress. BTW Air China is the single worst airline in China ,they have shitty food expensive tickets and arrogant flight attendants, if you ever decided to visit China don't fly with Air China plz😤
You said a very interesting thing in that there is no barrier between the cockpit and the fuselage in the event of a decompression. I would think that would be a safety feature in aircraft design.
First of all the crew did an amazing job, that's incredible work. The good news in my opinion is that now we're pretty sure that a depressurisation is survivable in modern aircrafts (as long as the crew does such a great job). That may sound random but given the history of aviation, notably the de Havilland Comet, it's reassuring. That being said I hope Airbus finds the reason this happened so it can be avoided.
The heating element also serves another important purpose, and that is to prevent the glass from breaking in small pieces and shards in case of a collision. The glass used when Heated tends to crack in a pattern that looks like shatered glass like tempered glass. And hence stay shatered but together increasing the chances of not blowing up and going inside the cockpit in small pieces.
Petter ... for the record: God Forbid ! but if something like that ever happens on your cockpit there is a action that can prevent all of that ... the window heating system for sure Must have a Fuse ... the one that may prevent the dramatic burn we see taking place ... it's a matter of getting up fast, going to to the fuse box and pull out the fuse that feeds the windows power. Presto !
I actually really like talking about accidents. I understand it's a sensitive subject but it's part of the job too to manage these kinds of situations. So if it's up to me, feel free to keep doing these, respectfully obviously :) Really interesting. Incredible airmanship. That guy deserves a beer. Or two. Or something stronger.
Safe flying is all about being ready for failure modes. If you train for them and talk abut them and think about them, you get the safest civilian mass transit system we have today.
I think you need to redo this one. It’s a great story and pilots can learn a lot from it. As an a320 captain I have been asking my FOs about window arcing and only 15% understand what it really is. I usually use this incident as great example of what can happen if you don’t know QRH procedures on the aircraft you fly. The a320 window arcing QRH procedure is a little bit tricky since we have to pull some CBs to switch the window heating off and avoid serious damage to the window. And I doubt anyone can find the CBs without reference to the QRH. And from the video that the FO was shooting instead of applying the QRH we know, that we have about 12 seconds before the window cracks and the ECAM warning kicks in. So they could have easily avoided the emergency descent. Anyway the descent and approach to a safe landing is a good example of great airmanship. I wish more airbus pilots were aware of this incredible story.
Great job by all on the craft. Hopefully the injured folks are recovering well. Shudder to think what could have happened if the crew started screaming out of panic and lost focus. When boarding an aircraft, have a good knowledge that the crew wants to get to the destination safely same as passengers do. Screaming and carrying on does nothing for anyone. Focus, listen, help others, overcome, adapt. Thanks for the post, Mentour!
@@PatKittle -- The mindless screaming is a symptom of panic, and it makes the panic contagious. I would hope if someone starts screaming mindlessly in that situation, that a seatmate would smack them unconscious. Panicked people do VERY stupid things.
Correction, the F/O was not properly fastened, only the waist belt, and he was halfway sucked out of the window initially, and climbed back once the pressure equalized
Hi sir, thank you for explaining the details about the incident. Much appreciated and I really love your videos. However, with reference to the captain's statement found in other videos, there were 2 things that was incorrect. After the loud bang, the captain found the first officer hanging half body out of the shattered window. So he wasn't properly belted down. The first officer also had injury to his face and lower back. Nothing major. Great summary of what happened
The Lesser Weevil The captain and the whole crew team accepted the interview. But I don’t think there is English interview on UA-cam. You can search ‘川航备降‘ on UA-cam
Very good video! Another major reason why the windows are heated is to increase its flexibility. This reduces the risk of shattering during a birdstrike etc.
Been interested in aviation for almost 4 years, and I haven't seen an incident like this. Especially the First Officer side's Glareshield and the autopilot panel (Partially) were literally ripped off. It's a pilot's nightmare. Luckily, they have landed safely.
I know your not going to make a special podcast on every incident that happens on aviation.. but did you know I will watch every single one of them if you did.
There is the interview of the pilot, explaing the same thing about the 3 glasses. The difference between 5390 is that Sichuan flight was over 9000 meters high with a hiper speed, so it had a worse condition than 5390 had. And the pilot had not put his mask during the whole emergency, because he could not move a lot.
What is the difference between the aircraft windshields of those used let’s say in aircraft of the 60’s 70’s than those used today? I have personally shot a C141 pilots side window with a 308 caliber rifle at near point blank range without penetration. We often had lamination problems with window heat but due to the window design never had a major incident like this. The windshields were hundreds of layers of glass with safety laminate between each. I’ve personally changed windows from bird strikes in which the bird was or parts of it were stuck into the glass without decompression or leaks. It seems to me that maybe they need to go back and use the aircraft windshields that is old folks used. Thanks for the videos.
The first officer was half way sucked out of the window but he had his waist seatbelt on so he managed to come back in when the pressure became balanced.
The heating of the windshields it is not only to keep them warm to avoid the ice accrue or fog, but the heating is to keep them some more "flexible" because lower outside air temperatures at those altitudes where the jet planes fly becomes more fragile the glass nevertheless the glass layers are thick enough for withstand the presusrization inflate and deflate cycles and the deformation due to the natural stress of the fuselage. Excuse my poor english, please.
Years ago my windscreen was smashed by a passing truck throwing up stones in the Outback and I had to drive a way to the nearest town without it and it was awful. I am sure I swallowed a bug up my nose at one point! In an aeroplane it must have been a thousand fold worse. Good job landing that flying people truck!
