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indication in the abnormal procedure whether the warning appears in flight, on
ground or in both cases (see 1.6.4.4. above with the description of this indication copied
from the Operations Manual, Chapter «Systems»).
For the understanding of the circumstances of the incident described in this report, it is
very important to distinguish between the CAUTION of «brakes residual pressure» and
the INDICATION of «residual pressure in wheel(s) number X, Y...».
— The caution consists of an audible gong, MASTER CAUTION light, and the text
«RESIDUAL BRAKING», and may only appear on ground. In flight the caution is inhibited,
even though there is actual residual pressure. When it appears on ground, the
Operations Manual of the operator requests that a reset of the BSCU be made and,
if the caution continues, to call Maintenance.
Technical report IN-062/2002
18
— The INDICATION (vertical bars in amber colour in one or more wheels) may appear
on ground or in flight when the page WHEEL of the ECAM is displayed, which
always happens automatically when landing gear is selected down. When this indication
appears, the Operations Manual does not provide any procedure to be followed.
The Flight Crew Operating Manual (FCOM) prepared by the manufacturer of the aircraft
differs from that prepared by the operator about the actions to be taken in the event
a «RESIDUAL BRAKING» caution is displayed (always on the ground), because there is
no mention to make a reset of the BSCU, but simply to call Maintenance.
However, the SOP of Airbus does require making a reset of the BSCU in Chapter «Supplementary
Techniques» (3.04.32 P1) where they say: «In case of braking/steering difficulty,
the crew may perform a BSCU reset to recover correct functioning of the system.
In particular, this applies to the following ECAM Warnings: ... Brakes residual warning».
Also the «Technical Follow-up» issued to cover the appearance of residual pressure in
flight and the «Flight Operations Telex» on the same subject (see paragraph 1.6.3) mentioned
the possibility of making a reset of the BSCU.
The SOP of the manufacturer do not allow making a reset of the BSCU in flight with
the landing gear down.
The FCOM de Airbus did not provide, in the date of the incident, instructions about
what to do if INDICATION (amber bars) of residual pressure was noticed in some wheel
during flight.
1.6.3.2. Emergency procedures
The only emergency procedure related to the brake system included in the Operations
Manual of the operator (3.01.32, 1-10-2000) is the following:
«PÉRDIDA DE FRENADA»: (English translation) if brakes are not available, maximum
thrust reverse, release the brake pedals, disconnect the switch A/SKID & N/W STRG,
carefully press the brake pedals, limit the brake pressure to 1000 PSI, check the
BRAKES PRESS indicator, and maintain directional control with differential braking
as the nose wheel steering is not available. If still brakes are not available, the parking
brake must be used making short and continuous applications of the parking
brake to stop the aircraft. At the beginning of each parking brake application some
asymmetric braking could appear. When ever possible, the application of the parking
brake must be delayed until the speed has decreased, to reduce the risk of tire
burst and difficulties in directional control.
19
Technical report IN-062/2002
1.6.3.3. Checklist in final
The Operations Manual prepared by the operator, Chapter 2.01.63, 15-10-2001, says that
«(English translation) The checklist of FINAL is read by the PNF, at request of the CM-1,
and is answered by the CM-1 and the CM-2 as applicable. Its completion guarantees
that the aircraft is safe for landing. The checklist of FINAL appears in the E/W D of the
ECAM below 1500 ft with the landing gear extended.»
«A/THR CHECKED SPEED OR OFF
LDG SIGNS ON
LDG GEAR DN
FLAPS LDG
SPLRS ARMED
Checklist of FINAL completed.»
1.6.4. Previous maintenance on the aircraft
The aircraft suffered a bird impact in the nose area on 28-7-2002, when it was approximately
at 7000 ft of altitude, and as a consequence repair maintenance was carried
out in which a technical team of the manufacturer provided on site support, and during
which the brake pedals were disassembled and then assembled again as a whole
assembly, in other words, the subcomponents of the pedal assemblies were not dismounted.
After the repair, the team of the manufacturer conducted a complete operational
test of the alternate brake system, according to AMM Task 32-43-00-710-801.
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