Chapter 314 Only... God!

Author: Mei Zixu

Chapter 314 Only God!

Xu Cang was so confident that he thought he could handle almost all flight conditions.

However, there are always areas that are not met above manpower.

For example, Xu Cang can accept double-engine shutdown, can accept landings in sea and land, and can cross the culverts of the bridge with an accuracy of slim. However, no pilot can accept wing breaks, especially large wing breaks.

Most of the lift of the aircraft comes from the large wings. If the large wings break, it is the bird's wings that are folded, and there is no possibility of survival.

Xu Cang has seen many special events, such as engine explosion, engine fire alarm, and even engine flight off. However, due to the existence of receiver restriction test, most of the damage can be bound within the engine receiver.

Every engine needs to undergo such tests. Although there is nothing absolute and there are occasional problems with the restriction of the receiver, it is unheard of foreshadowing of the outer wall of this PW4000-112 engine to fall off so exaggeratedly.

Almost all the engine fairings have fallen off, and most of the engine core engines have been exposed and wrapped in flames. Even under the impact of high-speed airflow, the flames still show no sign of extinguishing, just like tenacious weeds that cannot be removed.

The Boeing 777 is still conservative in terms of material selection, of course compared to the future fantasy aircraft Boeing 787. Compared with the old 737 and other models, the Boeing 777 has a larger proportion of composite materials in the fuselage material.

However, in terms of large wing structure, the Boeing 777 has not been very much changed. Otherwise, in terms of high temperature resistance, some composite materials are still not as good as traditional metal materials.

This may be the only blessing.

The flame spreading from the engine core engine has burned the engine's suspension red, and this situation extends to the suspension and the large wing. If it is on the Boeing 787 with a larger composite proportion, the wing members at the junction of the suspension and the large wing may be burned through and the structural strength is reduced, thereby breaking there.

However, there is a high probability that the Boeing 777 will not. As long as there is no subsequent metal fragment inserted into the leading edge of the large wing, everything will be controllable and no need to worry.

Unfortunately, that was just a luxury. He had to face a terrible and desperate possibility, that is, the probability of the big wing on the right was interrupted and broken.

In fact, this probability does not depend on whether the large wing breaks, but on whether the personnel on the entire plane survive.

As long as the big wing is broken, the gods cannot save them, and Xu Cang cannot do it either!

Xu Cang took a deep breath in an attempt to soothe his almost uncontrollable heartbeat.

"What if the big wing breaks?" Xu Cang asked himself this, but after a brief thought, he could not give his own answer.

Perhaps, only death!

At this moment, a dull loud noise was transmitted to the middle of the cabin, where Xu Cang was standing. He looked along the cabin passage and found that the originally closed cockpit door had been opened.

From a distance, Captain David kept waving his hands at Xu Cang, looking very urgent.

It seems that not only problems occurred in the cabin, but some bad news was also received in the cockpit. The severity has caused David, a somewhat old-fashioned ICAO flight specialist, to completely abandon the safety regulations on cockpit entry and exit.

At least compared to worrying that someone rushed into the cockpit during the door opening, the two captains seemed to have something more anxious about.

After calming down a little, Xu Cang got off the cabin manager and rushed straight to the cockpit. The cabin order issue doesn't matter. He already knew what the sharp blade hanging on his head in the cabin.

Perhaps it was because the psychological impact of the complete fall of the fairing was too great that the passengers, who should have been infinitely panicked, stayed in their seats in fear, curling up like frightened hamsters.

Xu Cang entered the cockpit unimpededly and closed the cockpit door.

As soon as I came in, I didn't even wait for Schneider to say anything to David. I could understand everything just by seeing the weather radar display on the navigation page.

On meteorological radar, huge cyclones with an ellipse edge are presented on the DU display in a nearly all red posture, covering almost all the entire DU display.

"Xu Cang, the top of the no-fly zone has risen to 30,000 feet." David said with a serious face.

At this moment, according to the aircraft's altimeter, the aircraft will be leveled in less than two minutes. This is the descent rate generated by Captain Schneider's engine thrust by almost the largest. Under a single-engine condition, the Boeing 777 has reached its ceiling, which will produce a descent rate of nearly 1,200 feet per minute in any case.

"It is a cyclone produced by blizzards in the Alps. The 30,000 feet should be calculated by EASA, which will directly affect the extreme altitude of flight safety."

Xu Cang's face looked quite ugly. The change in height at the top of the no-fly zone shows that both EASA and the EU Transportation General Office are paying attention to this unprecedented huge cyclone.

