Flights from Hong Kong to Beijing airport because of fog three landing did not succeed, and return flights | | smog | return _ news
The night of November 4, Cathay Pacific flight CX312 plan 20:20 landing at Beijing International Airport, but because of Beijing's airport is surrounded by fog, low visibility, after three unsuccessful landing in the attempt, select the flight back to Hong Kong. The news confirmed by the civil aviation industry. It is understood that the Beijing airport was launched November 4, at 18 o'clock class II ILS, but visibility poor, still affecting flights landed.
Beijing flights three times due to thick fog to land at the airport in Hong Kong for not returning the network diagram Beijing airport due to heavy fog starting II blind drop
From 4th night, fog, visibility was less than 200 meters in some areas of intense fog, while moderate to severe haze. Under the influence of haze, large areas of Beijing airport flights canceled. According to the air traffic control Department news, 4th in Beijing issued a delay at the airport red alert, warning continued until November 5.
Friends @ space between tweets saying "haze real Bull, landing three times failed to fly back to Hong Kong. "Other users posting confirms that Hong Kong flights to Beijing Capital International Airport landed not in accordance with the established time, returning after a failed landing attempt at the Beijing airport.
In addition, civil aviation media also issued a document saying, no landing was on November 4 from Chek Lap Kok International Airport to Beijing airport dressed Cathay Pacific flight CX312, the flight plan landed November 4 20:20 Beijing International Airport, "fly" to show that it has not landed as planned.
A large number of alternate flights around the airport
Confirm Beijing News reporter was informed that the November 4 at 17 o'clock, winter stable air mass of low pressure, and gradually covered in fog at the airport in Beijing, heavy fog affected normal Beijing airport flights into and out of Hong Kong, due to low visibility landing when the aircraft reached decision height is still not see the runway, had to choose an alternate airport.
Beijing airport was launched in 18:00 II ILS, but with visibility low, still does not meet the standards of each aircraft landing at the airport. "Fog effects and it lasts a long time, resulting in large area alternate flight last night visibility just 300 meters walk to meet 300 quickly drop, enough can't. "According to air traffic control person.
On November 4 after 7 o'clock, the visibility continued to decline, it receives takeoff, landing and go around. Taxi journey takes guided vehicle. Cathay Pacific flight CX312 landing met no overshoot problems. It is revealed that the flight carried three landing were successful.
"Captain approach may be taken to near the surface of the fog belt, conducive to land again, but the ground mist gathered too soon, without success. "According to one informed source, the landing, the flight operations processes such as go is no problem, unit thinks the ground after landing conditions do not meet safety standards choice to return home.
It is understood that the night of November 4 produces a lot of alternate flights at Beijing airport, airport in Tianjin, Shijiazhuang airport alternate conditions cannot be met, a large number of flights can only choose to alternate airport in Taiyuan, Shanxi, and Inner Mongolia.
Officers asked
1 at the Beijing airport, why not select ILS
It is understood that the November 4 launch Beijing airport class II ILS, which means that pilots have little to the naked eye, instruments and controllers can be achieved under the guidance of landing operations.
Introduce a domestic airline pilots, the CAA requirements in extreme weather conditions, flying domestic airport the captain should have second-class ILS qualification, but the airlines require different, nor encourage the use of high grade ILS.
He admitted that, even though some units with ILS capability, if conditions allow, will also choose alternate approaches. Aircraft landing there are many restrictions could finally landed landed at what level the decision was taken in the pilot.
Beijing News reporter to CX312 before the flight on the return voyage, had twice tried to "go". So-called overshoot, refers to the landing to be touching the ground before landing, turn the throttle to maximum position and returned to head up in the air, circling and landing again. The aircraft before landing with a decision height, usually 200feet (200 feet), when the plane dropped to the level, still does not have the landing conditions, it should be stepped on the gas and go, and then landing again. If the landing conditions are still not available, you may again fly or fly to an alternate airport.
In other words, an overshoot, equivalent to a landing after a failed take off again, trying to land the process all over again. Airline industry insiders said, overshoot is a guaranteed means of pilot flight safety, not blind with Visual runway landing, is very dangerous, so go to be safe. Twice missed cases of failed pilots choose to return home, the program is also reasonable.
These pilots told the Beijing News reporter, although the present had just been equipped with an instrument landing system, which is commonly known as "ILS" in theory by means of electronic information technology to achieve landed, ILS can determine the relative positions of the aircraft, taking into account the landing and docking gestures, such as the exact requirements, ILS does not guide the pilots control the aircraft to the ground. In the case of pilots Visual runway could not be, "ILS" can no longer function effectively.
Why return flights and 2, non-alternate
Many netizens said, Hong Kong and the distance, since he does not meet the landing requirements, why not the nearest airport for landing, and at home?
In this regard, the pilot said, put back because its parent company in Hong Kong, the Hong Kong Airport is also the base, effective in all aspects of security, at the early stage when making flight plans, will use Hong Kong as the alternate airport, also captain of the parties taking into account logistical issues, will also defend the judgment.
A flight when you fly and how much fuel? One of the aviation industry, the calculation of the amount of fuel carried special, which includes a flight route required fuel consumption fuel consumption, taxiing, backup fuel and motor oil.
According to the air traffic industry, airlines choose to alternate or back, the main choice is Captain, after weighing the aircraft condition and adequacy of oil supply has the right to choose to return. Hong Kong airlines return base land are common.
He explained that the distance to Hong Kong, medium aircraft fuel can meet the needs of returning. In addition, the airline returned to base airport, rehabilitation in favour of its passengers and other things. "Cathay Pacific home is common, in August this year has just returned, as long as it doesn't affect the security, the airlines do not issue. "He said.
