In the first-class cabin of Flight 1009, the lights in the cabin had been dimmed, and many passengers had already started to rest. However, many people were still not sleepy at this time, and they all opened their books to read and do their own things, including Xu Cang.
Xu Cang was still relatively comfortable and relaxed at this time, because in his memory, the plane crash only began to occur after crossing the English Channel.
According to subsequent investigation and analysis, the aircraft encountered icing conditions when flying over the airspace over France. However, icing is not a very serious matter for an aircraft. You only need to use anti-icing equipment according to the situation. If the aircraft's own anti-icing equipment cannot offset the deterioration of icing caused by the weather, then coordinate with the control to find an altitude or heading where icing is not so serious.
In fact, the weather in the area adjacent to the English Channel in France is bad all year round, and it is not uncommon for aircraft to encounter icing conditions. Moreover, according to the cockpit voice recorder in the black box, when entering the icing weather over Europe, the crew immediately discovered it and used anti-icing equipment correctly.
After that, the crew continued to monitor the ice accumulation for a while and did not observe any severe ice accumulation. Therefore, after turning on the anti-icing equipment, the crew did not request a different altitude from the control.
However, the route was covered by large rain clouds at the time, so even if they applied, it would probably not make any difference. The crew may have heard the conversation between other crews and the controller on the radio and learned the relevant information, so they gave up the idea of ​​changing the altitude.
So far, the crew's actions have been in line with the standards, at least there are no major problems. The problem occurred at the handover point when the plane left French airspace and entered British airspace.
In fact, even after the investigation of the Great Britannia Air Disaster was completed, the investigators were still not very clear about the causes of some things. For example, the plane's previously stable icing conditions deteriorated rapidly within five minutes of crossing the airspace boundary. That is, after entering the airspace over the British Isles, the plane began to lose control due to severe icing, which eventually led to an irreversible disaster.
Thanks to the information from the future, Xu Cang was able to stay relatively relaxed at least until the plane entered the European continent. Otherwise, he would have to stay on edge for more than ten hours, and Xu Cang felt that he would not be able to bear it.
However, the only thing to consider now is the timing of entering the cockpit.
Xu Cang closed the magazine he had just read and threw it aside. The noise startled Leo who was sitting next to him. Leo had just taken a short nap and now that he had woken up, he was full of energy.
Seeing that Xu Cang hadn't rested yet, Leo immediately said, "Mr. Xu, do you have a place to go after landing? Have you booked a hotel?"
Xu Cang yawned: "No!"
He wasn't really going to the UK for business or tourism, so why would he really book a hotel? If Xu Cang's plan was followed, after landing, he should be taken away by the UK Civil Aviation Authority (CAA), and the CAA would be responsible for his food and accommodation.
"Ah? Mr. Xu, are you planning to find a temporary place to stay after landing? Will it be inconvenient?" Leo was very enthusiastic: "Mr. Xu, if you don't mind, you can come with me after landing and stay at my suburban villa in London for one night. That will give you time to find a place to stay."
At this time, Song Xinyang interrupted: "Mr. Leo, will you be living in a suburban villa for some time in the future?"
"Yes!" Leo answered naturally, and then he quickly understood Song Xinyang's idea and repeated: "Mr. Song, the next period of time is my vacation time. If you come to my house as a guest, I will be very welcome. But if you come to discuss business, it will make me feel very troubled."
Song Xinyang's face froze. He actually planned to visit Leo's villa later. The purpose was of course related to the problem of the A380 engine.
Song Xinyang knew that this kind of persistent behavior would cause Leo's disgust, and he didn't want to do that. After all, Song Xinyang was also a well-known figure, and this dog-skin plaster approach was really embarrassing.
However, Rolls-Royce has been crushed by General Motors and Pratt & Whitney in the narrow-body aircraft field. If it cannot make a breakthrough in the wide-body aircraft field, it will have to give up the civilian market.
However, as an aviation engine company, if it loses the civilian market, wouldn't it be a loss? Besides, in the field of military engines, Pratt & Whitney is a more difficult opponent than General Motors.
If this continues, won’t Rolls-Royce have to repeat its past of bankruptcy and restructuring?
The more Song Xinyang thought about it, the more he felt that there was no way out. The best thing to do now was to gain priority in the race with the GP7200 engine, otherwise some other paths might not seem so smooth.
