Hydraulic Failure (ICAO test film)

28906
TEST/DESCRIPTION

TEST

1
00:00:00,830 –> 00:00:06,860
The massive Boeing 747-400 has just flown
over Alaska and is now almost halfway through

2
00:00:06,860 –> 00:00:18,520
a thirteen and a half hour journey from Detroit
to Japan’s Narita Airport.

3
00:00:18,520 –> 00:00:23,250
On long journeys, it is common to have two
flight crews.

4
00:00:23,250 –> 00:00:32,810
They flying shifts to prevent fatigue.

5
00:00:32,810 –> 00:00:38,230
Flight 85 is more than six hours from landing
at Narita.

6
00:00:38,230 –> 00:00:49,570
“The aircraft dramatic rolled to the left.

7
00:00:49,570 –> 00:00:52,180
It was 35 or 40 degrees of bank.”

8
00:00:52,180 –> 00:01:04,360
For no apparent reason, the pilots have lost
control of their plane.

9
00:01:04,360 –> 00:01:07,392
Captain has only moment to react.

10
00:01:07,392 –> 00:01:08,392
“Do we loosing engine?

11
00:01:08,392 –> 00:01:09,392
Do we still have engines?

12
00:01:09,392 –> 00:01:20,070
We have all engines, but it`s not it”
The lives of 386 passengers hang in the balance.

13
00:01:20,070 –> 00:01:27,700
In a matter of seconds, Captain Guy disconnected
the autopilot, pulled back on the control

14
00:01:27,700 –> 00:01:33,190
column and levelled the wings, but something
is still seriously wrong.

15
00:01:33,190 –> 00:01:34,280
“Frank, you got it?

16
00:01:34,280 –> 00:01:35,920
Yeah, I think, I got it.

17
00:01:35,920 –> 00:01:44,170
If this not an engines, we have a problem
with the rudder.”

18
00:01:44,170 –> 00:01:52,550
The pilots have leveled the plane but they
are still having difficulty controlling it.

19
00:01:52,550 –> 00:02:00,800
The warning system confirms Guy`s suspicion,
a malfunction of the rudder system.

20
00:02:00,800 –> 00:02:06,830
The rudder control the plane’s yaw, its
movements from left to right as it flies.

21
00:02:06,830 –> 00:02:11,030
It directs airflow to keep it flying straight.

22
00:02:11,030 –> 00:02:15,560
This plane is in danger of suffering the same
fate.

23
00:02:15,560 –> 00:02:20,420
Because of its size the 747 has both an upper
and lower rudder.

24
00:02:20,420 –> 00:02:23,060
They normally move in unison.

25
00:02:23,060 –> 00:02:29,540
For some unknown reason the lower rudder has
deflected 17 degrees to the left and it stuck

26
00:02:29,540 –> 00:02:31,700
there.

27
00:02:31,700 –> 00:02:36,780
The captain tries to keep the plane flying
level and straight.

28
00:02:36,780 –> 00:02:45,200
He uses foot pedals to control the upper rudder
and the control column to move the ailerons.

29
00:02:45,200 –> 00:02:48,740
But he knows it is a stopgap measure that
may not work for long.

30
00:02:48,740 –> 00:02:52,140
“I have got the airplane and the radios.

31
00:02:52,140 –> 00:02:55,709
You get the COM and see if there is a procedure
for this”

32
00:02:55,709 –> 00:03:07,580
The COM or cockpit-operating manual provides
a list of procedures for emergency situations.

33
00:03:07,580 –> 00:03:13,010
Hydraulics control several vital components
including the failed rudder.

34
00:03:13,010 –> 00:03:14,770
More failures could spell disaster.

35
00:03:14,770 –> 00:03:18,330
“How far to Narita?

36
00:03:18,330 –> 00:03:21,010
About 6 hours.”

37
00:03:21,010 –> 00:03:24,720
Flying that far without full control of the
plane is a huge risk.

 
Published on February 9, 2016 by Donatas Category Tag
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  • a.starkov

    Help !
    I can’t see Transcript (only Description) watching ICAO films. Why ?!!!

    • aviationENGLISHclub

      Soooorrryy… transcript is correct, now.

    • aviationENGLISHclub

      1) What was the destination of the flight?
      Narita Airport, Japan

      Was it a short-haul or a long-haul flight?
      Since it was going to take thirteen and a half hour it was a long-haul flight.

      2)Why did the crew include two Captains and two First Officers?
      It was a common practice to prevent fatigue.

      3)What sudden problem did the crew encounter in the middle of the flight?
      For no apparent reason the aircraft rolled to the left and the pilots lost control of their plane.

      4)How did the Captain respond to the problem?
      He ascertained that they were not losing engine then disconnected the autopilot, pulled back on the control column and leveled the wings.