From the pictures I saw many of the displays and the FCU where affected by the rapid decompresion issue. What impressed me most whas the fact that even having a so baddly damaged cockpit the pilot (captain) was able to save land the plane and the passangers as well. I think this was a good example of how well designed this aircraft is (I'm pretty sure Boeing too ;) ). How is possible in this kind of aircraft not to lose control of it? Could this be a topic for a future post cast video? Thanks Mentour
Imagine FO Bonin of AF447 in this situation? "Oh mon dieu, je ne sais quoi comment avier sans auto-pilot" (excuse my poor French). Once again this incident shows that pilots with military or other "real" flying experience can master difficult incidents. Especially experienced glider pilots have saved the day numerous times (e.g. Sully, Gimli Glider). If it hadn't been for Captain Liu Chuanjian's Air Force experience, who knows whether he would have been able to safely land with multiple instrument failures. Pilots should be required to demonstrate significant hours of real hand flying experience. Modern pilot training, where student pilots do the minimum hours to get their CPL and ATP and with subsequent experience mostly in auto-pilot, is the root cause of many incidents and accidents in commerical aviation.
Yes but what impressed me most wasn't only the great pilot capabilities of hand flying the plane (chapeau, me quito el sombrero ;)) but how well these aircrafts are made. Like mentour pilot said in the simulator pilots are trained to handle multiple situations and instrument failures but no one comes in to the cockpit and rip off the instruments and then tells you know you have to landed it. I hope you get my point ;)
What an amazing video, the captain and first officer done an amazing job in a difficult situation. After a situation like this are the pilots entitled to some time off just to relax before getting back in the cockpit?
The captain actually did not put on his oxygen mask the entire duration from incident to landing. At least according to the final report. It was stated that captain's left hand was on the sidestick all the time since the F/O was injured and unable to fly. Captain was unable to access the oxygen mask using his right hand since the box containing the oxygen mask was blocked by his left hand. The official report was quite comprehensive, it even showed the suspected position of the F/O during the decompression event. Unfortunately the report was in Chinese. Directly translated from official report "2.5.2 缺氧” （loss of oxygen / hypoxia) "从风挡爆裂脱落至飞行落地，责任机长没有佩戴氧气面罩” （From windshield shattered to landing, the captain did not put on his oxygen mask)
Apparently the glass didn't come blasting into the cockpit as forcefully as we might expect, given the airspeed (even subtracting for the "bubble" effect & reduced air pressure at altitude). Good that no one was blinded.
@@hongjayzhou5491 holy shit, the movie is so shit, sooooooo shit, chinese moives are so shit, i am seriously, such a great legend, but such a suck movie
Of course, not pressurized, but on H-53 Sikorsky I worked on had plexiglas windshield that was sandwich construction with embedded heating element. If the heat was (manually) turned to "high" without an initial "low" period, the heat differential of the surrounding plastic would be too high and the heating element would arc and bubble/blacken the plexiglas.
yes, the pilot who was controling the aircraft was a former trained Air Force soldier according to his interview at CCTV. therefore, he has the potential to manage to handle this kind of situation calmly. In the interview session, he repeated himself that he must fully concentrate on flying the aircraft safely til landed, and make sure the safety of the passengers at the back. Indeed, he and his crew members did a fantastic job. lesson learned from this scenario are, you must able to well handle your EQ, nothing can be distract from you, even your co-pilot(the sec. officer who was sat infront the cracked window panel) that sucked him out into the mid air due to the extreme diff pressure in and outside of the cockpit, he says. In additional to the situation according to the interview, the whole scenario are unable to communicate with their colleagues as well as the air traffic communication, noise were too disturbing and hard to open mouth( wind blow too strong), luckily he was wearing sunglasses. They were only using non verbal communication to communicate. More or less is like this the scenario. Well done! really well done! really really well done! Salute to him.
Very nice videos . Few adds here : the MCP on the Airbus is called FCU (Flight Control Unit) . Windshields are heated if not mainly , at least equal in importance , to give them the elasticity required to resist impacts and vibrations at extremely low temperatures .
That footage of the heating element in the window burning through the window itself was some freaky stuff, not from visual but the imposing awareness that things are about to get insane and potentially catastrophic real soon !!! When you have that much awareness of the situation approaching you have time to think about it which is the worst
But the captain's wife said: " Everybody thinks that my husband is a true hero, but I hope that NO MORE SUCH KIND OF HEROS AGAIN!” Nobody wants such accident to happen again!
That specific pilot was an ex-PLAAF military flight instructor, and among the subjects he teaches it does include dealing with broken windshields on the bombers.
Mentour pilot! I have a question! So let’s say one pilot was out of the cockpit before this happened, then when he gets back the window is broke. What would he do? Can he go to the cockpit or not because he could get sucked out?
One the pressure equalizes, there is no more suction. In the window frame there will be regions where wind is trying to blow in and ram pressurizes the entire aircraft slightly above the outside pressure. Its not 100% efficient, so there is a little back and forth and wind blows in and wind blows out on various different parts of the open window. If you are standing near the door you probably wouldn't feel some small gusts, but nothing like 300mph wind forces.
>Can he go to the cockpit or not because he could get sucked out? You seem to say two things. 1. That he is waling in as the window goes out. 2. That he wants to enter the cockpit after. I was answering #2.
3U8633 was above the Tibetan Plateau (average altitude 15000ft) so their oxygen supply system lasts much longer than normal flights for safety reasons. Normaly the system will last one hour.
Cheers. An aviation disaster was narrowly averted on this day in 1990, when a wrongly-installed panel of the windscreen on British Airways Flight 5390 fell out, causing the plane’s cockpit to decompress and its captain to be pulled halfway out of the aircraft at over 17,000 feet. BA 5390 left Birmingham Airport at 7.20am, heading for Malaga in Spain. At the controls were Captain Tim Lancaster, 42, and his co-pilot, 39-year-old Alastair Atchison, both experienced flyers, and their take-off was routine. [On This Day: More incredible stories from history] Less than 15 minutes into the flight, with the plane at 17,300 feet over Oxfordshire, there was a loud bang in the cockpit, and the windscreen on the captain’s side blew out from its mooring, causing immediate decompression. Both pilots had loosened their harnesses, and Lancaster was forcefully pulled toward the open window by the rush of air. As the reconstruction from the National Geographic Channel's documentary Air Crash Investigation (above) shows, the whole top half of his body was dragged out of the plane, with only his legs remaining inside, caught on the flight controls. [Read more: February 6, 1958 - Busby Babes killed in Munich air crash] Flight attendant Nigel Ogden, on the flight deck at the time, quickly grabbed hold of Lancaster’s belt, while the stricken captain was flung from side to side by powerful winds and began to lose consciousness in the thin air at that altitude. Ogden, too, began to suffer from frostbite and exhaustion, and was relieved by chief steward John Heward and flight attendant Simon Rogers (pictured above with Lancaster, standing, and Atchison, middle). Lancaster’s head was now banging against the side of the cockpit, leading the crew to believe he had died. Fortunately they held onto him in fear that his body might get sucked into the plane’s engine. [Read more: January 15, 2009 - Hero pilot lands jet in Hudson River] Given permission for an emergency landing at Southampton Airport, Atchison brought the plane down safely as the crew hung on grimly to Lancaster. The pilot was discovered to be alive and was rushed to hospital as frightened passengers disembarked. The whole ordeal had lasted 22 minutes
Before becoming a pilot at a commercial airline, he was the instructor in PLA air force aviation academy flying IL-28 sort of bomber.
