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
The MOE-145 («Maintenance Organization Exposition») and the “Manual de Procedimientos
de Mantenimiento en red” (Section 2, Revision 7) contain instructions for the
treatment of the flight logbooks by the line maintenance personnel and the transit inspections
of the aircraft. It is stated that in the event the ground personnel find an
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34
abnormality during their line inspection, even though it was not reported by the crew,
they must record it in the column of «Maintenance Actions» of the logbook. In the description
of the maintenance action reference to the corresponding part of the Maintenance
Manual must be done.
In summary, the crew must review the logbook of the previous flight and the captain
must sing the aircraft’s acceptance in the logbook page of the actual flight
been prepared, and this will show that he is aware of the disposition of the previous
complaints. The signature will also validate the new complaints noted during
his flight, whose maintenance actions will be accepted by the captain of the next
flight, and so on.
1.18. Additional information
1.18.1. Telex to the operators issued by Airbus Industrie
On 31-10-2002 Airbus issued an «Operators Information Telex» in which the operators
were informed of aircraft A319, A320, A321, A300, A300-600, A310, A330 and A340
of the circumstances of the event happened on 7-9-2002, and of the actions to be
carried out by the crews in the event they noticed residual pressure in flight. The Telex
said that in this case:
«AS USUAL, THE NORMAL BRAKING AND ANTISKID SYSTEMS HAVE TO BE USED,
AND THIS EXPLAINS WHY THERE IS NO ECAM/FCOM PROCEDURE EXCEPT [for
A300-600 and A-310]. IN ADDITION, USING THE AUTOBRAKE (AS RECOMMENDED
IN THE SOP) PREVENTS ASYMMETRICAL BRAKING DUE TO RESIDUAL BRAKING
PRESSURE IN THE ALTERNATE BRAKING SYSTEM, SINCE ALTERNATE PRESSURE IS
NOT SUPPLIED TO THE BRAKES WHEN NORMAL BRAKING IS ACTIVE.
HOWEVER, IN THE LIGHT OF THE REPORTED EVENT, AIRBUS WILL PUBLISH SOME
RECOMMENDATIONS FOR ALL AIRCRAFT, IN THE FCOM STANDARD OPERATING
PROCEDURES’ “APPROACH PHASE”, TO AVOID SWITCHING OFF THE ANTISKID
AND NOSEWHEEL STEERING FUNCTION, AND POSSIBLY TO ELIMINATE ALTERNATE
RESIDUAL BRAKING PRESSURE.
A330/A340 RECOMMENDATIONS DIFFER SLIGHTLY FROM THOSE OF THE OTHER
AIRCRAFT TYPES, SINCE RESIDUAL BRAKING (FROM THE NORMAL OR ALTERNATE
BRAKING SYSTEM) IS DISPLAYED ON THEIR ECAM WHEEL PAGE. ON OTHER AIRCRAFT
TYPES, ONLY RESIDUAL BRAKING ON THE ALTERNATE SYSTEM IS VISIBLE,
AND IS DISPLAYED ON THE TRIPLE INDICATOR.
FOR A330/A340 AIRCRAFT (NOT APPLICABLE TO A340-500/600):
35
Technical report IN-062/2002
WHEN THE LANDING GEAR IS DOWN:
– ECAM WHEEL PAGE CHECK
– THE ECAM WHEEL PAGE APPEARS BELOW 800 FEET, OR AT LANDING GEAR
EXTENSION.
– CHECK FOR THREE (A330), OR FOUR (A340) LANDING GEAR GREEN INDICATIONS.
– IF RESIDUAL PRESSURE IS INDICATED, PRESS THE BRAKE PEDALS SEVERAL TIMES.
SELECT “AUTO BRK MED”. IF RESIDUAL PRESSURE REMAINS:
– BEWARE OF POSSIBLE BRAKING ASYMMETRY AFTER TOUCHDOWN, WHICH
CAN BE CONTROLLED USING PEDALS.
– DO NOT SWITCH OFF THE A/SKID & NWS: THE ANTISKID FUNCTION LIMITS
THE EFFECT OF RESIDUAL BRAKING, AND PREVENTS TIREBURST.»
Additionally, Airbus modified the «Standard Operating Procedures», paragraph 3.03.19
of the «Flight Crew Operating Manual» (FCOM) to include the relevant information of
the telex.
Before the incident, those recommendations were not included in any Airbus document.
1.18.2. History of similar cases
The manufacturer of the aircraft informed that they were aware of several cases of brake
residual pressure in flight, and that it was known that most of those indications were
spurious (see paragraph 1.6.3 with mention to the TFU issued to cover the matter). No
failure of the brake system detected in flight had produced an incident that ended in
tire burst during landing.
The operator informed (see 1.6.3) that in year 2001 there was a long period during
which aircraft EC-GUP was affected by residual pressure, and they worked with Airbus
to solve the problem.
1.18.3. Other safety actions carried out by the manufacture of the aircraft
In addition to the telex mentioned in 1.18.1, the manufacturer started a revision of their
procedures of testing the brake system at the end of the assembly line and modified
parts of the maintenance manual associated to the master cylinder.
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36
They also started the study of a modification to the design of the master cylinder to
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