曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
N/A Not affected
NLG Nose landing gear
NM Nautical Mile
OIT Operators Information Telex
P/N Part Number
S/N Serial Number
SOP Standard Operating Procedures, prepared by the manufacturer of the aircraft
SSCVR Solid State Cockpit Voice Recorder
TFU Technical Follow-up (communication on in-service difficulties issued by Airbus)
TSM Trouble Shooting Manual
TWR ATC Control Tower
UTC Universal Time Coordinated
ix
Technical report IN-062/2002
Synopsis
On 7 September 2002, at 13:03:27 h, the left and right legs of the main landing gear
of the aircraft Airbus A-340 registration EC-IDF touched down onto runway 33 of
Madrid-Barajas Airport. At that moment, there was a residual pressure of 800 psi on
the alternate hydraulic system of the brakes of the left main landing gear leg. The crew,
that had already detected the presence of that residual pressure at 12:58:02 h when
the WHEEL page of the ECAM was deployed before lowering the landing gear, had
decided to land with the antiskid system disconnected, and had voluntarily moved the
«antiskid & nose wheel steering» switch to the OFF position.
At the beginning of the landing roll, the pilot in command applied reverse, did not press
the brake pedals and used right rudder with the intend of keeping the aircraft aligned
with the runway axis. At a point between 240 m and 900 m beyond the threshold of
runway 33, the four wheels of the left main landing gear leg burst, and the aircraft
deviated initially to the right of the runway axis and then to the left until both crew
members applied full right brake, and the pressure reached 2500 psi on the brakes of
the four right wheels that locked and burst.
Finally, the aircraft came to a stop with the left main landing gear leg at 5m from the
left end of the asphalt area of runway 33, and at 146 m before the axis of the taxiway
J-1, with the fuselage rotated around 10° to the left of the axis of runway 33. The rims
of wheels 1, 2, 4, 5 and 6 suffered heavy damage, as well as the brakes 1, 5 and 6,
due to the drag with the runway surface. There was a fire that affected all the wheels
of the right and left legs of the landing gear, and it was quickly controlled by the fire
fighters of the airport.
Runway 33 remained closed during approximately 6 h and 15 min and there were no
personal damages.
The investigation determined that the cause of the residual pressure in flight was the
left master cylinder P/N C24592020 S/N H2121, which had a length and a dead band
longer than specified.
It is considered that the cause of this incident was the fact that, as a consequence of
the appearance of residual pressure in flight in the left brakes, due to the fact that the
left master cylinder P/N C 24592020, S/N H2121 was defective, and due to the lack of
a procedure to be applied in that case, the crew voluntarily disconnected the antiskid
system when the residual pressure was still present, which produced the burst of the
left tires at touchdown.
The following factors could have prevented the incident:
— The existence in the Operations Manual of instructions to be followed in the case of
residual pressure being observed in flight.
— The knowledge by the affected flight crew of similar cases that had been reported
as complaints during June 2002.
— A more comprehensive analysis of the previous squawks of residual pressure.
— A more detailed training on the brake system during the type rating courses.
Technical report IN-062/2002
x
1. FACTUAL INFORMATION
1.1. History of the flight
1.1.1. Flight Madrid-Tenerife Norte
The aircraft took off from Madrid-Barajas Airport on 7 September 2002, at 06:56 h
UTC1, with 263 people on board (12 crew members and 251 passengers). The destination
was the Airport of Tenerife-Norte. The takeoff weight was 201033 kg and the landing
weight in Tenerife was 184333 kg. The maximum landing weight is 190000 kg.
It was the first flight of the aircraft since 28-7-2002, because it had been repaired after
a bird strike on the nose area that happened on that date.
The flight was normal and, during the approach to runway 12 in Tenerife-Norte, when
the landing gear was lowered at 9:19:24 h, the copilot noticed that in the wheel page
of the ECAM there were indications of residual pressure in the brakes of the left MLG.
The 24 bars that represent the brakes of the 4 wheels of that landing gear were lit in
amber colour.
The crew considered that this indication, which is not associated to any caution message,
could be spurious, and for that reason they decided to land without additional
measures.
The aircraft continued the approach with the antiskid system connected and with the
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