However, it is not possible to take shortcuts in the development of something like an engine through conventional means, so Rolls-Royce sought out Xu Cang in order to conduct actual machine testing as quickly as possible.
Regardless of the means, even in this era of extremely advanced computers, nothing can be more accurate than the problems that can be discovered by real machine testing. However, if you rashly conduct real machine testing, it is likely that both the person and the machine will fail, and the data will not be saved at all.
Only if you can safely fly the plane down in the actual test, that is meaningful! It is precisely because of this high difficulty that the importance of test pilots is extremely precious.
However, Rolls-Royce now needs more, which is not something that an ordinary test pilot can accomplish, and Xu Cang is an important candidate for its replacement. However, the conditions proposed by Xu Cang are too exaggerated, so exaggerated that only the top management of Rolls-Royce has the power to make the final decision.
Judging from the current situation, Song Xinyang felt that Luo Luo would eventually agree to Xu Cang's request. This was the time when heaven and earth were on the same side, and God was helping Xu Cang.
Song Xinyang stopped talking after Leo revealed his thoughts, but Xu Cang whispered to Leo: "If I want to get into the cockpit, can you help me?"
Leo was startled, then suddenly realized: "Mr. Xu, are you curious about the cockpit of the 747? Boeing cockpits are all similar. Are pilots like Mr. Xu interested in it?"
Ordinary people basically have no chance to enter the cockpit, so it is normal to feel curious about the cockpit of an airplane. But it is rare to hear that pilots are interested in the cockpit. When something becomes a profession to make a living, it often means the loss of interest.
Xu Cang certainly has no interest in the cockpit of the 747. Of course, he is not uninterested in the cockpits of all aircraft. If Xu Cang were to choose, he might be interested in the cockpit of the A350, or the A350 is Xu Cang's favorite aircraft, although he has flown it several times.
Originally Xu Cang was still thinking about how to find an excuse, but now Leo has found one for Xu Cang first, so Xu Cang should take advantage of the situation to get out of trouble. He nodded immediately like a chicken pecking at rice: "Yes, I have never seen the cockpit of a 747, and I am longing for it! You know, longing is very urgent."
"Urgent... Urgent, I know." Leo nodded, not quite understanding, "But, Mr. Xu! I remember you should have flown a 747 before, the time when the 747S2 switch in your country had an accident."
Although the accident happened in China, there are many 747 models abroad. The subsequent modification plan issued by Boeing involved all related aircraft models, which naturally included many foreign airlines, and the incident became quite serious.
As a rival in the same industry, Airbus was naturally particularly concerned about Boeing's embarrassing events, so it was not surprising that Leo knew about this.
Song Xinyang, who was standing next to him, had a slight change of expression when he heard Leo mention the S2 switch. In fact, it was because of that incident that Rolls-Royce began to pay attention to Xu Cang. Therefore, it was not that Rolls-Royce found Xu Cang on impulse after the Concorde accident, but it was intentional.
"Ah? This... this..." Xu Cang completely forgot that he was driving a 747 during the S2 switch incident, so he couldn't keep up the lie. However, Xu Cang thought quickly: "My eyes were injured at that time, so I didn't really see what the cockpit looked like."
Leo was very impressed: "I heard about this incident . At that time, the cargo door was accidentally opened, and there was an explosive decompression in the cabin. Mr. Xu's eyes were bleeding and his ears seemed to be deaf. Just relying on his blind sense, Mr. Xu was able to land the plane. This method is rare in the world."
Xu Cang was not at all moved by the compliment. What he wanted to know more was whether Leo could solve the problem of how to get into the cockpit.
If Leo is difficult to deal with, Xu Cang will have to find another way!
"Mr. Leo, can you please let me into the cockpit?" Xu Cang tried to bring the topic back to the direction he wanted.
"It should be no problem. We have a lot of cooperation with British Airways. This time, my ticket was arranged through my friend who is a senior executive of British Airways. The crew of this flight knows my identity. I think if I just go to the cockpit, there should be no problem."
"What if I want to control it as well?" Xu Cang asked.
Leo's face froze: "Mr. Xu, you are so humorous."
Hearing Leo say this, Xu Cang couldn't help but reveal a hint of embarrassment rather than politeness in his smile. It didn't matter, as long as he could get him into the cockpit, everything else would be easy.
Seeing that Xu Cang did not make any further requests, Leo could not help but breathe a sigh of relief. Xu Cang was a pilot, and although he was a CAAC pilot, it was difficult for ordinary people to enter the cockpit, but once they stepped into that circle, many things would become much simpler.