Since they finally decided to expand the height of the no-fly zone, it means they are continuously calculating the intensity of the weather. For any rational person, it is best not to challenge the authority of EASA and the General Administration of Transportation.

Because there is really danger below.

"Now we are directly above the core area of ​​the cyclone, so we must not go down below 30,000 feet. If we are far away from the core area, we may be able to break the limit of 30,000 feet in an emergency."

The height limit of 30,000 feet is definitely not released at will. At least in the core area, that is, within the range of the highest cyclone intensity, the altitude of 30,000 feet is a clear flight safety threat.

In fact, based on Xu Cang's experience, he once did a thunderstorm when the windshield glass burst, and he flew over the top of the cyclone at a height of 30,000 feet.

Breaking down through the top of this no-fly zone means a huge security threat, but it is not about death if you touch it. The reason why Xu Cang is so afraid is because of the fragile wing on the right.

Now Xu Cang is extremely worried about whether the large wing with structural damage can last until the plane lands.

Break through the top of the no-fly zone, as long as it is not too deep, the danger should still be kept to a barely acceptable level. However, this premise is based on the conditions of sufficient strength of the aircraft fuselage.

Once you enter the no-fly zone, it means entering the airspace where the cyclone can directly affect. There, Xu Cang is almost certain that the airflow will be extremely bumpy.

As we all know, excessively strong bumps can cause a huge burden on the aircraft fuselage.

If the fuselage is intact, you may be able to bear it. At this moment, the right wing has been ablated by the engine flame and a piece of metal is inserted into the leading edge. The structural integrity of its own is damaged. If it is still damaged by the air load, the breaking of the wing is inevitable.

The same thing is said, as long as the big wing is broken, no one can survive.

Now from the meteorological radar, the cyclone zone has extended to close to Munich. However, the airflow in the peripheral area is definitely much more stable than the core area, and the injured wing may be able to withstand such an impact. As long as the height is maintained and the distance from the most violent core area is far enough, you can try to lower the height.

But the problem now is that a height of more than 30,000 feet cannot be maintained by Xu Cang just if he wants to. This involves the limit of aircraft performance and is not transferred by subjective imagination.

"No, the aircraft cannot maintain an altitude of 30,000 feet." Captain Schneider, as the operator, knew best. If the aircraft approached a certain height that could be maintained, the descent rate would gradually decrease, but at this moment the aircraft's altitude had reached 30,000 feet, and the descent rate of the aircraft still maintained more than 1,200 feet per minute, without any trend of decreasing.

This shows that the current ceiling of the aircraft is far less than 30,000 feet.

"The plane is too heavy!" Xu Cang's eyes were far away. Suddenly, he moved forward, pressed the air oil drainage pre-position electric gate with his right finger. At this moment, the oil drainage system entered the pre-position state.

"What are you going to do?" David suddenly changed his expression when he saw Xu Cang's actions: "This is not an oil drainage area, there is precipitation below. If you do this, the fuel cannot be vaporized. If there are people or land below, we will face a massive compensation requirement."

How smart David was? When he saw Xu Cang's actions, he immediately understood Xu Cang's thoughts.

Yes, the plane is too heavy now. The ultra-long-range intercontinental routes for more than ten hours carry huge amounts of fuel. In this case, the power of an engine alone is definitely impossible to maintain such a huge amount of weight at an altitude of 30,000 feet.

In the calculation of single-engine ceiling by flight computers, the total weight of the aircraft is an extremely important reference factor.

Therefore, if you want to increase the single-engine ceiling, you must reduce the burden on the aircraft.

There are not many ways to adjust the full weight of an aircraft in the air. No matter from any angle, at least the correction of the full weight cannot be completed by adjusting the number of passengers. Throwing passengers out of the aircraft does not seem to be a good choice.

Then you can only make adjustments on fuel, and air drainage is a system developed for this function.

Not all aircraft will be equipped with air fuel discharge systems. The models such as E190, A319, A320, A321, B737, and B757 do not have air fuel discharge systems. For models such as A300, A310, A330, A340, B767-200/300, they can be equipped with air fuel discharge systems. For A380, B767-400, B777, B747, MD11, IL78 aircraft, air fuel discharge systems are standard.

From this, it can be found that the upgrade of the necessity of air fuel discharge systems is highly positively correlated with the size of the aircraft.

Branch passenger aircraft such as E190 or single-channel narrow-body passenger aircraft such as B737 generally do not have an air fuel discharge system. However, for heavy wide-body aircraft such as 747, 767-400, and 777, air fuel discharge is a relatively necessary function.

