항공기 사고: 생존 사례와 교훈

### 항공 재난에서 살아남기: 놀라운 회복탄력성 사례
* ✈ 2023년 1월 2일, 일본항공의 에어버스 A350에 탑승한 승객 367명과 승무원 12명은 **항공기가 완전히 파괴되었음에도 불구하고 일본 해상보안청의 대시 8과 비극적인 충돌 사고에서 살아남았습니다.**
* 🔥 에미레이트 항공 521편은 두바이에 착륙하는 도중 **심한 바람의 전단 조건**에 직면하여 불시착했지만 탑승자 300명 모두 무사했지만, 구조 활동 중 **소방관 한 명이 안타깝게 목숨**을 잃었습니다.
* 📚 ANAC의 승인을 받은 혁신적인 항공기 정비사 교육 과정의 시작은 야심 찬 전문가들에게 급성장하는 취업 시장에 진입할 수 있는 기회를 제공하며, **1월 31일 등록 마감일까지 10%의 자리만 남았습니다.**
* 🚀 콴타스 32편은 이륙 직후 심각한 엔진 고장을 겪었지만 숙련된 승무원들이 **에어버스 A380을 안전하게 착륙**시켰고, **440명의 승객과 승무원 중 경미한 부상자만 보고**되었습니다.
* 🛬 영국항공 38편은 런던에 착륙하기 전 **추력 손실**이 발생했지만 항공기의 견고한 설계와 승무원의 신속한 대피 대응 덕분에 **승객 몇 명만 다치는 불시착 사고**를 피할 수 있었습니다.
* 🔥 에어프랑스 A340 사고는 토론토에서 폭풍우가 몰아치는 가운데 항공기가 추락했지만 **승무원들의 효과적인 대피 노력**으로 대부분의 승객이 경미한 부상을 입고 무사히 탈출한 사례로 명확한 절차의 중요성을 강조했습니다.
* 🛡 이러한 사고는 현대 항공기 설계가 안전을 우선시하지만, 비상 상황에서 생존을 보장하기 위해서는 **잘 훈련된 승무원과 경각심을 가진 승객의 협조**가 매우 중요하다는 것을 보여줍니다.
* 💡 대피 시에는 개인 소지품보다 **자신의 생명을 우선시**하세요. 가장 중요한 것은 **자신의 안전**이라는 점을 잊지 마세요.

심각한 사고에도 승객의 생존을 보장하는 항공기 설계가 늘어나면서 안전 수칙 준수의 중요성이 강조되고 있습니다.

The planes were completely destroyed, but the passengers came out alive. Greetings, Aeronautical enthusiasts! How are you all doing? Some accidents always attract attention, whether due to their causes or circumstances. The accidents I will recount today drew attention not only for the destruction but also because almost all passengers survived. On January 2nd, a collision occurred between the Airbus A350 of Japan Airlines and the Dash 8 of the Japan Coast Guard at the airport in Narita. Everyone remembers that, right? In Tokyo, despite five of the six occupants of the Dash 8 losing their lives, attention was drawn to the 367 passengers and 12 crew members who emerged unscathed from the A350, even though the plane was completely destroyed. 

Today, I will tell the stories of other accidents where, despite the significant destruction and even the loss of the aircraft, most of the occupants on board survived. In fact, survival rates after accidents have been increasing. On August 3, 2016, Emirates Flight 521 departed from Trivandrum in southern India to Dubai in the United Arab Emirates. The flight was operated by a Boeing 777-300, and there were 300 people on board, including 18 crew members, one of whom was Brazilian, and 282 passengers in the cabin. The captain was 34 years old, and the first officer was 37 years old. As they were approaching Dubai...

The sea breeze and a high-pressure system that raised temperatures close to 50º on the airport runway caused several wind shear incidents. All the other planes in front of this Emirates flight either had to go around or reported encountering wind shear during landing. This also happened with flight 521, but no alarms sounded, so the captain thought they were facing thermal conditions since the wind speed was varying and the runway temperature was 68º at that moment. As a result, the aircraft was floating on the runway and unable to land. The right landing gear briefly touched the runway, but the pilots did not feel it; however, the aircraft did register this contact. This led to issues when they attempted to go around. To prevent any pilot from pressing the go-around button during landing and causing a high-speed runway excursion, the Boeing 777's button does not function when the aircraft is on the ground. Therefore, to go around, the pilots needed to move the throttles manually. Since they did not feel that they had touched down, they thought that pressing the toga button, which is the name of that button, was sufficient and continued with the go-around. To make matters worse, the engine made it seem like they were indeed climbing, and they executed the instructions from air traffic control. When the captain realized that they were not developing power and finally moved the throttles forward, it was already too late for the engines to generate thrust.