However, entering the cockpit and flying the plane are two completely different things.
Xu Cang moved his seat back, thinking of taking a nap to recharge his batteries. He just moved the seat back a little and asked the flight attendant for a blanket to cover his knees. As soon as Xu Cang lay down, he suddenly felt something strange.
He slowly raised his arm, holding it horizontally to the same height as his eyes. Under the light of the reading lamp, Xu Cang suddenly found that all the tiny hairs on his arm stood up, but he did not feel cold at all.
"What's going on?"
Xu Cang instinctively sensed something was wrong, but he couldn't understand what was happening. In Xu Cang's memory, Flight 1009 should have been safe and sound before it arrived in Europe, so how could there be such a change?
Xu Cang suddenly had an uneasy thought in his mind. Could it be that the problem encountered by Flight 1009 has changed?
At this moment, in the cockpit, the captain and the co-pilot looked at the windshield that seemed to have come to life. As the plane moved, fine arcs of electricity would spread out from time to time on the windshield like a spider web, and in the most exaggerated cases, the entire windshield would be covered.
The captain held the steering wheel with his left hand, removed his right hand from the thrust handle, and turned on the landing lights of the aircraft. Under the strong beam of the landing lights, they could see that the aircraft was surrounded by some impurities, but neither the captain nor the co-pilot could tell what these things were.
"Is it a cloud?" At this time, the co-pilot felt inexplicably guilty, although he didn't know why.
The captain turned off the landing lights. "I don't know. Let's do the checklist first, deal with the airspeed issue, and then we'll apply to change the flight altitude."
Even though he had not encountered a more dangerous situation at the moment, the captain was still feeling uneasy. If he could determine a reliable data source, the subsequent flight would be relatively safe. Whether it was an alternate landing or any other decision, the captain was confident that he would carry it out.
However, if we cannot determine a reliable data source and rely entirely on erroneous data indications, the subsequent flight will be difficult.
"Okay." The co-pilot scratched his head to temporarily relieve his inner anxiety. However, he was still relatively professional and quickly suppressed his emotional fluctuations and continued, "Cross-check the airspeed display on the PFD and the standby airspeed indicator. If the difference with the standby airspeed indicator exceeds ten knots, it is considered unreliable."
The captain was concentrating on controlling the plane at the moment and just gave the order: "Compare!"
"Wait a minute!" At this time, the cockpit was too dark. Since the PFD was an electronic display, it was still clear. But the backup instruments were all mechanical and had no backlight. The co-pilot could not see the values ​​on the backup instruments at all. So the co-pilot unbuckled his seat belt, stood up slightly and adjusted the lights in the cockpit to a dim level, so that he could see the display of the mechanical backup instruments clearly, and the lights would not be too bright and he could not see the outside conditions clearly.
After adjusting the light brightness in the cockpit, the co-pilot lowered his head, leaned close to the instrument panel, and compared the left and right PFDs with the backup instruments. He quickly discovered the problem and said, "Captain, the value on the backup instrument is consistent with my side, and the airspeed on your side seems to be wrong."
The captain did not immediately acknowledge the co-pilot's observations. Instead, he raised his right hand and pointed at the co-pilot's control panel: "You take control, I'll take a look!"
The co-pilot understood and quickly took over the control of the aircraft. After confirming that the co-pilot had temporarily controlled the aircraft, the captain spared his energy to personally compare the values ​​of the three instruments. As expected, among the three instruments, the airspeed indicator on the co-pilot's side was the same as the backup instrument, and the difference was on his side, and the value difference continued to expand.
Not long ago, the difference was around seven knots, but now it is more than ten knots, which perfectly fits the description on the checklist.
After confirming, the captain indicated that he would take over the plane again, while saying, "Well, I have a problem here, let's continue with the checklist."
"You can determine a reliable airspeed data source, an atmospheric data source selector... two, select a reliable ADC."
The co-pilot finished reading, and the captain hummed, "Turn it up!"
After getting the captain's confirmation, the co-pilot placed his hand on the knob of the atmospheric data source selector: "Captain, it's my turn then."
"Um!"
After the second confirmation, the co-pilot turned the knob to his side. In this way, the airspeed data on the captain's side also used the information of the atmospheric data computer on the co-pilot's side.
