Qin Xin still trusts Lu Xiaoxiao very much. Since Lu Xiaoxiao signed, she had no objection and signed the appropriation document very smoothly.

Yi Feng took the document: "Counting the time, Xu Cang's plane has almost flew one-third."

Speaking of Xu Cang, Yi Feng sounded another thing and turned to Lu Jinghua: "Manager Lu, the marketing department will launch a discount activity in the future. At that time, we will inform the Flight Department, which involves the painting of the aircraft fuselage. Now, only Hanjing can paint in China. After the specific activities are completed, the Flight Department should actively cooperate if there is any need to adjust the aircraft. In addition, there may be a linkage with Muhua Airlines A380 later. At that time, the leaders of the Flight Department will also participate and give suggestions. Of course, Xu Cang has set the general policy, and we can only do detailed optimization."

Lu Jinghua was stunned: "What activity?"

Yi Feng smiled and said, "Olympics!"

At this moment, over Europe, in the cockpit of British Airways Flight 531, as the fire alarm suddenly sounded, captain Schneider and David both tense up.

"Second fire alarm!" Captain Schneider suddenly shouted.

At this time, Schneider and David immediately started the engine fire alarm memory project.

"A/T ARM switch, right side, verify the shutdown position." At this time, David was in the right seat and was performing the PM's duties.

All the operations performed at this time are memory items, and there is no need to refer to the checklist. In order to prevent confusion, David and Schneider still have a very tacit understanding. David, who is a PM, reported the content of the memory items, and Schneider confirmed that it was correct and carried out actual operations.

After David shouted out the first operation, Schneider made no sense and directly cut off the pre-position electric switch of the automatic throttle.

"Thrust handle, second-round, verify the slow parking space."

Before doing this action, the CAAC will ask the PM to control the thrust handle of the working engine first, and then the thrust handle of the faulty engine will be received by the slow train after confirming that there is no problem.

This is to cause an error.

However, at this time, the accident of mistakenly shutting down the engine that shocked the world has not yet occurred, and the civil aviation circle has not paid special attention to the risks of mistaken shutting down or mistaken throttle collection.

For example, in EASA's European region, Schneider just confirmed with David that the throttle needed to be retracted, and when the thrust handle of the working engine was not protected, he received the thrust handle of the No. 2 engine slow down.

This is a habit problem in each area. Xu Cang did not speak. He just needed to confirm that there was no problem with the basic procedures.

"Fuel control switch, second unit, verify the cut-off position."

The fuel control switch here is similar to the 737 engine starting handle. Once cut, the engine will be completely shut down and it will take a certain amount of time to restart, so it is more important than the thrust handle.

Therefore, when confirming the fuel control valve, the two captains Schneider and David confirmed it repeatedly, and David cut off the fuel control valve of the No. 2 engine.

That's right, CAAC and EASA seem to be consistent with who cuts the fuel control valve, that is, let the PM cut off the fuel control valve, which is the opposite of the thrust handle.

"Engine fire alarm switch, two rounds, pull out!" David said directly to the next part: "Rotate to stop position and hold for one second."

After saying that, David pulled out the fire alarm switch of Engine 2. This switch will automatically pre-position when it detects a fire alarm. Once it rotates to the stop position, it will release the fire extinguishing bottle.

"Time!" David pressed the timer that came with the plane and looked at the APU panel: "Start the APU!"

In fact, at the current height, it is difficult to start the APU, but David doesn't care about it anymore, just try it a few more times.

The first captain Schneider did not express any objection to the behavior of Captain David starting the APU at a high level, and it was considered a default. In the face of the fire, this was not even a flaw.

In the standard operating program, it is just that at high altitude APU is not easy to start successfully, and it is not impossible to start.

"Transponder mode selector, TA ONLY." Halfway through, Captain David paused slightly: "Plan to land at the nearest airport. Do not conduct automatic throttle checklists."

After saying that, David looked back at Xu Cang, and after going around, he came according to Xu Cang's wishes.

But this time it was not a normal landing, but a landing as soon as possible in an emergency.

"Why did this fire alarm come so quickly?" Captain Schneider had been flying for so many years and encountered such an urgent fire alarm.

The engine fire alarm determination standard is very high, because it involves the engine vehicle operation and the release of fire extinguishing bottles.

Once the fire extinguishing bottle is released into the core machine, the engine is basically scrapped. Because cleaning the residual fire extinguishing agent is a very, very troublesome thing, even professional engine manufacturers will have a big headache. In this case, it is basically not repaired and just scrapped.