To get the aircraft out of that condition and from an altitude of only 85 feet, the aircraft crashed onto the runway. The rear of the fuselage hit first, followed by the engines, the belly, and finally the front of the fuselage. The right engine detached and caused a fire in the pylon, which is what holds the engine to the wing. The plane pitched forward when the right wing hit the runway and came to a stop almost at the end of the runway. Even so, the fuselage remained intact, as did the passengers. The firefighters arrived quickly, fought the fire, and assisted in the evacuation, which was difficult since only five of the ten emergency exits were used, and of those five, only three were used more intensely. Once everything was resolved, the central tank exploded, causing the destruction of the aircraft. Outside, one of the firefighters was struck by a wing panel that detached during the explosion; he did not survive his injuries and was the only one to lose his life in this accident. Seven other firefighters had to be hospitalized, but that was due to the heat on the runway, which reached 68ºC. If you want to delve deeper into the story, watch episode 11:21 where I covered everything in detail. A quick pause, what everyone was waiting for finally happened: my aircraft maintenance mechanic training course, approved by ANAC, has been launched, and the enrollment for the first class ends on January 31.

The course has an innovative methodology with a strong focus on airline operations and manufacturing. Classes will begin on February 1st for the first group. We are offering a discount of R$ 1,000 on the course price, valid until the spots are filled or until January 31st. Only 10% of the spots are still available. Don't forget that the market is booming with thousands of vacancies that remain unfilled due to a lack of qualified professionals. However, workshops like this one in São José dos Campos, in the interior of São Paulo, face another issue: the shortage of mechanics. 

We have partnered with various airlines, workshops, and manufacturers, and our best students will be directed to the market with my recommendation. You won’t find this opportunity elsewhere. Additionally, I worked for nearly three decades, the last of which was as a manager at United Airlines, where I was responsible for the selection processes. I brought all that expertise into my course to ensure you are trained not only with the requirements to pass the board but also with everything a premium professional needs to secure the best positions in the market. Don’t let this opportunity pass you by; take advantage of the huge hiring wave that is happening this year and will continue for the next two years. Click the link in the description and become part of the future profession in aviation.

Returning to the engineering of structures in aviation accidents, on November 4, 2010, Flight Qantas 32 took off from Singapore to

operated by an Airbus A380, the flight had started in London and made a necessary stop in Singapore to clean the aircraft, refuel, and change the crew. The A380 for this flight had the registration Victor Hotel Oscar Kilo Alpha, the first one received by the company. There were 440 passengers on board, and the crew was large, consisting of 29 people, including 24 flight attendants and five pilots. Among the five pilots, in addition to the captain, the first officer, and a second officer who would take turns so the other two could rest, there was a captain undergoing training to become a check pilot and a supervising check captain who was training the future check pilot. Just look at all that experience in the cockpit! 

The flight took off from Singapore, and everything was normal until 8,000 feet over the island of Batam, when the pilots heard two loud bangs in the cabin. They then decided to stop the ascent and fly straight while the captain reduced the thrust levers of the engine. At that point, several warnings appeared on the ECAM, which is a display for the pilots. Among them was the overheating of the engine turbine. They discharged the fire extinguishers on that engine, but it had no effect, and the alarms continued. They then proceeded with the checklist, treating it as an engine failure instead of a fire. At that moment, the engine's status began to display as failed. They decided to perform some checks and

The airport continued the flight, and the control informed them that there were reports of several components of the plane that had fallen on the island of Batã. Combining these reports with warnings of engine damage, the second officer went to the passenger cabin to assess the damage. There, the flight attendants were trying to contact the cockpit to report that there was damage to the wing and a fuel leak on the left side. A Qantas pilot who was off-duty saw the second officer and informed him that the damage could be seen through the entertainment cameras on the A380 and advised them to return to the airport and land. In addition to not being able to dump fuel, they would have some failures in the aircraft systems, including in the braking assistance. The slats were inoperative, several spoilers had been damaged, and the engine reverser on the left side would not function. So, they decided to land on runway 20 Charlie, which is quite long, and notified control that they would need emergency services due to the fuel leak. They asked the flight attendants to prepare the cabin for a possible runway exit; you never know. They began their descent, but in the meantime, they were testing whether the A380 could remain controllable. For example, the landing gear did not lower, so they had to lower it by gravity, which is the emergency system. The landing occurred two hours after takeoff, with only three engine reversers functioning because the A380 only has two.

