Cathay Pacific Flight 780
Cathay Pacific Flight 780 was a flight from Surabaya Juanda International Airport in Indonesia to Hong Kong International Airport[4] on 13 April 2010. There were 309 passengers and a crew of 13 on board. As Flight 780 neared Hong Kong the crew were unable to change the thrust output of the engines. The aircraft, an Airbus A330-342, landed at almost twice the speed of a normal landing, suffering minor damage. The 57 passengers who sustained injuries were hurt in the ensuing slide evacuation; one of them received serious injuries.[3][2]
.jpg) B-HLL, the A330 involved in the accident, photographed in July 2011 after it had been returned to service | |
| Occurrence | |
|---|---|
| Date | 13 April 2010 |
| Summary | Engine failure due to fuel contamination[1] |
| Site | Hong Kong International Airport, after landing on runway 07L 22°18′32″N 113°54′52″E |
| Aircraft | |
| Aircraft type | Airbus A330-342 |
| Operator | Cathay Pacific |
| Registration | B-HLL |
| Flight origin | Juanda International Airport, Surabaya, East Java, Indonesia |
| Destination | Hong Kong International Airport |
| Occupants | 322 |
| Passengers | 309 |
| Crew | 13 |
| Fatalities | 0 |
| Injuries | 57[2][3] |
| Survivors | 322 (all) |
The cause of the accident was contamination of the fuel uploaded at Surabaya, which gradually damaged both engines of the aircraft.[5]
The flight's two Australian pilots, Captain Malcolm Waters and First Officer David Hayhoe, who safely landed the aircraft despite the extraordinary challenge, have been compared to pilots Chesley Sullenberger and Jeffrey Skiles of US Airways Flight 1549 the previous year (January 2009). In March 2014, the two Flight 780 pilots were awarded the Polaris Award by the International Federation of Air Line Pilots' Associations, for their heroism and airmanship.[5]
Aircraft
The aircraft involved in the accident was an Airbus A330-342, registration B-HLL (cn 244), fitted with Rolls-Royce Trent 700 engines. It first flew on 4 November 1998 and was delivered to Cathay Pacific three weeks later on 25 November 1998.[3] By 23 April 2012, this plane is in service with Cathay Dragon.
Accident
Cathay Pacific Flight 780 departed from stand 8 at Juanda International Airport. It took off from runway 28 at 08:24 local time (01:24 UTC). During the climb, both engines experienced small engine pressure ratio (EPR) fluctuations, with No. 2 engine fluctuating over a greater range than No. 1.[3] Just over half an hour after takeoff, at a cruising altitude of flight level 390 (about 39,000 feet (12,000 m) above sea level), the electronic centralised aircraft monitoring (ECAM) system displayed an "ENG 2 CTL SYS FAULT" message.[3] The crew contacted maintenance control (MC) to discuss the fluctuations. As other engine operating parameters on both engines were normal, it was determined to be safe for the flight to continue.[3]
Almost two hours after departure, at 03:16 UTC, the "ENG 2 CTL SYS FAULT" ECAM message reappeared. The crew contacted MC to review the issue. As all other engine parameters remained normal, it was deemed safe to continue on to Hong Kong.
After another two hours elapsed, the aircraft was on descent to Hong Kong when, at 05:19 UTC, about 203 kilometres (126 mi; 110 nmi) southeast of Chek Lap Kok Airport, the aircraft's ECAM displayed "ENG 1 CTL SYS FAULT" and "ENG 2 STALL" within a short period.[3] The second message signified an engine compressor stall, a potentially serious engine problem. The flight crew accordingly carried out the necessary ECAM actions with No. 2 engine's thrust lever moved to the idle (or minimum-thrust) position. The crew set No. 1 engine to maximum continuous thrust to compensate for the low thrust of No. 2 engine. Following these actions, the crew declared a "pan-pan" with Hong Kong air traffic control, requesting the shortest possible route to the airport and priority landing.[3]
A few minutes later, approximately 83 kilometres (52 mi; 45 nmi) southeast of Chek Lap Kok, the aircraft was in a descent and approaching an altitude of 8,000 feet (2,438 m) when an "ENG 1 STALL" ECAM message was annunciated. The flight crew carried out the actions for a No. 1 engine compressor stall and declared a "mayday." The captain then moved the thrust levers to test engine responses. No. 1 engine's rotational speed increased to about 74% N1, while No. 2 engine remained at about 17% N1, providing sufficient thrust to reach Hong Kong. As the flight approached the airport, the crew found that movement of the thrust levers failed to reduce thrust below 74% N1 on No. 1 engine.[3]
At 13:43 hours local time (05:43 UTC), 11 minutes after declaring the "mayday", the aircraft landed 5 on runway 07L (length 3800 m; 12,470 ft) at a groundspeed of 426 kilometres per hour (265 mph; 230 kn),[3] 176 kilometres per hour (109 mph; 95 kn) over the normal touchdown speed for an A330[6][7] and above both the maximum allowable flap-extension speed of the A330-300 and the speed rating of the tyres.[7][8] After touchdown only No. 1 engine's thrust reverser deployed, forcing the crew to bring the aircraft to a stop using manual braking. No. 1 engine remained at between 70% and 80% N1 until the crew shut down both engines upon coming to a stop.