Because this type of aircraft usually carries long routes and has a large amount of refueling at one time. If you encounter an emergency, you will think about adjusting the full weight of the aircraft by hovering and consuming fuel. It is estimated that it can be from daytime to night.

Even for mainstream single-channel narrow-body machines, there have been more than once cases where they have been spinning in the sky for several hours in order to circulate and consume fuel. If this were replaced with a heavy machine, the duration would be even more than unimaginable.

The Boeing 777 has three fuel tanks, the left fuel tank, the right fuel tank and the central fuel tank, which is very similar to the fuel distribution of the 737. The Boeing 777's oil drainage system allows all fuel tanks to drain oil, and its oil drain ports are located in the oil drain nozzle valve on the inside of the aileron.

The reason why David stopped Xu Cang's behavior was not that he did not agree with Xu Cang's ideas. I have to say that this was a wonderful method, but the implementation location was not a coincidence.

Aviation kerosene can cause harm to people and the soil, so in normal circumstances, if you want to drain oil, you must go in a recognized special oil drainage area. If the situation is urgent, you can drain oil outside the area at certain specific heights.

Generally speaking, if the aircraft is above 4,000 feet in height, the fuel emitted will be completely vaporized in the air and will decompose itself into water and carbon dioxide during the floating down process, which will minimize the degree of damage and pollution.

Therefore, if you want to drain oil, no matter what, the height must not be low.

In this condition, it is obvious that British Airways 531 is completely sufficient. But very unfortunately, this situation does not apply when encountering precipitation.

Precipitation is not just rain, but also snow.

In precipitation environment, those gasified aviation fuel that should have been decomposed by itself will not be decomposed under the wrapping of snow crystals or raindrops, but will fall to the ground as it is attached to precipitation.

In this case, precipitation containing aviation fuel is a huge pollution and damage to the ground.

If this is a densely populated area below, with Europe's persistence in environmental protection, it would be an unimaginable sky-high compensation. The amount of compensation is probably not enough to be sustained by British Airways.

Now there is a cyclone area below, that is, the huge amount of fuel in this Boeing 777 will fall to the ground without falling into the ground. Except for some unmanned mountainous areas in the Alps, the rest are all crowded areas. David dared not imagine the consequences of Xu Cang doing this.

Even if you survive, you will face endless compensation lawsuits for the rest of your life. This kind of life is more uncomfortable than death.

However, Xu Cang just paused: "This is our only way to live, and we will talk about what happened in the future."

After saying that, Xu Cang directly started to discharge oil.

For a time, a massive amount of aviation fuel was released from the inner nozzles of the two ailerons and sprayed into an altitude of 10,000 meters.

After the pre-position of the Boeing 777's aerial oil drainage system, the amount of oil drainage is set to the standard of maximum landing weight by default. However, even if it is just to meet the requirements of maximum landing weight, there are still a lot of aviation fuel that needs to be released.

David was actually quite confused. He knew that air release was the only choice for them to stabilize at a height of 30,000 feet, but when he thought that he would face a lawsuit that would be unstoppable for the rest of his life, he felt a stinging pain in his heart.

Taking the A330 as an example, its aerial oil drainage system can pump out one ton of fuel in one minute. The Boeing 777's aerial oil drainage system is more advanced than the Airbus 330. On the premise of ensuring fuel gasification, the Boeing 777's pumping efficiency is higher.

Compared with the Boeing 737's flight computer, the Boeing 777's FMC is more advanced and more sensitive.

As a large amount of fuel is discharged, the flight computer will correct the aircraft's full weight by itself, thereby calibrating the ceiling value in real time on the single-shot page.

David wiped his chin with a stubble and stared at the single-shot page on the changing MCDU. With the reduction of the full weight of the aircraft, the single-shot limit value on the MCDU screen began to rise slowly.

David kept pursing his lips and his eyes were straightened. Even Schneider, who was mainly responsible for manipulation, kept looking at the MCDU.

Just as the altitude of the plane was about to exceed 30,000 feet, the MCDU's single-shot page ceiling value finally rose to FL300. At this moment, David gritted his teeth and secretly celebrated.

"Enough, enough, enough, enough, enough! Schneider, adjust the thrust attitude and maintain a level flight." David turned around: "The fuel discharge system is turned off, and the total weight of the aircraft is enough."

Although David has actually become a little bit of a broken can, since Xu Cang started to release oil in the air. However, if he could release oil less, it directly means that there may be less compensation in the future and the pollution to the environment is less.
To be continued...