👍👍👍
What does PLA stand for
@@sq8409 people's libration army, the military force of china
@@LizhongYang OK thanks
@@sq8409 in an interview he said he was trained to tolerate minus 20 degree in the air force. That's why he could stay longer in the -40 degree environment.
the captain actually not able to get the mask at the first place due to the huge wind in the cockpit. it was only after the plane stabilized according to his own interview. which is truly amazing. He was a fighter jet pilot, very strong both physically and mentally.
No, he was a bomber pilot. The bomber is very difficult to fly. We are sure even without all modern equipment the Airbus A319 is still easier than the bomber airplane he used to fly in the Chinese air force.
There was also another incident like this before. Watch air crash investigation its pretty interesting. I believe this one in china is the 2nd in history.
@@moonlightstripess I suppose you mean British Airways Flight 5390 in 1990.
@@moonlightstripess yes a British pilot
If I recalled correctly, the official chinese report stated that the captain DID NOT put on his oxygen masks the entire time. This was due to that the captain's left hand was on the sidestick, which blocked him from taking the mask using his right hand.
Also ..... the report actually mentioned that the PACK systems on A319 were maintaining temperature in the cockpit.
The air traffic control officer on the ground also re-directed the surrounding planes in the air space, so this plane could have bigger room for safe landing. Thumbs up to the crews and people who are doing good job in emergency.
Salutes to the whole crew.
Human factor is the best
No need of AI and full autopilot in the cockpit
Yeah if it was a computer and the mcp was full out blown, everyone wouldnt have survived
This is exactly why pilots cannot be replaced by robots.
Just saying they wouldn’t have windows of it was run by AI
What did the co pilot do
Incredible that there were no fatalities. A skilled flight and cabin crew make a great difference! Thanks for the information.
I love the way you give credit to colleagues in other airlines.
I also believe that some kudos is due to the local ATC who correctly handled a plane coming in that could tell them nothing other than 7700 "something nasty has happened". OK, that is something they train for, and it's not a physical challenge like the pilots faced: even so part of getting the plane down safely was making sure that any likely runway was kept clear for it to use.
One thing to add: the captain was actually trained to do this. During his distinguished military career, He was a fly instructor of IL-28 bomber (typical 2nd generation warplane that can be easily depressurized due to combat damage), before he retired to civil aviation. And he is an expert and instructor on the Sichuan-Tibet air passage, which is a very difficult line that pilot needs qualification/certification to fly on.
Not trained for this situation though... In an interview he mentioned that because the front panel was damaged and the system was reporting a lot of errors, he was not sure what parts were still working and was very hesitant to take certain actions. He didn't know if he should descend faster or slower (faster so that he could get to lower altitude sooner to have more oxygen - since the wind is too strong for him to put his oxygen mask on; or slower so that wind could be milder and make less damage to the aircraft and less painful for his face). He was mainly relying on his adrenaline at that point to keep moving in the cold wind ;'(
@@yuhaozheng2242 you shut down his explanation pretty quick. Meanie....
The pilot is outstanding, he did an excellent job. He did his job even without the oxygen mask in that situation...How lucky those passengers are! They met an ex-military pilot :D
👏🏻👏🏻👏🏻🌸
In the recent interview, he said that he can hold breath underwater more than 4 minutes. That's one of the reasons he could stabilzing the aeroplane in the first 5 minutes.
In fact that really is captain’s huge mistake! He is a lucky dog ! The first step is done oxygen mask to protect himself in such a situation!Now，he has succeeded to land ,we praise him a hero. he is not a hero ,he just luck not lost consciousness
@@卫民-s6s hmmm.. Maybe talk again when you passed your pilot test🤔
@@卫民-s6s Way to be a dick about someone saving hundreds of lives. I'd like to see you do better under that much pressure...
Great explanation of this and kudos to the flight crew. Another example of how grateful we passengers are for crew being highly trained and professional.
Rich Davis The captain used to be a fight jet pilot, so he could rise to the occasion despite his ears were badly injured due to sudden pressure change.
They have headphones. Wouldn't they provide some protection from the noise and pressure change?
JorgeForge noise yes. Pressure no
JorgeForge under that kind of circumstances, I would say that the noise level in the cockpit can easily gone up to at least 115dB if not more. So I'll say the head phones are not gonna make any difference. Besides that due to the sudden decompression, the air flow might ripped off their headset anyways.
I love when you talk about the accidents and share your expertise. I'd like you to cover as many of them as you can. That's why I love UA-cam. It's the only place where regular people can listen to or look over the shoulder of great professionals. Keep it up!
I really appreciate the information you provide. It's fascinating to get this perspective from someone in the industry. Bravo! You're doing a great job and providing a valuable service.
Thank you! That’s all I need to hear.
I listened to the atc recording, so they reported that they had a crack on the window and they requested to land in chengdu if I remember this correctly. Just after they finished the reporting. There's a loud bang, i would assume thats the window breaking. And the communication was lost.
