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twelve cabin attendants.
1.1.6. The flight crew reported the severe turbulence encounter to Manila
ATC immediately after the occurrence. Both the Co-pilot and the
Pilot-in-Command (PIC) subsequently inspected the cabin. The
PIC conferred with a doctor, who was on board the aircraft as one
of the passengers, before deciding to continue the flight to Hong
Kong. Hong Kong ATC arranged for its priority landing and
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alerted the emergency units to meet the aircraft on arrival. The
aircraft landed at Hong Kong International Airport at 0637.
1.1.7. The flight crew remained on the flight deck for approximately 23
minutes after parking the aircraft. During this time, the PIC
completed an entry in the Technical Log concerning the encounter
with severe turbulence. The flight crew left the cockpit at 0704 to
check on the conditions in the cabin. After visiting the cabin and
on being informed that all cabin crew would be sent to hospital for
treatment or observation, the PIC designated a manager to oversee
ground support and left the aircraft at approximately 0720 for the
office, as instructed by the company.
1.2. Injuries to Persons
Injuries Crew Passenger Other
Fatal 0 0 -
Serious 2 0 -
Minor 10 3 -
None 3 233 -
1.3. Damage to Aircraft
1.3.1. Post flight inspection revealed that the accident did not cause any
damage to the primary structure of the aircraft. However, there
was minor damage to the interior fittings within the aircraft cabin
area, most of which being aft of Door 2 in the Economy Class
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compartment. Two aft galley ceiling light covers and one window
light cover above Seat 42A were damaged as a result of impact
with meal trays and other galley equipment. The ceiling panel
covering the crew oxygen masks near Door 4L came off due to
impact with loose objects, resulting in two oxygen masks falling
off from the ceiling panel. The curtain rail in the vicinity of Door
4L was broken and came off at one end.
1.3.2. The sudden jolts experienced inside the cabin were indicated by
excursions of vertical acceleration in the positive (+) and negative
(-) sense recorded by the DFDR. The maximum vertical
acceleration encountered was + 1.89 ‘G’ during the first gust, while
during the second gust the acceleration reached a maximum of
+ 1.27 ‘G’ and a minimum of – 0.52 ‘G’. These excursions
occurred over a period of 17 seconds. An engineering inspection
was carried out after landing and revealed no structural damage to
the aircraft. (Appendix 3 shows the DFDR Data Plot during the
period of turbulence encounter.)
1.3.3. All overhead stowages remained securely latched throughout the
period of the turbulence and the contents were safely contained.
However, a significant amount of debris such as meal trays, food
and beverage, crockery and broken glass was scattered over the
cabin floor. Cabin crew started to clean up the cabin while the
aircraft was still in flight and covered the debris and broken glass
with blankets to minimize the hazard to persons on board.
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1.3.4. The Maintenance Post Flight Report revealed that the “AUTO FLT
AP OFF” ECAM (Electronic Centralized Aircraft Monitoring)
warning, indicating disconnection of the Autopilot, was triggered at
0511. At this time, the aircraft experienced the maximum ‘G’
force of +1.89 and a speed in excess of M 0.86, which is the Mmo.
1.3.5. After landing, a special maintenance inspection on the aircraft,
namely “Inspection after Flight in Excessive Turbulence or in
Excess of Vmo/Mmo”, was carried out in accordance with the
Airbus Aircraft Maintenance Manual Task 05-51-17-200-001. On
satisfactory completion of the inspection, the aircraft returned to
service the same evening.
1.4. Other Damage
There was no other damage to the aircraft or personnel on the ground.
1.5. Personnel Information
1.5.1. Flight Crew
1.5.1.1 Pilot-in-Command : Male, aged 55
Licence : HK ATPL issued on 21
June 1989
Aircraft Rating : A330 renewed on 23
June 2003 and valid until
22 December 2003
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Instrument Rating : A330 renewed on 23
June 2003 and valid until
22 July 2004
Medical Certificate : Class One – renewed on
25 April 2003 and valid
until 31 October 2003
Date of Last
Proficiency Check
: 23 June 2003
Date of Last Line
Check
: 10 December 2002
Date of Last
Emergency
Training
: 22 November 2002
Date of Last CRM
Training
: 27 July 1998
Flying Experience
Total all types :17036 hours
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Report on the accident to Airbus A330-342 B-HYA(5)