In three, the two wouldn't work, and the brakes. The aircraft, only with the brakes, was stopping slower than normal. Despite all this, the aircraft stopped 150 meters before the end of the runway. Upon contacting the firefighters, there was a request for the pilots to shut down engine one. However, the pilots thought, That's strange, I already shut down all the engines, but engine one continued to run. They tried everything, but the engine wouldn't shut down. The pilots noticed that the temperature of the main landing gear on the left side was rising, which was the same side where there was a fuel leak. The firefighters sprayed fire-retardant foam, which reduced the risk of fire. They then disembarked the passengers using stairs, as in a normal remote disembarkation. But engine one was still running, and they tried everything to turn it off, but nothing worked. They even tried throwing water. Who said water puts out an airplane engine? The only method that worked, and even then, three hours after landing, was throwing foam into the engine, and only then did it shut down. You think it's easy to turn off an engine like that in flight? When they investigated, they discovered that engine two suffered a non-contained failure in the turbine, which caused the wing to be hit, generating a fuel leak, in addition to several other damages. Besides the wing, the fuselage and vertical stabilizer were also affected, which impacted several systems,

caused damage to the wiring, which is why the engine could not be turned off. Without those control wires, it continued receiving fuel; the valve did not close. Eventually, they discovered that an oil line from engine 2 suffered from material fatigue. The oil entered the engine compressor and caused a fire in the turbine, which led to a thermal failure in the disks. I have already shared this story in detail in episode 995, but it is impressive to see the damage that occurred to the wing of this plane while it continued to fly. You will understand why at the end of this video. 

Another story: the fuselage of the Boeing 777 demonstrated robustness in the Emirates accident I mentioned, but it also proved to be robust in the first loss of an aircraft of this model. This incident occurred in January 2008; it was a 777-200ER from British Airways operating flight 38 from Beijing to London. Onboard were three pilots and 13 flight attendants caring for 136 passengers, totaling 152 people onboard, with many empty seats. It is important to mention that the engine being used on this triple seven was the Rolls-Royce Trent 800. They took off from Beijing, and the air temperatures that day were very low, close to minus 40 degrees, and the fuel in the tanks reached minus 34 degrees Celsius. This is just 133 degrees above the freezing point of kerosene, which is minus 47 degrees.

It remained cold throughout the flight, but everything went normally until about one minute and a half before landing. At that moment, according to British procedures, the first officer was piloting the aircraft while the captain was monitoring. Seconds before touchdown, the captain was about to take control and land the aircraft, but both engines lost thrust with 57 seconds to go, and the speed was decreasing while the engines were unresponsive. To make matters worse, the autopilot was trying to maintain the airplane's descent path, which caused the speed to drop even further. Then, a low-speed alarm began to sound. Seeing this, the captain raised the flaps from 30 to 25, but unlike other occasions, he preferred to manage the flight and leave the first officer in control of the aircraft. The first officer then pushed the yoke forward to lower the nose of the airplane, which caused the autopilot to disconnect and the nose to drop. Meanwhile, the captain declared a mayday and, realizing they would not make it to the runway, knew there wasn't much else to do. They hit the ground just 350 meters from reaching the runway; the rear of the fuselage struck first, followed by the main landing gear. The aircraft traveled another 50 meters after the impact before finally returning to the runway. The landing gear broke, and the engines performed the role that the landing gear should have, holding the aircraft up.