I think the main thing that draws me to this specific aviation channel is the fact thate you say, " I hope your doing absolutely fantastic ". Well thanks very much mate, I hope your doing absolutely fantastic too 👍
Thank you so much for explaining this incident!!! some more info here from Chinese social media: after the ECAM message, the crew noticed the crack on the window and report their intent to descend and land in Cheng Du city, then the window gone as well as the radio, the captain is a former AF bomber pilot. Thank you again for such a great vid!
Thank you so much for your channel, for aviation enthusiasts such as myself it is so excellent to have a real pilot talking about such things! Safe flying my friend!
Great explanation, very interesting to hear, also happy birthday to Mentour wife, enjoy your weekend Petter
According to the conclusion of the investigation, the most likely cause of this incident is that the right windshield seal of Unit B-6419 may be damaged. There is a cavity inside the windshield, and the external water vapor infiltrates and remains at the bottom edge of the windshield. After long-term immersion of the power cord, the insulation decreases, and a continuous arc discharge in a humid environment appears at the lower left corner of the windshield. The local high temperature generated by the arc causes the double-layer structure glass to break. The windshield cannot withstand the pressure difference between the inside and outside of the cockpit and burst off from the fuselage.
It makes my evening to hear the praise from one professional to another. It's professionals' job I guess to be analytical, so when you get the admiration expressed, it's great even from a listener's perspective
Correction: This particular airplane is specially modified due to the route it flies, which could supply oxygen up to 1 hour and 15 minutes instead of normal 15 minutes.
Jijun Chen 55minutes of oxygen to be exact
This remembers me about the Brithish Airways flight 5390 back in 1990. It is almost the same, let's see what the investigation has to say. Nice topic btw
I hope you liked the video.
Mentour Pilot Of course!
The result was similar, but the causes are certainly different. BA 5390 was a BAC-111, which was designed with a windscreen bolted on from the outside, which meant that the cabin pressure was constantly trying to push it off. In that accident, the windscreen was attached using bolts that were a couple sizes too small, and so eventually the pressure pushed it right off.
Modern airliners used a "plug"-style windscreen, where the windscreen is pushed into a hole smaller than itself from the inside of the aircraft, and so the cabin pressure actually helps keep the windscreen in place. Since this aircraft received a warning that the windscreen heat was malfunctioning, the cause in this case will be related to that.
Mentour Pilot I like that you praised the human factor because I was super paranoid thats AI will manage to take over our places, I saw your video about it... you are much more than a Captain. (I subscribed since then)
Mentour Pilot what do you mean that you will not cover all incidents/crashes? (you mean fatal ones?)
I always think its funny when pepole say "see this is why i dont fly"
Im like nobody died. No passengers injured at all only a minor delay. Far worse hapens on busses every day.
That's not why I don't fly.
That's why I don't have windows.
Flugzeug Dokus minor delay compared to how long it would have takken to get there by any other mode of transportation. They still got to thier destnation faster then if they did not fly. So it was a minor delay.
theendofit naawwwwwww I am one of those flyers that freaks out before every flight. Thankfully there are drugs for that. (but I digress). It is however awesome to know how awesome our pilots are. Not like the old days when I flew one aircraft I swear was held together with blutack.
Airline safety is so good now that flying is almost as safe as staying at home.
If yer climbing a ladder at home, all bets are off.
Specially busses in poor countries. A lot of crime there.
Hi Petter, thanks for your explanation about this incident.
You're explaining so well (in every vid you post) that everybody can understand what you're saying.
Thanks for all the time you put into this vids and your app!
Kudos for that!
Have a nice weekend! Saying hi from the Netherlands.
(Don't know what the happy occasion was for your wife, but congratulations!)
Love your vids. So well explained and interesting. And nothing but high praise for all our pilots who get us safely around the globe despite the odd mishap that can happen. You guys know so much about your aircraft.
Only 8 years old this aircraft. One can see why seatbelts are so important.
May only be 8 years, yes, but aircraft don't really age by how old they are. Their useful life is mainly determined by how many cycles the fuselage can do. Planes are more or less built to last *forever*. If they are built to any less of a standard, safety is thrown out the window. Err, pardon the pun. And the checks and maintenance they go through, you basically get a whole new plane every 6 years with a D check. To perform a D check, the plane is taken out of service for about a month, and for larger aircraft, this D check will cost about $20 million. Imagine if you, every six years, completely stripped your entire car back to all 20 or 30 thousand of its component parts, you remove every last component, the interior, the engine, everything, it all goes, *including the paint* and you strip the engine down, entirely, to the block. You inspect and test every last component that you've just spent two weeks ripping out of the thing. Any component that does not meet increasingly stringent checks, are thrown over the shoulder, into the bin, and replaced. It could be an O ring on a low pressure line that looks a little bit perished. It's thrown out and replaced. Hell I think they even go as far as replacing everything while they have the parts laid out in front of them. The engines are taken off the plane and stripped, every component tested, refurbished, and returned to service. Components that aren't 100% up to scratch, are replaced at this point. They strip the paint off the fuselage so they can inspect it for cracks, using radar I think, inside and outside the aircraft. Any slightest defect in the fuselage, is repaired now. This is what a D check entaills. A, B, and C checks are all much more minor things, A checks can be performed by pilots for example, and signed off, *if* everything looks ok. The pilots are not mechanics, so if the pilots that will be flying the bird that day spot anything unusual, they will probably not be flying that plane until a mechanic has had a look at it. For an A check, the pilots give a simple "yes, everything is ok", or "no, something is wrong" binary answer. It's basically looking over your car before a long drive. You check the tyres to make sure they're inflated properly, you would check the lights to make sure they all work, check the oil and coolant levels and top up the washer bottle. This is done every 24 hours, and can be done by the pilots flying.