After selecting the ADC data on the reliable side, the PFD airspeed display on the captain's side immediately showed a huge instantaneous change, and finally became consistent with the airspeed display on the co-pilot's side.
"It seems to be fine!" The captain was slightly relieved. Fortunately, the airspeed data from the co-pilot was normal. After saying that, the captain waited for a few seconds, confirmed that there were no subsequent problems, and turned on the autopilot.
As the autopilot was turned on, the captain hadn't spoken yet, but the co-pilot spoke first: "Captain, are we going back?"
There were still more than ten hours of flight ahead, and they couldn't continue flying with this fault. If the airspeed problem developed, it would be an extremely difficult problem. The co-pilot was obviously not willing to take the risk.
In fact, the captain also had the idea of ​​quitting at this moment. Although the fault had been fixed, it did not mean that the captain was relieved. On the contrary, he always felt that something was wrong, but he could not put his finger on it.
The captain thought for a moment and said, "Ask the chief flight attendant to call Tom in so that the three of us can discuss this. Also, ask if there is any space above 40,000 feet."
In foreign countries, the imperial system is still widely used, not the metric system. The captain seemed to be quite worried about some unknown substances encountered at the altitude of the aircraft, and the Tom he mentioned was really the second captain of this flight.
"Captain, our plane is a bit heavy this time, FL400 is close to the ceiling." The co-pilot reminded him, and at the same time switched the CDU to the cruise page, which showed that the current ceiling of the aircraft was about 42,000 feet.
The 747 has a ceiling of nearly 14,000 meters, or about 45,000 feet. However, this does not mean that the 747 can reach this altitude under any circumstances. For such an ultra-long-range intercontinental aircraft, due to the large amount of fuel it carries and the extremely high initial weight of the aircraft, the aircraft may not be able to reach the so-called ceiling.
According to the calculation results of the flight computer, FL400 is already very close to the theoretical ceiling at this moment. If it is too close to the ceiling, the stability of the aircraft in pitch cannot be guaranteed.
It was because of this concern that the co-pilot did not immediately agree to the captain's order to change altitude.
"It's okay! Let's climb first. If we lower the altitude now, there may be some problems with the subsequent fuel." said the captain.
Generally speaking, the higher the plane flies, the more fuel it consumes. The cruising altitude of Flight 1009 was based on FL360. If it descended below the planned altitude so early, it would easily consume more fuel than planned. If it flew at a low altitude for too long, it might find some fuel problems at the end of the flight.
Of course, the possibility of this problem is not very high. However, the captain should always take charge of the overall situation and eliminate possible dangers.
The co-pilot thought about it and thought it made sense. If he found that the high altitude was not appropriate, he could just come down. So the co-pilot didn't say anything else.
His right hand had just touched the transmit button on the radio, but before he pressed it, his eyes suddenly noticed that the unplanned stabilizer trim light had suddenly lit up.
Less than a second after the fault light came on, the autopilot suddenly disconnected. The captain was still thinking about something when he was startled by the sudden warning sound of the autopilot disconnecting.
However, the captain still instinctively held the control wheel with one hand and the thrust handle with the other to stabilize the aircraft first and then see what went wrong.
However, after the autopilot was disconnected and the captain resumed manual control, there was no sign of the aircraft out of control. It seemed that the autopilot was simply disconnected.
The captain saw that there was no problem and then prepared to turn on the autopilot. However, as soon as he pressed the autopilot button, the autopilot disconnected itself and the alarm continued to sound.
The captain immediately suppressed the alarm and said in an annoyed tone, "What's the problem again?"
It can be seen that the captain's mentality has changed at this moment. He has become irritable and anxious, otherwise he would not have ignored the unplanned stabilizer trim fault light that was so close.
"Captain, the unplanned stabilizer trim light is on." The co-pilot reminded him and looked at the captain with a little concern: "Captain, are you okay?"
The captain then noticed the fault light, slapped his forehead, and waved his hand: "I'm fine, let's do the checklist."
This light indicates that the stabilizer is moving but there is no signal and the automatic cut-off is not working. In addition, when the autopilot is turned on, the backup stabilizer trim switch is used. Considering the previous factors, this fault light should be the latter.
"Oh!" The co-pilot had just put down the quick checklist and picked it up again. At this moment, he already had a bad feeling in his heart. While looking for the corresponding checklist, he casually said: "Captain, how about we return to the airport? I don't feel something is right."
