Bei Haiyang didn't know that his colleagues in the cabin were making a dinner date, and he wouldn't care if he knew about it. His focus was now on the upcoming landing in two hours.
It gets dark very early in winter in the north, and it's almost completely dark when you land after 6 o'clock. For veterans, landing by instrument in the dark is a common operation, but for a novice like him, it's not a big challenge.
He needs to be prepared for this and fully anticipate possible emergencies, and he still has his hands full.
Flight 4607 left Syracuse and began flying south.
In the afternoon in the north, the sky gets dark very quickly after 4 o'clock. After 5 o'clock, human vision cannot help the pilot at all. In this case, the driver can only rely on the help of air traffic control and strictly follow the route.
For laymen, not being able to see can make them panic; but for experienced pilots, instrument flying is often safer than visual flying because instrument flying is more reliable and accurate.
After more than two hundred years of development, the earth's aviation industry has already formed a set of strict and effective flight management methods. Flight safety is not the same as in the early days. The most critical change is that strict
Instrument flying.
The driver does not need to look outside, and you cannot see anything at night; you only need to look at the instrument and accept the control!
All route controls are within the control of the corresponding regional air traffic control, including your altitude, speed, and direction, which will be clearly displayed on the control radar. The controller will use this information to coordinate and arrange all aircraft in the control area.
There are dozens of such air traffic control centers in China, and they are only for civilian use; if you look at the earth, there are tens of thousands of such control centers, dividing the earth's sky into countless airspaces, each of which is responsible for its own acre.
Airspace conditions in three areas,
This is how a flight takes off from the airport, leaves tower control, approaches control, and then enters route control. If it flies far, it will continue to relay between route control centers one after another, and finally arrives at its destination.
, then undergo approach control, tower control, and finally enter and land.
So, it seems very complicated, but in fact you don’t need to worry too much. Every move of the flight is under control. Not only is the ground radar watching you, but also the aircraft’s own response identifier, which is heading to the route anytime and anywhere.
The control center reports all your information.
It is very safe, which is the most important thing for a passenger aircraft; but for a person who yearns to fly freely, these so-called safety become a constraint.
Bei Haiyang was unable to break free!
The flight was smooth, with mature aircraft, mature driving, and mature systems; the aviation industry is the safest among all modes of transportation. This sentence is not just a saying, there is a lot behind it.
It also includes hundreds of years of hard work by aviation people.
Because Flight 4607 is a short flight, the entire route does not fall outside the scope of the China Northern Route Control Center, so there is no need for handover between the two route centers.
The air route control center not only arranges water routes to avoid collisions, but also includes many other aspects, such as weather reports!
Two hours later, before 6 o'clock, China Eastern Airlines 4607 entered the air traffic control handover area.
Bei Haiyang was in charge of the landing, "Beijing Enterprises Beijing Enterprises, this is Longhang 4607, requesting to enter the approach."
The aircraft slowly turned, and there were still about ten minutes left. During this process, the aircraft had to exit autopilot, lower its cruising altitude to less than 10,000 meters, and then seek guidance from approach control to determine the next step.
You can't just go down regardless, because there will be as few as a few or as many as a dozen flights waiting to land at the same time, so you must follow the unified arrangements of approach control.
Most of all these operations will be carried out by Bei Haiyang, while the captain Wang Dapao took out the entry checklist and carried out the preparations before the plane descended one by one. This is not a job that can be completed from memory and requires careful attention.
, meticulous.
There are too many procedures, which are nothing to Wang Dapao, a veteran with tens of thousands of flight hours, but they are nothing to a newcomer like Bei Haiyang! He needs to continue to accumulate experience until he can overcome the challenge of a hundred-ton giant.
The fear of hitting the ground.
For example, now he is considering the issue of decision height, which is also the most difficult step for every novice to master, although for experienced drivers, decision height is an instinctive judgment.
When an airplane takes off, it has a decision speed; when it lands, it has a decision altitude!
The decision altitude is the limit that can be descended before continuing the approach with visual methods. If the pilot has not established that the approach meets the prescribed visual reference before passing the decision altitude, he must perform a go-around at the decision altitude.
The pilot must continuously evaluate the displacement information of the flight path and glideslope during the entire approach of the aircraft. To determine that significant changes are unlikely to occur instantaneously, the pilot begins to make decisions about how long the approach may be successful before reaching the decision altitude.
The criterion for judging whether it is appropriate to continue the approach with reference to visual signs is that the general pattern of visual signs provides sufficient guidance to meet the pilot's needs and the aircraft is in a position and track that allows for a safe landing. If all of these conditions are not met
To meet the pilot's needs, a go-around must be carried out.
The decision to land or go-around is not only made at the decision altitude. In an emergency, when you are about to touch down or are already rolling on the runway, you can immediately increase the throttle lever and go-around, but this is already an accident. No one wants to have it in their flight history.
This is a plus, especially for novices.
It's about how long it takes them to climb to the captain's position!
Bei Haiyang was a little nervous, but Wang Dapao was very calm. When you fly for a long enough time, everything becomes instinctive.
...The plane descended to 6,000 and was over Huairou. Bei Haiyang immediately contacted approach control.
"Donghai Tower, this is Dragon Air 4607, requesting entry guidance."
Tower, "Dragon Air 4607, flight distance 360, dropped to sea pressure 3,000, corrected sea pressure 1015, cut through Shunyi Bao."
Bei Haiyang, "Flight distance 360, dropped to sea pressure 3,000, revised sea pressure 1015, cut through Shunyi Bao, Longhang 4607."
The situation looked very good. There were probably not many flights arriving at this time, so we started arriving directly without waiting.
…
Tower, "Dragon Air 4607, flight distance 010."
Bei Haiyang, "Flying 010, Longhang 4607."
…
Tower, "Dragon Air 4607 descending to 27."
Bei Haiyang, "Lower 27, Longhang 4607."
Bei Yangyang pressed the joystick lightly, and the huge fuselage slowly descended under his control. The 939 is indeed the most popular medium-sized passenger aircraft in the world today, with unparalleled safety and maneuverability.
While controlling the plane, he observed the instruments, and the corner of his eye swept across the front windshield; he had entered the suburbs of Donghai, and the thousands of lights below were the epitome of a huge urban agglomeration.
Suddenly, out of the corner of his eye, he noticed a dazzling light falling not far ahead. It was so eye-catching that even Wang Dapao, who was checking the checklist, noticed this abnormality!
That was definitely not a light! Bei Haiyang still pressed the nose of the aircraft steadily and asked unconsciously: "Is it a meteor?"
Wang Dapao's eyes were solemn, "There are other possibilities too! Look at the landing position, it's right above Donghai Airport!"
Before Bei Haiyang could continue to sigh, the sound from the tower suddenly sounded,
"Emergency! Emergency! Longhang 4607 pulls up to 95 and hovers! Say it again, abort the approach, pull up, pull up!"
Bei Haiyang Machinery repeated, "Pull up to 95 and circle, Longhang 4607."
Bei Haiyang felt that his body's glands were soaring. With his flying experience for several years, he had never experienced an emergency!
Now, the time has come to test his adaptability!
However, Wang Dapao's unmistakable voice came to his ears, "Captain, take control!"
With a bitter look on his face, Bei Haiyang let go of the joystick and still said without hesitation, "Captain, take control!"