B checks can also be done in situ, at the gate etc, by a mechanic. I think on this check, the mechanic will do basic things like check the computers for any minor logged faults, check the flight records for any logged faults there, they will take an oil sample from the engines, which is simply just removing some of the oil (probably about a beakers worth) from the engines and APU, the checks are a little more involved, but can be done in situ and only take about 4 hours,
C checks require the plane to be moved to a hanger, and this is where your main servicing is done. The engines are partially disassembled and checked for signs of component wear, other parts of the aircraft are partially disassembled, the fluids are replaced, that sort of thing. This check is what you take your car to the mechanic for to have it serviced at its scheduled interval. On aircraft these happen every few months, IIRC, and the aircraft is pulled from service for just about a week,
There is a limit to how many cycles a plane can do, I think it's about 50,000 - each flight consisting of 2 cycles, so a single $200 million jet will give you about 25,000 flights. If you're a puddle jumper airline, you're gonna run into this ceiling rather quickly. This is one of the reasons why all the cheap airlines all roll brand new aircraft - they more or less have to. Further, new aircraft are incrementally cheaper to run, even re-engines of existing aircraft are a bit cheaper. Believe me, airlines nickel and dime every flight, from charging for your carry on, to literally filling the plane up at one airport instead of another because the fuel is cheaper there.
The point is, is that with a RyanAir aircraft, it's gonna hit its cycle lifetime rather quickly, and the aircraft will have logged very few hours. Whereas you get a plane that goes halfway round the friggin globe every flight to log a cycle, it's going to rack up a ton of hours, and it will also tend to be a lot older. This, also, is why airlines like Lufthansa, Qantas, and quite a few American airlines have older fleets, they do that because they can, more or less. Those birds will take years to run out of cycles, so you'll see planes built in 1998 still going strong for these airlines.
Bob Dole Shame on you. The gentleman tried to explain what does aging and usage mean for an aircraft because that's very important and fundamentally leads to understanding how airplanes operate and how are they maintained. One of the points of this channel and app is education, and people are learning both from Mentour and one another. If anything else, the answer given and effort behind it is for praise, not ridicule.
They use ultrasound, not radar. Very interesting post about the insides of technical checks, thanks for the insight.
Patrick 10th like
Your reaction is quite true Moon Moon. I do not know about the cost, but I do about the way of controll. Nevertheless if you read my comment, you will see that I do mean the same. Hence the word "only" :)
Thank you for making the video, another excellent case for not flying pilotless aircraft! Absolute kudos to the pilots in this case for getting everyone down safe and sound.
The crew is awesome af
Very professional crew!
Actually this A319 is designed to fly in high altitude regions and is equipped with extra oxygen supply. It was 60min or something, much longer than the normal 15- 20min. But overall great explanations
I was thinking about the same thing, cuz the flight is heading to Tibet, but what confuses me is Chinese airlines normally use 2 Captains to operate flights that's going in Tibet area, but this time the first officer was a first officer(3 strips on the shoulder, don't know how to call that), that makes me wonder if the aircraft was equipped with extra oxygen tanks
@@grumpybraincells6612 In fact, there are always two groups of pilots (each with a captain) on such flights, one fly there, and one fly back, which is explained in the movie "Chinese Captain". Also it's always impossible to let two captains flying at the same time, which is not good for young copilots to study, gain experiences and eventually get promotion. So at that time, lt was Liu's group flying the plane, and another two pilots are not in the cockpit, including another captain. So they didn't appear in cockpit when incident happened, not to mention being interviewed after landing.
Congratulations on the great training these pilots received and for using their skills to save the aircraft- everyone on board.
A wonderful evening to you Petter. thanks for this very informative podcast. You (and aviation) are my daily source of motivation to fight for my dream of becoming a pilot one day (its hard in Germany) and I want to thank you once more for that. Hope you ´ll have a fantastic Friday and keep airborne.
Torben .u.f Keep up the faith on your dream!!! Thinks are very good now, and I'm sure that you'll fulfil your gole. Good luck, and never stop dreaming.
Thank youDaniel Garcia Limones
Thank you for showing when the pilots do it right. "Pilot error" is heard on the news all the time, very few times do we hear about the "Pilot Hero"
holy shit. i just can't say how much i respect you pilots. and then some idiots ask why pilots get paid more than buss drivers
Yes that's right: not many bus drivers could cope with sudden depressurization
One never heard anyone ask that.
These 'what happened in an emergency' expert videos are the most interesting.
I'm doing absolutely fantastic whenever Mentour Pilot releases a new video, because they are all very interesting :D
abbbbsolutely
XD
So you are right about the three panes. The outer and inner most layers are thin glass for erosion and scratch resistance. You always have to have glass if you have windshield wipers because the wipers would scratch a polycarbonate windshield. If no wipers, you can eliminate the outer glass layer. Learjets do this. The glass layers are not a structural element. The middle laminate is usually polycarbonate and well over an inch thick. That is the layer that bears the strength and the pressure loads. You missed a primary purpose for the windshield heat. It is part of the bird strike resistance and therefore adds to the strength of the windshield. It keeps the polycarbonate less brittle. That is why you generally have a speed restriction below a certain altitude (10,000 ft) if the windshield heat is not working. The reduced speed reduces the birdstrike forces and gives you a better chance of surviving an 18lbs goose.
True! Good point!
I had wondered if the pane had suffered a birdstrike at some point, creating an earth condition in the element. In theory I suppose this could occur due to other forms of stressors as well, or with repeated lower level stress.
Great video, love your timely updates to an incident like this.
The aircraft would have extended length oxygen supplies for both the crew and the passengers due to the nature of the airline's operations over the Himalayas, which I heard is around 1 hour. Lhasa is 11,700ft high and above the emergency descent altitude for depressurisation, so the pilots would always wear oxygen masks for takeoff, landing and ground ops.
Avantime - Oxygen mask only worn in an emergency, not for takeoff, landing and ground ops.
Interesting and informative as always. Keep up the good work!
It's at times like this that you guys really earn your money. Kudos to all the crew of that flight.
You said where a lesson could be learned but can't a lesson be learned from every crash???? Love it as always mentour keep it up
Yes, but this was not a crash. This was a job well done!
James O'Dowd the Aircraft did not crash
Thought it did sorry
Honestly, the pilot of this flight was a true hero. While I think the pilot of the Southwest flight did a solid job, but to me, that instance just seemed to be doing their job. This accident was truly hardcore amazing and heroic.
slikrx yes, this one is actually a much more challenging scenario for crew to handle. Not even close.
