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there were several reports on that aircraft involving residual pressure indications, both
on ground and in flight. Those reports were reported to Airbus, which worked closely
with Iberia to try to solve the issue. A lot of communications took place at and after
those dates between Iberia and Airbus. Several troubleshooting procedures were proposed
and several components were replaced on EC-GUP until the problem finally disappeared.
The manufacturer stated that Iberia had never formally informed them of the results of
the recommended troubleshooting actions of EC-GUP.
Furthermore, the manufacturer added that TSM task 32-40-00-810-927, which is named
«Brakes alternate system has residual pressure in the left MLG», should have been
applied at since the beginning after the five reports in June 2002. They said that TSM
task requests the replacement of the master cylinder if the fault cannot be reproduced
on ground.
The entry points for this TSM task were analysed by the manufacturer after the incident
and they provided evidence that several of the clues present during the squawks in June,
like the «BRAKES RESIDUAL BRAKING» caution, the displayed amber bars, or the CMS
fault message «MASTER CYL L(5422GG)/DUAL VALVE (5403GG)» would have led to the
mentioned task 32-40-00-810-927.
This task consists of the following actions as applicable to the present incident:
« .../... (other text)
3. Fault confirmation.
Technical report IN-062/2002
22
A. Test.
(1) On the panel 117VU, put the parking brake to OFF.
(2) If the lower left indicator of the triple pressure indicator (2GK) shows a pressure,
depressurize:
— The Blue Hydraulic system
— The reservoir of the Blue Hydraulic system
— The Park Brake accumulators
4. Fault isolation
A. Procedure
(1) If the lower left indicator of the triple pressure indicator (2GK) shows a pressure:
replace the PRESS XDCR-BRAKE, BLUE L.../...(otro texto)
B. Procedure
(1) If the lower left indicator of the triple pressure indicator (2GK) does not show
a pressure: replace the MASTER CYLINDER-ALTN BRK L, CKPT (5422GG)
(2) If the fault continues: replace the DUAL VALVE-ALTN BRK.../...(other text).
(3) If the fault continues: replace the FILTER-LP, B RSVR.../...(other text)
C. Test
(1) Do an operational test of the alternate brake system (Ref. AMM Task 32-43-
00-710-801)»
The TSM introduction explained on pages 8 and 10 the meaning of «Fault confirmation
» in case of «Permanent fault» and «Intermittent fault».
In the first case, the «fault is confirmed on ground by performing the test required in
the fault confirmation paragraph. Consequently, the procedure must be applied to troubleshoot
the aircraft».
In the case of an «intermittent fault», specific instructions are provided as follows:
«The fault is not confirmed on ground by performing the test required in the fault
confirmation paragraph. Faults are sometimes generated by electrical transients or
similar events without the aircraft system being faulty. If the confirmation test result
is “TEST OK” or equivalent, no further action is required (unless specified in the fault
isolation procedure). The aircraft may be dispatched. It is recalled that the TSM has
23
Technical report IN-062/2002
been designed to isolate/troubleshoot hard faults. However depending on the airlines
organization, the following can be applied “to trap” intermittent faults:
— if test OK (fault not confirmed) dispatch the aircraft, then perform a monitoring
of the reported symptom on the following flights by checking:
– the previous leg reports
– the PFR/Previous PFRs (if available)
– the log book of the previous flights
after 3 occurrences of the same phenomenon (even through the test still OK),
the other steps of the TSM procedure shall be followed and the LRU involved
be removed. (other text).
— if test NOT OK (fault confirmed), apply the trouble shooting procedure.»
The manufacturer was consulted regarding the practical way of carrying out the task
-927 in this case, and they answered that, because of that «intermittent failure concept
», the -927 procedure should have been applied completely, including the replacement
of the master cylinder on the 9th of June 2002 (after the third squawk). The maintenance
personnel of the operator had a different interpretation because they seemed
not to be applying the intermittent failure part of the TSM, and they said that if there
is no pressure in the triple indicator at the beginning, there is no «Fault confirmation»
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