The fuselage of the aircraft, the 777, was dragged to the taxiway that provides access to runway 27 Lima, where they were supposed to land. It hit the pavement and stopped 372 meters after the first collision. The fuselage was damaged at one point; part of the right landing gear entered the fuselage and caused a leak in the passenger oxygen system. Another part punctured a panel near rows 29 and 30, causing the only fracture of the accident: a passenger seated in 30K broke his legs upon impact. Aside from that, only a few lights and entertainment screens came loose and fell to the ground. The accident also resulted in few injuries; besides the passenger in 30K, only eight passengers and four crew members sustained minor injuries. Once the plane stopped, it was time to evacuate. It all happened very quickly, and even with some passengers insisting on going back into the plane to retrieve their luggage, all passengers were outside in less than two minutes. The investigation determined that, due to the low temperatures, a layer of ice formed in the fuel, and this layer of ice was sufficient to freeze the heat exchanger of the engine and block the fuel flow at certain moments, such as during arrival with acceleration. This was a design flaw because it had already happened in another 777-200ER and with Airbus A330s that had the same Rolls-Royce engines. Therefore, this heat exchanger was redesigned. If you want to know the

Details are here: Episode 1151 discusses another accident in which the fuselage of the airplane was completely destroyed, which I mentioned is the Asiana accident. I will leave it for you to watch the complete episode 993, which talks about the robustness of aircraft fuselage. However, to conclude today, I will tell you about the first loss of an Airbus A340, which occurred on August 2, 2005. An A340-300 from Air France, registration Fox Golf Lima Zulu Quebec, Flight 358, departed from Paris to Toronto, Canada, with 297 passengers and 10 crew members on board. The captain, Alan Rosé, had over 12,000 flight hours and had been flying the A340 since 2001. The first officer was Frederick Nod, who built his career at Air France. He joined the company as a flight attendant, participated in a cadet program, and became a pilot, being the first officer on the A320 family before moving to the A340. The flight proceeded normally; however, the weather reports predicted heavy rain in Toronto. When they arrived, the situation was much worse than the reports indicated, and they were advised to wait. Several flights that were waiting were redirected to other airports, but they decided to wait for the weather to improve since their fuel situation at that moment was still within the operational limits. Eventually, air traffic control cleared them to continue their descent and approach runway 24 Lima, but in situations

Sometimes very quickly, and the planes that came before them reported crosswinds and difficulties in braking. Runway 24L was not the longest at the airport in Toronto; it is 2,700 meters long. So, it would be difficult for the A340, but not impossible; it can stop in that space even with a wet runway. When they disengaged the autopilot and autothrust, the speed of the aircraft decreased, and the crosswind became a tailwind, which is bad for an approach. Because of this, they were above the landing ramp and too fast, which is a common saying in aviation. People joke about it, saying high and fast, which is the worst condition you can be in. They passed the threshold of runway 24L in this manner and could only land more than 1,160 meters after the threshold. To make matters worse, a rule from Air France stated that the reverser could only be activated with the aircraft in the center of the runway. Therefore, the braking, which was already going to take longer due to the wet runway, was further delayed because they could not use the reverser. The reverser was only activated 12 seconds after touchdown, and they only reached maximum power 4 seconds after activation. With that, there was not much runway left for them to stop. The A340 went off the runway, passed through the grass, and a service road, and only came to a stop near a creek,

The fire started, and 10 passengers and one crew member were more seriously injured. In addition to these, the captain was also injured because his seat came loose during the impact. The rest had minor injuries or no injuries at all, not even a scratch. Due to the fire, the crew immediately initiated the evacuation. Several of the doors did not work; some could not be opened because of the fire, while others opened during the impact and lost the slide. However, despite this entire scenario and passengers carrying hand luggage, all passengers exited in less than 2 minutes. The crew took a look and soon evacuated the plane as well. Shortly after everyone exited, the aircraft exploded. After they left, some passengers walked along the service road that the plane had passed and encountered emergency services that arrived one minute after the crash. Other passengers and the first officer crossed the creek and went to Highway 401, which ran practically alongside the runway. Several drivers stopped their cars and helped these people, along with the police who arrived shortly after. The injured were taken to regional hospitals, and those who were fine were taken to the airport. The investigation showed that the procedures for this type of situation were not very clear, as well as the information that the pilots received about the situation, which led them to decide not to land but to divert. Furthermore, the report indicated that despite a perimeter of...