Thanks for the insight and let me just say this, any time everyone goes home in one piece from an air accident is always a good thing.
Great airmanship truly. This reminds me of British Airways flight 5390.
Very much appreciate your effort in putting these videos together. I'm sure there's a team behind you help...so thanks to them too.
They can use the "protective shield" option from Galactica tv series 1980. A protective panel (like a Blast Door) rise from above before crack, keeping the cabine and pressure ok.
you end with a blind windows but is ok than have a situation like that.
@mentour tell what you think....
As a Chinese pilot, I was very admire the whole crew members about what they did in the first place. Besides the training things, what I like to say is that the pre-flight preparation, they are very familiar with the situation along the route. There's a lot of things could talk to, let's waiting for the investigation.
I have always wondered how difficult it is for non-English speakers to learn aviation English. I only speak American English and have found learning other languages to be incredibly difficult. Obviously, some people have a greater natural aptitude than others. I admire those who are able to learn two or more languages.
@@thomastoups3451 if you heard the record that the, you know they don't use English if they are not flying the international flight
PS: i am not professional,
Thomas Toups It really depends on when you start to learn a new language, I started learning English ever since I was a kid, but I only start using it when I became an overseas student in Australia. For me English is not that difficult but I know I'll never get to a native speaker level. On the other hand a lot commercial airline pilots didn't get the opportunities to speak English to a native speaker in their training. Besides that when they start systematicly English training they'll be at their 20s and their teachers are most likely be share the same culture background like themselves. That lack of English speaking environment might be the cause of it.
That was just my predictions it could be wrong but that's what I feel through out the years of my English learning progress.
BTW Air China is the single worst airline in China ,they have shitty food expensive tickets and arrogant flight attendants, if you ever decided to visit China don't fly with Air China plz😤
@@grumpybraincells6612 'never get to a native speaker level-' boi, u kiddin' me?
@@thomastoups3451 Well, China is different. Demestic flights in China can use Chinese to communicate with ATC.
The captain is a former airforce instructor, confirmed
You said a very interesting thing in that there is no barrier between the cockpit and the fuselage in the event of a decompression. I would think that would be a safety feature in aircraft design.
Nice to see you again.
As you mentioned...brilliant Airmanship to bring a Plane in that condition safely to an Airport......brilliant.
First of all the crew did an amazing job, that's incredible work.
The good news in my opinion is that now we're pretty sure that a depressurisation is survivable in modern aircrafts (as long as the crew does such a great job).
That may sound random but given the history of aviation, notably the de Havilland Comet, it's reassuring.
That being said I hope Airbus finds the reason this happened so it can be avoided.
The heating element also serves another important purpose, and that is to prevent the glass from breaking in small pieces and shards in case of a collision. The glass used when Heated tends to crack in a pattern that looks like shatered glass like tempered glass. And hence stay shatered but together increasing the chances of not blowing up and going inside the cockpit in small pieces.
Good point
Petter ... for the record: God Forbid ! but if something like that ever happens on your cockpit there is a action that can prevent all of that ... the window heating system for sure Must have a Fuse ... the one that may prevent the dramatic burn we see taking place ... it's a matter of getting up fast, going to to the fuse box and pull out the fuse that feeds the windows power. Presto !
I actually really like talking about accidents. I understand it's a sensitive subject but it's part of the job too to manage these kinds of situations.
So if it's up to me, feel free to keep doing these, respectfully obviously :)
Really interesting.
Incredible airmanship. That guy deserves a beer. Or two. Or something stronger.
Safe flying is all about being ready for failure modes. If you train for them and talk abut them and think about them, you get the safest civilian mass transit system we have today.
I like your analysis of these incidents -- I would like to hear you talk about older incidents.
As with your flying, a well-executed cast explaining what was going on.
Great! I was hoping you guys would like it!
Biff narzilla: Oooh, Noooo !
I think you need to redo this one. It’s a great story and pilots can learn a lot from it. As an a320 captain I have been asking my FOs about window arcing and only 15% understand what it really is. I usually use this incident as great example of what can happen if you don’t know QRH procedures on the aircraft you fly. The a320 window arcing QRH procedure is a little bit tricky since we have to pull some CBs to switch the window heating off and avoid serious damage to the window. And I doubt anyone can find the CBs without reference to the QRH. And from the video that the FO was shooting instead of applying the QRH we know, that we have about 12 seconds before the window cracks and the ECAM warning kicks in. So they could have easily avoided the emergency descent. Anyway the descent and approach to a safe landing is a good example of great airmanship. I wish more airbus pilots were aware of this incredible story.
Great job by all on the craft. Hopefully the injured folks are recovering well. Shudder to think what could have happened if the crew started screaming out of panic and lost focus. When boarding an aircraft, have a good knowledge that the crew wants to get to the destination safely same as passengers do. Screaming and carrying on does nothing for anyone. Focus, listen, help others, overcome, adapt. Thanks for the post, Mentour!
If you can get everyone mindlessly screaming it takes their minds off the panic they would otherwise be experiencing.l
@@PatKittle -- The mindless screaming is a symptom of panic, and it makes the panic contagious. I would hope if someone starts screaming mindlessly in that situation, that a seatmate would smack them unconscious. Panicked people do VERY stupid things.
I really enjoy your videos telling us about airliners. Please continue !
Very interesting, and I am really impressed by the skill of the pilots and how you are trained to handle emergency situations!
他以前好像是战斗机飞行员
Correction, the F/O was not properly fastened, only the waist belt, and he was halfway sucked out of the window initially, and climbed back once the pressure equalized
Very instructive as usual, thank you.
Glad you liked it!
Hi sir, thank you for explaining the details about the incident. Much appreciated and I really love your videos. However, with reference to the captain's statement found in other videos, there were 2 things that was incorrect. After the loud bang, the captain found the first officer hanging half body out of the shattered window. So he wasn't properly belted down. The first officer also had injury to his face and lower back. Nothing major. Great summary of what happened
Great video as always👍
I had no idea those windows were heated. Every video I watch, I learn new things.