To be honest, it wasn't just the co-pilot who felt something was wrong, the captain also had this mysterious feeling. Otherwise, he wouldn't have been distracted just now.
However, due to the tight crew configuration in terms of duty period and flight time limit, if they return, they may exceed the time limit, which means they will have to wait another day in Jakarta, and the company's subsequent plans will have to undergo major changes.
This kind of behavior that affects the entire body made the captain a little hesitant to return.
After cursing under his breath, the captain couldn't help but complain: "The company should have arranged two independent crews."
If there are two completely independent crews, and the 747 has a rest area that meets the requirements, the duty period and flight time can be greatly extended. Even if it returns, there will be no risk of overtime, and it will not be so embarrassing.
After saying that, the captain stopped complaining. He was afraid that his emotions would spread to the co-pilot, so he raised his right hand in the air and said, "Just do this checklist first, and we'll talk about it when Tom comes over."
If they really wanted to return, they would have to discuss it with the second captain. Now the captain himself was a little undecided and needed advice from another professional.
The co-pilot keenly felt that something was wrong in the cockpit atmosphere at the moment, but he was powerless to make a decision and could only do a checklist first.
The checklist for "Unplanned Stabilizer Trim" is not complicated. At the captain's request, the first officer put both stabilizer cut-off switches in the cut-off position, and put the stabilizer trim 2 cut-off switch in the automatic position after disengaging the autopilot.
At this time, according to the requirements of the checklist, the stabilizer trim should be observed. After waiting for a few seconds, the captain pressed the main electric trim, and the trim wheel immediately responded accordingly.
The amount of trim given by the captain was very small, with the trim wheel turning less than one revolution.
"All right?" The co-pilot couldn't see the captain's finger movements clearly, so he didn't know whether the trim wheel's response matched the captain's input.
Fortunately, the captain nodded: "It's okay."
While the captain was talking, he stabilized the aircraft, eliminated the stick force, and then engaged the autopilot. After waiting for five seconds, the unplanned stabilizer trim light finally stopped lighting up, and the autopilot finally remained engaged.
Although the autopilot was finally connected and the fault seemed to be resolved, in fact, the captain's anxiety not only did not decrease, but was rapidly increasing.
The 747 is an extremely sophisticated machine. It's not that it won't fail, but it shouldn't have two unrelated failures in a short period of time.
The airspeed discrepancy and the unplanned stabilizer trim were both extremely remote from a systemic perspective. However, they occurred within a short time of each other. Now, the possibility that they were simply a malfunction of the aircraft is too small.
The captain now thinks that there is a source of aircraft accident, which caused the airspeed inconsistency and unplanned stabilizer trim problems, but the biggest problem now is that he doesn't know what the source is.
"Notify the crew, then contact air traffic control," the captain shouted. However, the moment he finished speaking, the captain immediately changed his mind: "Contact air traffic control first, request to change the altitude, and we will leave here first."
Although he didn't know the source, out of professional instinct, the captain felt that it was related to the cloud-like thing outside. No matter what it was, his first thought was to escape from it and wait for the rest.
"I understand!" Perhaps sensing the anxiety in the captain's words, the co-pilot did not hesitate to call the control: "Jakarta, British Airways 1009!"
"British Airways 1009, Jakarta, go ahead!"
"We are encountering moderate or above icing at FL360 and hope to climb to FL400." The co-pilot was quite talkative.
He could feel that there was something wrong with the things outside, but he didn't know what it was. So he shouldn't use this as an excuse. Otherwise, if he encountered some ignorant controllers, they would not be able to distinguish the primary from the secondary and would just try to figure out what the unknown substance the crew encountered was, rather than requesting a high altitude for the crew as soon as possible.
Moderate or above icing is a more urgent and understandable reason. Sure enough, after receiving the crew's application, the Jakarta controller immediately said: "British Airways 1009, please wait a moment, I will help you apply for altitude."
At this moment, the plane has not flown too far, at least it is still under regional control in Jakarta. There are slightly more planes here, so you may need to wait a while when changing the altitude. If you fly farther, over the ocean, there will no restrictions, and the route width will be much wider.
Although Jakarta control said that an application is required, the captain, based on his experience, believes that even if there are other aircraft at this location, their number should be very small, and control will most likely agree in the end.
"Okay, tell the crew," the captain instructed. Now it was time to discuss returning with the second captain.
However, just as the captain finished speaking, a FMC fault flag suddenly popped up on the navigation page. The co-pilot looked down subconsciously and suddenly found that the CDU display on his side had turned black.