      What would you do in a similar situation?
      The captain’s first reaction was natural. So I would try to regain control over an aircraft to recover it from upset. I would consider decreasing of airspeed to reduce the load on deflected control surfaces and prevent them from damage. Then as the situation dictates I would declare an emergency and start to cope with it.

      5)Were they able to confirm that it was an engine problem?
      No, it was not an engine problem.

      What part of the aircraft malfunctioned?
      It was rudder that had deflected to the left and stuck there.

      6)Why was the rudder failure so dangerous?
      Rudder is supposed to provide an aircraft with directional control that in a close correlation with lateral control. If rudder is deflected an aircraft not only yaws but also rolls to the side of deflection and the aircraft will roll as long as its rudder is deflected. So this failure could have led the aircraft to a spin.

      How was the rudder of that aircraft type designed?
      Because of its size the 747 had both an upper and lower rudder. They normally moved in unison.

      7)How did the pilots manage to regain control of the aircraft’s movements?
      The captain used foot pedals to control the upper rudder and the control column to move the ailerons.

      8)What is a COM?
      COM stands for cockpit operating manual.

      What information does it provide?
      It provides a list of procedures for emergency situations.

      9)For what reason was continuing the flight so risky?
      Because they were 6 hours from destination and more failures could have occurred.

      10)What is the hydraulic system responsible for?
      Hydraulic system is supposed to provide the power for the operation of components such as landing gear, flaps, flight controls, wheel brakes, windshield wipers and other systems that require high power, accurate control and rapid response rates.

      Why is a hydraulic failure dangerous?
      Because hydraulic failure can lead to a loss of control, inability to retract or extract landing gear, inabilities to extend or retract high lift devices such as flaps or slats, reduced braking capability upon landing, loss of nose wheel steering.

      11)What kinds of technical malfunctions can occur during flight?
      As well as hydraulic failure they are communication failure, electrical problems, engine failure, pressurization problems and so on.

      In your opinion, which of them are the most dangerous? Why?
      Theoretically for every technical problem there is corresponding treatment that allows overcoming or resolving the problem, and everything depends on pilot’s skills here. But loss of control seems the most dangerous to me. Because pilot has no means of controlling an aircraft.

  • aviationENGLISHclub

    1) What was the destination of the flight?
    Narita Airport, Japan

    Was it a short-haul or a long-haul flight?
    Since it was going to take thirteen and a half hour it was a long-haul flight.

    2)Why did the crew include two Captains and two First Officers?
    It was a common practice to prevent fatigue.

    3)What sudden problem did the crew encounter in the middle of the flight?
    For no apparent reason the aircraft rolled to the left and the pilots lost control of their plane.

    4)How did the Captain respond to the problem?
    He ascertained that they were not losing engine then disconnected the autopilot, pulled back on the control column and leveled the wings.

    What would you do in a similar situation?
    The captain’s first reaction was natural. So I would try to regain control over an aircraft to recover it from upset. I would consider decreasing of airspeed to reduce the load on deflected control surfaces and prevent them from damage. Then as the situation dictates I would declare an emergency and start to cope with it.

    5)Were they able to confirm that it was an engine problem?
    No, it was not an engine problem.

    What part of the aircraft malfunctioned?
    It was rudder that had deflected to the left and stuck there.

    6)Why was the rudder failure so dangerous?
    Rudder is supposed to provide an aircraft with directional control that in a close correlation with lateral control. If rudder is deflected an aircraft not only yaws but also rolls to the side of deflection and the aircraft will roll as long as its rudder is deflected. So this failure could have led the aircraft to a spin.

    How was the rudder of that aircraft type designed?
    Because of its size the 747 had both an upper and lower rudder. They normally moved in unison.

    7)How did the pilots manage to regain control of the aircraft’s movements?
    The captain used foot pedals to control the upper rudder and the control column to move the ailerons.

    8)What is a COM?
    COM stands for cockpit operating manual.

    What information does it provide?
    It provides a list of procedures for emergency situations.

    9)For what reason was continuing the flight so risky?
    Because they were 6 hours from destination and more failures could have occurred.

    10)What is the hydraulic system responsible for?
    Hydraulic system is supposed to provide the power for the operation of components such as landing gear, flaps, flight controls, wheel brakes, windshield wipers and other systems that require high power, accurate control and rapid response rates.

    Why is a hydraulic failure dangerous?
    Because hydraulic failure can lead to a loss of control, inability to retract or extract landing gear, inabilities to extend or retract high lift devices such as flaps or slats, reduced braking capability upon landing, loss of nose wheel steering.

    11)What kinds of technical malfunctions can occur during flight?
    As well as hydraulic failure they are communication failure, electrical problems, engine failure, pressurization problems and so on.

    In your opinion, which of them are the most dangerous? Why?
    Theoretically for every technical problem there is corresponding treatment that allows overcoming or resolving the problem, and everything depends on pilot’s skills here. But loss of control seems the most dangerous to me. Because pilot has no means of controlling an aircraft.