The first officer actually got his whole upper body sucked out of the cockpit and he climbed back after the pressure is balanced.
Source? Video said he had his seatbelt on.
The Lesser Weevil The captain and the whole crew team accepted the interview. But I don’t think there is English interview on UA-cam. You can search ‘川航备降‘ on UA-cam
The Lesser Weevil yeah he had the seat belt on the legs on, but the ones for shoulders are loosen. That why it was just his upper body
@@TheLesserWeevil that's the reason he is still alive.... half body out .... cannot imagine it
That's BA5390
Very good video! Another major reason why the windows are heated is to increase its flexibility. This reduces the risk of shattering during a birdstrike etc.
Amazing flight crew. Such a positive outcome from an unexpected and extreme event.
Great video Peter, thank you for the information and for explanning with so much detail.
Been interested in aviation for almost 4 years, and I haven't seen an incident like this. Especially the First Officer side's Glareshield and the autopilot panel (Partially) were literally ripped off. It's a pilot's nightmare. Luckily, they have landed safely.
I know your not going to make a special podcast on every incident that happens on aviation.. but did you know I will watch every single one of them if you did.
Thank you for explained about this accident :)
kicikici5 it wasn’t an accident as the plane did not crash it was an incident
@@ianbuchan1793 Thank you 😎
There is the interview of the pilot, explaing the same thing about the 3 glasses. The difference between 5390 is that Sichuan flight was over 9000 meters high with a hiper speed, so it had a worse condition than 5390 had. And the pilot had not put his mask during the whole emergency, because he could not move a lot.
What is the difference between the aircraft windshields of those used let’s say in aircraft of the 60’s 70’s than those used today? I have personally shot a C141 pilots side window with a 308 caliber rifle at near point blank range without penetration. We often had lamination problems with window heat but due to the window design never had a major incident like this. The windshields were hundreds of layers of glass with safety laminate between each. I’ve personally changed windows from bird strikes in which the bird was or parts of it were stuck into the glass without decompression or leaks. It seems to me that maybe they need to go back and use the aircraft windshields that is old folks used.
Thanks for the videos.
The first officer was half way sucked out of the window but he had his waist seatbelt on so he managed to come back in when the pressure became balanced.
Mentour, your the best! I want to be a pilot and love your channel. Thanks for the great info! Have a great day
The heating of the windshields it is not only to keep them warm to avoid the ice accrue or fog, but the heating is to keep them some more "flexible" because lower outside air temperatures at those altitudes where the jet planes fly becomes more fragile the glass nevertheless the glass layers are thick enough for withstand the presusrization inflate and deflate cycles and the deformation due to the natural stress of the fuselage. Excuse my poor english, please.
Just a note the video of the cracks is not from this incident its from an ATR
Would love to know more about that video clip, it is quite astonishing.
Years ago my windscreen was smashed by a passing truck throwing up stones in the Outback and I had to drive a way to the nearest town without it and it was awful. I am sure I swallowed a bug up my nose at one point! In an aeroplane it must have been a thousand fold worse. Good job landing that flying people truck!
From the pictures I saw many of the displays and the FCU where affected by the rapid decompresion issue. What impressed me most whas the fact that even having a so baddly damaged cockpit the pilot (captain) was able to save land the plane and the passangers as well. I think this was a good example of how well designed this aircraft is (I'm pretty sure Boeing too ;) ). How is possible in this kind of aircraft not to lose control of it? Could this be a topic for a future post cast video? Thanks Mentour
Absolutely. I fully agree with you!
thanks for the reply itis a honor for me thanks
Imagine FO Bonin of AF447 in this situation? "Oh mon dieu, je ne sais quoi comment avier sans auto-pilot" (excuse my poor French). Once again this incident shows that pilots with military or other "real" flying experience can master difficult incidents. Especially experienced glider pilots have saved the day numerous times (e.g. Sully, Gimli Glider). If it hadn't been for Captain Liu Chuanjian's Air Force experience, who knows whether he would have been able to safely land with multiple instrument failures. Pilots should be required to demonstrate significant hours of real hand flying experience. Modern pilot training, where student pilots do the minimum hours to get their CPL and ATP and with subsequent experience mostly in auto-pilot, is the root cause of many incidents and accidents in commerical aviation.
Hand flown as no auto pilot. Good job while freezing your backside off.
Yes but what impressed me most wasn't only the great pilot capabilities of hand flying the plane (chapeau, me quito el sombrero ;)) but how well these aircrafts are made. Like mentour pilot said in the simulator pilots are trained to handle multiple situations and instrument failures but no one comes in to the cockpit and rip off the instruments and then tells you know you have to landed it. I hope you get my point ;)
What an amazing video, the captain and first officer done an amazing job in a difficult situation. After a situation like this are the pilots entitled to some time off just to relax before getting back in the cockpit?
I would guess that they are stood down for the investigation or at least a few days to deal with a crisis team.
0:50 This has obviously changed
Excellent explanation of what may have caused this Mentour! Thank you.
Not to forget the captain could only fly the emergency descent by hand. I think the F/O also had trauma to the eardrums.
The captain actually did not put on his oxygen mask the entire duration from incident to landing. At least according to the final report.
It was stated that captain's left hand was on the sidestick all the time since the F/O was injured and unable to fly. Captain was unable to access the oxygen mask using his right hand since the box containing the oxygen mask was blocked by his left hand.
The official report was quite comprehensive, it even showed the suspected position of the F/O during the decompression event.
Unfortunately the report was in Chinese.
Directly translated from official report
"2.5.2 缺氧” （loss of oxygen / hypoxia)
"从风挡爆裂脱落至飞行落地，责任机长没有佩戴氧气面罩” （From windshield shattered to landing, the captain did not put on his oxygen mask)
The FCP looks like it absorbed great force, dislodged from its normal position. MCP for the Boeing people🛫
Ava Mendez nothing to do with Boeing it was an Air bus 319
Ian Emlyn Rees i realize that, i was clarifying the nomenclature not comparing brands
In fact is called FCU - Flight Control Unit
Apparently the glass didn't come blasting into the cockpit as forcefully as we might expect, given the airspeed (even subtracting for the "bubble" effect & reduced air pressure at altitude).