Therefore, there is not only one fire alarm detection loop in the engine, but only if all fire alarm detection loops believe that the engine is in a fire alarm, the aircraft will issue a fire alarm.

In addition, there is a so-called overheating level under the fire alarm.

The two are distinguished according to the detection temperature standards. If you are only a Chinese engine, you do not need to release the fire extinguishing bottle in the end. It usually stops at the engine fuel control switch.

Therefore, for the usual progressive fire alarm, the engine overheating light should be turned on first, and wait for a while before the engine fire alarm light is behind.

This fire alarm that directly passes over the engine and overheating indicates that the fire is coming very quickly.

Schneider just said this, he wasn't asking for answers or something, it wasn't something they needed to care about, and then said to David: "Announce Mayday!"

Without Schneider's instructions, David directly informed the air control unit before the first captain had finished speaking: "Mayday! Mayday! Mayday! Milan control, British Airways Flight 531, No. 2 engine fire alarm, apply to land as soon as possible, and prepare to land in Munich."

David remembered Xu Cang said before that if the most suitable place to land is Munich. Since we have already chosen to land, then follow Xu Cang's words. Anyway, from the momentum, Munich is indeed a good place to land.

"British Airways 531 was received and immediately dropped to altitude FL260, heading 010." Milan control quickly gave descent instructions and radar guidance.

Xu Cang looked at it and said that the 010 was basically flying straight to Munich.

However, David was not satisfied with the height instructions given by Milan's control: "In a single shot, we may not be able to maintain the height of FL260."

"BAT 531, please make sure to maintain the height of FL260. Below is the no-fly zone, and entry is prohibited."

David wanted to say something, but at this moment, since the No. 2 engine had completely stopped, the huge Boeing 777 could not be maintained at a high altitude under the single-engine operation. Under the maximum thrust of the No. 1 engine, the plane still began to fall down unstoppably.

In this case, David didn't care about it and went down to the height.

Captain Schneider had a very high skill in hand. After cutting off the No. 2 engine, the aircraft did not experience major posture changes. Then, Schneider turned on the automatic driving while keeping the automatic throttle off, while maintaining the input of the opposite rudder to correct the side slip of the aircraft and collecting the thrust of the No. 1 engine.

In this case, Schneider only needs to input a very small amount of rudder to maintain the aircraft's side slippage.

With almost no thrust, the Boeing 777 began to enter a rapid decline.

David brought up the page on single-engine operation in the MCDU. According to the calculation of the FMC, under the weight of the aircraft, the aircraft will maintain a maximum of 24,000 to 25,000 feet in a single-engine case. As David said before, 26,000 feet is impossible.

David looked at the MCDU screen with his finger: "What should I do if I can't maintain FL260?"

Xu Cang also saw David's single-send page later. Xu Cang was not too surprised by this result. This was a very long-range intercontinental route of more than ten hours, with too much fuel added and the plane was too heavy.

If the range fuel volume is controlled within three hours, it can be basically maintained at 26,000 feet.

The situation is a bit embarrassing at this time. If the aircraft performance is based on the performance, they must enter EASA's no-fly zone. Unlike the restricted zone, no-fly zones are usually difficult to coordinate, and there are indeed activities that have huge threats to civil aviation aircraft.

Perhaps because he was afraid that British Airways Flight 531 will be less than 26,000 feet away, after David did not give a definite reply, Milan's control also asked: "British Airways 531, please make sure that FL260 can be maintained."

"Milan controls, according to our flight computer calculations, we can only maintain a maximum of between 24,000 and 25,000 feet." David asked, "Help me coordinate, we may have to break through the height of the no-fly zone."

"BAT 531, this no-fly zone was not established by EASA, but was released by the General Administration of Transportation through EASA."

"Transportation General?" David was stunned.

He thought that this no-fly zone was EASA's solemn act, but he didn't expect it to be instructed by the EU General Administration of Transportation, so the level of this no-fly zone is very high. If the no-fly zone is just EASA's work, then there is still a possibility of coordination, but if it is really the meaning of the General Administration of Transportation, there is no possibility of turning around at all.

"British Airways 531, I'll give you feedback to see if there is any possibility of compatibility." Milan Control added: "Before I get my answer, keep an altitude of 26,000 feet as much as possible."