"This..." The co-pilot was obviously encountering such a situation for the first time and was stunned.
"Damn it!" The captain's mentality suddenly became unstable. First, the airspeed was inconsistent, then there was a balance problem, and now the flight management computer had a problem. There was no need for the second captain to come over to discuss it. The captain immediately said: "We will not fly forward. Let's go back and notify Jakarta control that the aircraft has a malfunction and request to return to Jakarta."
When the co-pilot heard the captain say to return, he felt relieved and reported to Jakarta impatiently: "Jakarta Control, British Airways 1009, our plane has a malfunction, and we are requesting to return to Jakarta..."
At the end, the captain interrupted: "Request radar guidance, there may be a problem with our navigation system."
In fact, there is more than one flight management computer on the plane, and even if there is only one available, it can meet the needs of aircraft navigation. But the problem is that the captain has no confidence in the plane now, as if the plane can have any failure without warning, so it is more convenient to let Jakarta control to perform traditional radar guidance.
However, the Jakarta control was clearly confused about the situation. Not long ago, Flight 1009 requested a high altitude due to moderate or above icing, but within a minute, it was told to return.
"British Airways 1009, wait a moment, I need to ask the airport if they can accept it."
It doesn't mean that once the crew decides to return, the control will immediately agree. Some airports do not accept alternate landings, especially for large aircraft such as 747, the diversion restrictions are even stricter. Therefore, regional control needs to contact the airport first to confirm that the crew can accept the return of British Airways Flight 1009.
If this step is not taken, when the plane is about to arrive over the airport, the airport suddenly says that it cannot accept the emergency landing of the 747, which would be very embarrassing.
The captain understood the control, so he just added: "British Airways 1009, please hurry up if it's convenient."
"British Airways 1009, may I ask what is wrong with the aircraft? Do you need our assistance?"
"We have problems with the instrument system, navigation system and control system. The situation is quite complicated. We don't need any help for now. If possible, please help us coordinate the high altitude and return permit as soon as possible." The captain said, and directly instructed the co-pilot: "FMC Left/Right Checklist!"
"Okay, okay!" the co-pilot agreed. However, it was obvious that the co-pilot was quite unfamiliar with this fault phenomenon, and he searched for a long time but could not find the corresponding checklist.
The captain was also anxious, so he spoke directly: "In the flight management and navigation chapter, the first one is the checklist."
"Oh, let me look for it!" Under the urging of the captain, the co-pilot became even more anxious and even had trouble turning the pages.
The captain was so upset that he didn’t even wait for the co-pilot: “I’ll do it first!”
As he spoke, the captain muttered: "The FMC selector selects the working side..."
As he spoke, the captain raised his right hand, moved the FMC selector knob to the left, engaged the autothrottle, and continued, "The navigation source selector selects the active FMC."
As before, the captain turned the NAV SOURCE selector to the left position.
Normally, during this maneuver, the FMC on the co-pilot's side would also use data from the flight management computer on the left, just as both sides used the same airspeed data source.
However, when the captain turned the navigation source selector to the left, the CDU on the left, which was still running, suddenly went black. Instantly, various fault flags began to appear on the navigation page, and the autothrottle that had just been connected was immediately disconnected.
"Fuck! Fuck! Fuck!" The captain cursed three times in a row, but his hands did not stop moving. He turned the navigation source selector to the center CDU position again.
Then, the captain looked at the aircraft's heading and made minor adjustments to keep the aircraft on course, while pressing the heading selection button. Because the dual FMCs had failed, the aircraft had lost its horizontal navigation function and could only select the traditional heading selection.
"Notify control, the navigation system is malfunctioning. We may not be able to maintain the exact route. Request a deviation maneuver of three nautical miles to the left and right."
At this moment, there was only a MAP fault flag on the navigation page, and no navigation information could be seen at all. Although he was keeping the route, he would gradually deviate under the influence of the wind, so he had to report it to the control.
However, when the captain was giving the order, he suddenly noticed that the airspeed on his airspeed indicator began to rise for no reason, even though he had not pushed the stick or increased the throttle.
"Has the wind direction and speed changed?" The captain instinctively thought of this.
However, when he looked at the real-time wind direction and speed on the display, he found that the wind was very stable.
"No, no, no! Something happened, something happened!" At this moment, even if the captain was slow-witted, he knew that something was seriously wrong!