Good that no one was blinded.
It mostly went out.
It's been made into a movie now apparaently
You watched it already?
@@brandongamingtv7545 Yes, this movie is very good. Its name is Captain of China.
@@hongjayzhou5491 holy shit, the movie is so shit, sooooooo shit, chinese moives are so shit, i am seriously, such a great legend, but such a suck movie
@@kunyuxu3242 it's great movie
Saw it yesterday, great movie is all I can say!
Of course, not pressurized, but on H-53 Sikorsky I worked on had plexiglas windshield that was sandwich construction with embedded heating element. If the heat was (manually) turned to "high" without an initial "low" period, the heat differential of the surrounding plastic would be too high and the heating element would arc and bubble/blacken the plexiglas.
yes, the pilot who was controling the aircraft was a former trained Air Force soldier according to his interview at CCTV. therefore, he has the potential to manage to handle this kind of situation calmly. In the interview session, he repeated himself that he must fully concentrate on flying the aircraft safely til landed, and make sure the safety of the passengers at the back. Indeed, he and his crew members did a fantastic job. lesson learned from this scenario are, you must able to well handle your EQ, nothing can be distract from you, even your co-pilot(the sec. officer who was sat infront the cracked window panel) that sucked him out into the mid air due to the extreme diff pressure in and outside of the cockpit, he says. In additional to the situation according to the interview, the whole scenario are unable to communicate with their colleagues as well as the air traffic communication, noise were too disturbing and hard to open mouth( wind blow too strong), luckily he was wearing sunglasses. They were only using non verbal communication to communicate. More or less is like this the scenario. Well done! really well done! really really well done! Salute to him.
They should make a blockbuster out of it.
Very nice videos . Few adds here : the MCP on the Airbus is called FCU (Flight Control Unit) . Windshields are heated if not mainly , at least equal in importance , to give them the elasticity required to resist impacts and vibrations at extremely low temperatures .
Fortunately they have an extended oxygen supply of up to 55 minutes for high elevation airport operations. Respect and kudos to the crew!
That footage of the heating element in the window burning through the window itself was some freaky stuff, not from visual but the imposing awareness that things are about to get insane and potentially catastrophic real soon !!! When you have that much awareness of the situation approaching you have time to think about it which is the worst
But the captain's wife said: " Everybody thinks that my husband is a true hero, but I hope that NO MORE SUCH KIND OF HEROS AGAIN!” Nobody wants such accident to happen again!
That specific pilot was an ex-PLAAF military flight instructor, and among the subjects he teaches it does include dealing with broken windshields on the bombers.
军机和大型客机不一样的，根本就不是一种概念
Mentour pilot! I have a question! So let’s say one pilot was out of the cockpit before this happened, then when he gets back the window is broke. What would he do? Can he go to the cockpit or not because he could get sucked out?
One the pressure equalizes, there is no more suction. In the window frame there will be regions where wind is trying to blow in and ram pressurizes the entire aircraft slightly above the outside pressure. Its not 100% efficient, so there is a little back and forth and wind blows in and wind blows out on various different parts of the open window. If you are standing near the door you probably wouldn't feel some small gusts, but nothing like 300mph wind forces.
kurtu5 then why did the first officer almost get sucked out
>Can he go to the cockpit or not because he could get sucked out?
You seem to say two things. 1. That he is waling in as the window goes out. 2. That he wants to enter the cockpit after.
I was answering #2.
kurtu5 yes 2
Ragin Bossatron because initially, all that air behind him wants to get out.
3U8633 was above the Tibetan Plateau (average altitude 15000ft) so their oxygen supply system lasts much longer than normal flights for safety reasons. Normaly the system will last one hour.
Interesting another video, thanks for share your opinions, end a good week
Great video as always and well explained. Kudos to the pilots
you know you watch too much mentor aviation when you noticed he recently had a haircut
Cheers.
An aviation disaster was narrowly averted on this day in 1990, when a wrongly-installed panel of the windscreen on British Airways Flight 5390 fell out, causing the plane’s cockpit to decompress and its captain to be pulled halfway out of the aircraft at over 17,000 feet.
BA 5390 left Birmingham Airport at 7.20am, heading for Malaga in Spain. At the controls were Captain Tim Lancaster, 42, and his co-pilot, 39-year-old Alastair Atchison, both experienced flyers, and their take-off was routine.
[On This Day: More incredible stories from history]
Less than 15 minutes into the flight, with the plane at 17,300 feet over Oxfordshire, there was a loud bang in the cockpit, and the windscreen on the captain’s side blew out from its mooring, causing immediate decompression.
Both pilots had loosened their harnesses, and Lancaster was forcefully pulled toward the open window by the rush of air. As the reconstruction from the National Geographic Channel's documentary Air Crash Investigation (above) shows, the whole top half of his body was dragged out of the plane, with only his legs remaining inside, caught on the flight controls.
[Read more: February 6, 1958 - Busby Babes killed in Munich air crash]
Flight attendant Nigel Ogden, on the flight deck at the time, quickly grabbed hold of Lancaster’s belt, while the stricken captain was flung from side to side by powerful winds and began to lose consciousness in the thin air at that altitude.
Ogden, too, began to suffer from frostbite and exhaustion, and was relieved by chief steward John Heward and flight attendant Simon Rogers (pictured above with Lancaster, standing, and Atchison, middle). Lancaster’s head was now banging against the side of the cockpit, leading the crew to believe he had died. Fortunately they held onto him in fear that his body might get sucked into the plane’s engine.
[Read more: January 15, 2009 - Hero pilot lands jet in Hudson River]
Given permission for an emergency landing at Southampton Airport, Atchison brought the plane down safely as the crew hung on grimly to Lancaster. The pilot was discovered to be alive and was rushed to hospital as frightened passengers disembarked. The whole ordeal had lasted 22 minutes