David is about to curse people. Aircraft performance is subjective and active. He wants to keep the plane 26,000 feet so that the plane can be obedient?

However, David also knew that it was meaningless to force the controller, and the controller no longer had the right to decide on such matters.

"When will we get altitude?"

"After passing forty-eight degrees north latitude."

David directly made an extension line of 48 north latitude on MCDU, and the result was presented on the navigation page. His face turned stiff, and the 48 north latitude was basically cut to Munich's game.

This means that they cannot get down to the heights until they reach Munich, and can only hover and descend after reaching over Munich.

At this time, half a minute had arrived, but the fire lights of the No. 2 engine did not disappear, which means that the fire was not controlled.

Schneider also noticed this and turned the fire alarm switch of the No. 2 engine to another direction.

This time Schneider did not count the time again. The reverse turn fire alarm switch had already released all the remaining fire extinguishing bottles, and there was no more turn.

Usually, the release of two fire extinguishing bottles can eliminate fire, so Schneider and David are not very worried. Moreover, even if the fire alarm is not eliminated in the end, at the beginning of the engine design, when a fire alarm occurs, the outer wall of the engine can limit the fire to the inside and will never extend.

It is precisely because of this that Schneider and David are not very worried about the fire alarm, but are more concerned about whether they can maintain their stay outside the no-fly zone.

"What if we are going south of the no-fly zone, what if we are preparing to land in Turin?" David asked.

It can be seen that he has no confidence in maintaining the upper limit of 26,000 feet.

"The no-fly zone extends south to 46 degrees north latitude, and is also very close to the Turin area. And you are now flying south to Turin, which takes longer." Milan's control said quickly: "I'll help you coordinate, wait, I'll do it as soon as possible!"

"Forty-six degrees to forty-eight degrees north latitude? How can such a large no-fly zone be set up?"

Although there is only two degrees of difference, it is still very large in actual land area, especially this area covers a large number of top cities, including almost the entire entire Switzerland.

With this happening, almost all Swiss flights will be grounded.

David doesn't understand what EASA and the Transportation General Office are thinking. Is it possible that the two institutions are experiencing such a large no-fly zone in Europe where every inch of land is valuable?

At this time, Xu Cang was also helpless. The aircraft's performance problems were really not something that human resources could control. Perhaps because most of the energy was also focused on the single-shot lift limit, Xu Cang still ignored some things.

No matter what, Milan's control is coordinated. We should first lower the height and wait for news from Milan.

"If we land in a while, we will use our flaps to land for thirty years. If we fly again, we will close the flaps to twenty years." Schneider said.

In fact, it was a bit too early to say this at this stage, but now I am basically waiting for news from Milan. Compared with the fire alarm, the no-fly zone is the biggest problem. If the no-fly zone can be compatible, Schneider and David, two experienced captains, are still very sure to land safely.

"oh."

Schneider said at all, David had long been familiar with the engine fire alarm checklist.

He thought for a while, turned to look at Xu Cang: "Xu Cang, what should I do if I don't let the lower height?"

Xu Cang hadn't spoken yet, but he heard a scream from the cabin behind him. The sound was so sharp that it directly penetrated the cockpit door and penetrated it.

Xu Cang's heart suddenly tightened, why did something happen to the cabin?

He immediately opened the surveillance screen of the front cabin workroom and saw that the cabin manager who was sitting down was hurriedly untiing his seat belt, and it seemed that he was in a hurry to deal with the cabin matter.

"What's really wrong?" Xu Cang immediately stood up slightly, looked into the cabin through the cat's eyes on the cabin door, and happened to see the flight attendant untied his seat belt running towards the economy class along the cabin passage.

"Is there something wrong with the cabin?" David heard the scream just now. Everyone could realize that something might be wrong with the cabin. However, the cockpit is the battlefield for pilots. They are now unable to take care of themselves, so how can they still care about the cabin?

In the cabin, when the cabin manager ran to the middle of the cabin, he found a middle-aged lady covering her mouth and trembling all over with great fear.

This cabin manager is quite old, unlike the domestic tendency to be young and beautiful. There are many older flight attendants abroad. They have been flying for a long time and know some flight knowledge.

The fire alarm of the No. 2 engine was so loud that even in the front cabin workroom, the cabin manager could hear it clearly. Other flight attendants didn't know what the ringtone represented, but she knew it.

Many faults are invisible, but the engine fire alarm is visible and is the most likely to cause panic.
To be continued...