150 meters after the runway was prepared for an off-runway exit, the terrain, after the plane left, contributed to the injuries of the people. All these accidents show that, regardless of the manufacturer, aircraft designs increasingly incorporate robustness, allowing them to withstand very adverse situations, helping to preserve the lives of all occupants. But that is not enough. Well-trained flight attendants and passengers who follow the rules also contributed to ensuring that these four stories ended without fatalities, with the exception of the firefighter. So, pay close attention to the safety instructions from the flight attendants, and if you find yourself in an evacuation—an unusual evacuation—leave your bags on the plane. You can buy your belongings later; Apple saves everything on iCloud, and Google saves everything on, I don’t know, Google Play. So why go back to grab those things? Documents? You can get another passport. Why carry your passport in your suitcase, anyway? Your life is the only one you have. Aviation is safe only because everyone does their part, and you, as a passenger, must do yours too. Only then will incidents end well, with everyone on board alive to tell the story. If you enjoyed this, consider supporting the channel by clicking the Join button; it helps the channel a lot. Also, leave a like and subscribe to receive notifications. When you support us, your name will appear here with these friends forever, and you contribute to our ongoing research to bring new videos to you.

4 Acidentes Em Que Nenhum Passageiro Perdeu a Vida | EP. 1209

Aviões e Músicas

항공 사고에서의 기적적인 생존

몇몇 항공 사고는 대부분의 승객이 살아남은 반면에 많은 인명 피해가 발생해 주목을 끌었습니다.

1월 2일 나리타에서 발생한 일본항공 A350과 일본 해상보안청 대시 8의 충돌 사고로 A350의 승객 367명과 승무원 12명이 무사히 탈출했습니다.

2016년 8월 3일 두바이에서 발생한 에미레이트 항공 521편 추락 사고 역시 동체가 온전하고 대피가 어려웠지만 결국 성공하여 높은 생존율을 기록했습니다.

혁신적인 항공 코스와 콴타스 Q32편 사건

이 과정은 항공사 운영 및 제조에 초점을 맞춘 독특한 과정으로, 2월 1일부터 수업이 시작되며 1월 31일까지 1,000 헤알 할인을 받을 수 있습니다.

항공 업계에서는 자격을 갖춘 전문가에 대한 수요가 높으며, 코스 디렉터는 유나이티드 항공에서 30년 가까이 근무하는 등 폭넓은 경험을 보유하고 있습니다.

2010년 11월 4일에 발생한 콴타스항공 Q32편 사고는 엔진 고장과 항공기 손상으로 인해 2시간 만에 비상 착륙한 사건입니다.

엔진 고장 및 비상 착륙: 두 가지 뚜렷한 사건

한 항공기가 브레이크 문제와 연료 누출로 인해 정지하는 데 어려움을 겪었고, 1번 엔진은 여러 번의 시도에도 멈추지 않았습니다.

조종사들은 온도 상승과 화재 위험으로 어려운 상황에 직면했고, 결국 3시간이 지나서야 겨우 엔진을 끌 수 있었습니다.

또 다른 사고에서는 영국항공 보잉 777기가 착륙하기 전 양쪽 엔진의 추진력을 잃고 활주로에서 불과 350미터 떨어진 지점에서 강한 충격을 받는 사고가 발생했습니다.

777 항공기 및 후속 A340 손실과 관련된 사고

777 항공기 동체가 유도로로 끌려가 승객 한 명이 부상을 입는 사고가 발생했습니다.

이 사고는 엔진 열교환기의 설계 결함으로 인한 것으로, 재설계로 이어졌습니다.

에어버스 A340의 첫 번째 손실은 2005년에 토론토에서 예상치 못한 악천후를 만나면서 발생했습니다.

A340의 착륙은 맞바람, 젖은 활주로, 후진장치의 늦은 작동으로 인해 복잡하게 진행되어 어렵게 멈췄습니다.

항공기가 활주로를 벗어나면서 화재가 발생했고 승객 10명과 기장이 부상을 입었습니다.

혼란스러운 대피 상황에도 불구하고 모든 승객은 2분 이내에 비행기에서 내림했고, 추락 직후 응급 구조대가 도착했습니다.

활주로 이탈 후 사고는 견고한 항공기 설계와 잘 훈련된 승무원의 필요성을 강조합니다.

대피 시 안전 지침을 따르고 소지품을 남겨두면 생명을 구할 수 있습니다.

항공 사고에서 안전한 결과를 보장하기 위해서는 승객의 협조가 중요합니다.