The Beijing News reporter Guo Chao Wang Yu
Responsible editor: Zheng Hanxing
从香港飞往北京机场的航班因大雾三次降落未成功，返航|航班|雾霾|返航_新闻资讯
11月4日晚，国泰航空CX312航班原计划20时20分降落北京国际机场，但由于北京机场被大雾包围，能见度低，在尝试降落三次未成功后，该航班选择返航香港。上述消息得到民航多位业内人士确认。据了解，北京机场11月4日18时启动了二类盲降，但能见度极低，仍影响航班降落。
香港飞北京机场航班因大雾三次降落未成返航 网络供图 北京机场因大雾启动二类盲降
从4日晚上起，大雾弥漫，部分地区出现能见度不足200米的强浓雾，同时中到重度霾持续。受雾霾影响，北京机场航班大面积取消。据空管部门消息，4日北京机场发布了延误红色预警，预警持续到11月5日。
网友@来去之间发微博称“雾霾真牛，降落三次失败又飞回香港了。”其他网友也发文证实，有香港飞往北京机场的航班没有按照既定时间降落，在北京机场尝试降落未果后返航。
此外，有民航自媒体也发文称，没有降落成功的正是11月4日由赤邋角国际机场飞往北京机场的国泰航空CX312航班，该航班原计划11月4日20点20分降落北京国际机场，“飞常准”显示，其并未按计划降落。
大量航班备降周边机场
新京报记者多方求证获悉，11月4日17时开始，受冬季稳定的低压气团影响，北京机场逐渐被大雾覆盖，大雾严重影响了北京机场航班的正常进出港，由于低能见度，准备降落的飞机到达决断高度时仍看不清跑道，不得不选择备降机场降落。
北京机场于18：00启动了二类盲降，但随着能见度越来越低，机场仍不能满足每一架飞机落地标准。“大雾天气影响大且持续时间较长，造成航班大面积备降，昨晚能见度就在300米晃悠，满足300就赶紧降，不够就不行。”据空管内部人士介绍。
11月4日当天晚上7点以后，本场能见度持续下降，起飞基本接受，落地有复飞。地面滑行全程需要引导车。国泰航空CX312航班遇到了降落不成复飞的问题。据透露，该航班执行了三次降落均为成功。
“机长采取复飞可能是想把靠近地面的雾层带起，利于再次降落，但地面雾气聚集时间太快，没有成功。”据一位知情人士介绍，该航班降落、复飞等操作流程都没有问题，机组认为地面条件仍不符合安全降落标准以后选择返航。
据了解，11月4日晚北京机场产生大量备降航班，天津机场、石家庄机场也无法满足备降条件，大量航班只能选择山西太原以及内蒙古等地机场备降。
探员追问
1、为何不选择在北京机场盲降
据了解，11月4日北京机场启动了二类盲降，这意味着飞行员几乎不用肉眼，在仪器及管制员的指引下就可以实现降落操作。
某国内航空公司飞行员介绍，民航局虽然要求在极端天气下，飞国内大机场的机长要具备二类盲降资格，但各航空公司要求不同，也不鼓励使用高等级盲降。
他坦言，即使有些机组具备盲降的能力，如果其他条件允许，也会优先选择备降等办法。飞机降落有很多限制，最后能不能降落采取什么级别的降落决定权还是在机长。
新京报记者了解到，CX312航班在返航前，曾经两次试图“复飞”。所谓复飞，指的是飞机降落到即将触地着陆前，把油门调到最大位置，并把机头拉起重新回到空中，并盘旋再一次降落。飞机在着陆前有一个决断高度，通常为200feet（200英尺），在飞机下降到这一高度时，仍不具备着陆条件时，就应加大油门复飞，然后再次进行着陆。如果着陆条件仍不具备，则可能再次复飞或飞到备用机场降落。
也就是说，一次复飞，相当于一次着陆失败后，重新起飞，再次试图降落的过程。民航业内人士表示，复飞是飞行员航班安全的一种保障手段，在不能目视跑道的情况下盲目落地，显得非常危险，因此选择复飞是为了安全。而两次复飞均告失败的情况下，飞行员选择返航，程序上也合理。
上述飞行员告诉新京报记者，尽管目前的刚被均装备有仪表着陆系统，也就是俗称的“盲降”，在理论上可以借助电子信息技术，实现降落，但盲降只能确定飞机的相对位置，考虑到飞机降落对接地姿态等的精确要求，盲降并不能引导驾驶员操纵飞机到地面。在飞行员目视不到跑道的情况下，“盲降”也无法有效发挥作用。
2、为何航班返航而非备降
不少网友称，香港至路程较远，既然不具备降落条件，为何不就近找机场落地，而不惜返航？
对此，有飞行员表示，返航可能因为其母公司位于香港，香港机场也是其基地，各方面保障得力，在前期做飞行计划时，便将香港作为了备降机场，此外当事机长在考虑到后勤保障的问题后，也会做出返航香港的判断。
一架航班在执飞时，会携带多少燃油？一位民航业内人士介绍，燃油携带量有专门的计算方式，其中要包括一次飞行所需的航路耗油、滑行耗油、备份燃油及机动油量。
据民航空管业内人士介绍，航空公司的航班选择备降还是返航，主要决定权在机长，其在权衡飞机状态及油料供应是否充足以后，有权选择返航。香港的航空公司选择返回基地降落比较常见。
他介绍，至香港的距离，中型以上飞机油料完全可以满足返航需求。此外，航空公司返回基地机场降落，有利于其做好旅客及其他事物的善后。“国泰返航很常见，今年8月刚返航一次，只要不影响安全，航空公司这么做没问题。”他说。
新京报记者 郭超 王煜
责任编辑：郑汉星