Five of the aircraft's eight main wheel tires deflated. Airport firefighters reported that smoke and flames were emanating from the landing gear.[3] The captain ordered an emergency evacuation, during which 57 passengers were injured, of whom 10 were transported to the hospital.[3]
Investigations
Investigators from the Hong Kong Civil Aviation Department, the Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile (BEA) of France, and the Air Accidents Investigation Branch (AAIB) of the United Kingdom formed a team to investigate the accident. The National Transportation Safety Committee (NTSC) of Indonesia and the National Transportation Safety Board (NTSB) of the United States of America were also involved in the investigation, as were representatives of Airbus, Rolls-Royce, and Cathay Pacific.[3]
Data from the digital flight data recorder, cockpit voice recorder, and quick access recorder were downloaded for analysis. The investigation concentrated on the engines, the engine control systems, and the fuel system.[3]
Analysis of the engines found that their fuel systems were contaminated with spherical particles. The Hong Kong Civil Aviation Department Accident Investigation Division concluded that the accident was caused by these spherical particles.[9] The contaminated fuel, which contained particles of superabsorbent polymer (SAP) introduced into the fuel system when the aircraft was fueled at Surabaya, subsequently caused the loss of thrust control on both engines of the aircraft during approach to Hong Kong.
The SAP particles, a component of the filter monitors installed in a fueling dispenser at Juanda Airport, had caused the main metering valves of the fuel metering unit to seize. The valves were found to be stuck in positions corresponding to the recorded thrust output of each engine as it approached Hong Kong.[1] Other engine components were found to be contaminated with the particles, while the variable stator vane controller of engine No. 2 was found to be seized. The entire fuel system, including the fuel tanks, was found to be contaminated with spherical particles.[1]
Fuel samples collected at Juanda International Airport were contaminated with the particles.[1] The fuel supply pipeline system used to refuel aircraft at Juanda International Airport had been recently extended during construction of new aircraft parking bays. The investigation discovered that not all procedures had been followed when the system was brought back into service.[1]
Dramatization
The incident was featured in the first episode of Season 19 for the Canadian TV series Mayday labeled "Deadly Descent".
See also
- British Airways Flight 38, a Boeing 777 that lost engine power shortly before a 2008 crash-landing at London Heathrow Airport.
- Air Transat Flight 236, an Airbus A330-200 that had fuel starvation before landing safely at Lajes Air Base in the Azores.
- British Airways Flight 9
References
- Hong Kong Civil Aviation Department Accident Bulletin Number 3/2010 retrieved 31 August 2010
- "AIRCRAFT ACCIDENT REPORT 2/2013 : Report on the accident to Airbus A330-342 B-HLL operated by Cathay Pacific Airways Limited at Hong Kong International Airport, Hong Kong on 13 April 2010" (PDF). Civil Aviation Department. 3 July 2013. Archived from the original (PDF) on 11 August 2014. Retrieved 24 May 2014.
- "Hong Kong Civil Aviation Department Accident Bulletin Number 1/2010" (PDF). Retrieved 8 September 2018.
- "CX780 Flight, Cathay Pacific, Surabaya to Hong Kong". www.flightr.net. Archived from the original on 20 December 2016. Retrieved 6 December 2016.
- "Pilots reveal death-defying ordeal as engines failed on approach to Chek Lap Kok". South China Morning Post. 20 April 2014. Retrieved 21 April 2014.
- Kaminski-Morrow, David (14 April 2010). "Cathay A330 in high-energy landing had dual engine problem". Flight International. Retrieved 24 May 2010.
- Creedy, Steve (16 April 2010). "Cathay Pacific pilots hailed as heroes". The Australian. Retrieved 24 May 2010.
- list of Airbus A330 speed and other limits retrieved 24 May 2010
- "Report: contaminated fuel causes A330 engine control problems and emergency landing at Hong Kong". 17 September 2013.
External links
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