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ATS personnel and the work environment were not factors in the occurrence.
Aircraft information
General
Aircraft model Airbus A340-642
Serial Number 677
Date of Manufacture 29 June 2005
Certificate of Registration Valid, issued 29 June 2005
Certificate of Airworthiness Valid, issued 29 June 2005
Total airframe hours & cycles 1,506 hours, 180 cycles
Left MLG number-1 tyre landing cycles 180
Landing weight 245,300 kgs
Maximum permitted landing weight 256,000 kgs
Maximum demonstrated landing crosswind 37 kts
limit (gust included)
The certification requirements for the aircraft included that the ‘90-degree cross
component of wind velocity’, or crosswind component2 demonstrated to be safe for
takeoff and landing operations on dry runways ‘need not exceed 25 kts’.
Aircraft tyres
The aircraft was fitted with Michelin NZG tyres, which were the certified tyres for
the aircraft type. The operator reported that the number-1 tyre, serial number
4191A183, was new when fitted to the wheel rim on 29 June 2005, and had
subsequently done 180 landing cycles.
After the occurrence, the remaining MLG tyres showed some evidence of sidewall
‘scuffing’ and lateral scuff marks on the tyre treads.
Wheel brakes
Each MLG had four wheels, and each wheel was fitted with a multi-disc-type brake.
No effective wheel braking would have been available on the number-1 wheel
following the partial disintegration of the tyre and detachment of the tyre tread. The
resulting 25 per cent reduction of the total left MLG wheel braking effectiveness
Velocity of the wind component at 90-degrees to the runway.
– 4 –
2
would have led to an asymmetry in the braking effect between the left and right
MLG wheel brakes during the landing roll.
Main landing gear bogey
The main landing gear bogeys of the A340 tilted rearwards when the aircraft was
airborne with the landing gear extended. During landing, the rear tyres on the MLG
contacted the ground first. As the aircraft weight settled onto the MLGs, the MLG
bogey arms ‘derotated’, and the front tyres lowered onto the ground (figure 4).
Figure 4: Main landing gear bogey alignment – direction of travel left to right
Flight warning system
The aircraft was fitted with a flight warning system (FWS) that provided the flight
crew with aural and visual alerts as ‘attention getters’ for certain configuration,
failure, and flight condition situations. The aural alerting function of the FWS
provided a variety of specific sound and synthetic voice warnings. The synthetic
voice warnings included:
• reporting of significant radio altitudes
• ‘HUNDRED ABOVE’ and ‘MINIMUM’ for landing approach decision heights
• ‘WINDSHEAR’, ‘STALL’, and ‘SPEED, SPEED, SPEED’
• thrust ‘RETARD’ during the landing flare
• side stick controller ‘DUAL INPUT’.
– 5 –
Meteorological information
Before the flight departed Bangkok, the flight crew obtained the Melbourne
aerodrome forecast (TAF), valid for their arrival at Melbourne. The TAF contained
information that gusty northerly wind conditions were expected at Melbourne
between 0600 and 1100. It also contained information that a westerly wind of 15 kts
was expected after 1100.
The Bureau of Meteorology weather radar data indicated that a cold front passed
through Melbourne Airport at about 1130. The 1200 aerodrome routine
meteorological report for Melbourne Airport included information that the wind
direction and speed were 260 degrees true (T) at 23 kts, gusting to 29 kts. Melbourne
Airport automatic terminal information service (ATIS) ‘Yankee’, issued at 1130,
included information that the wind direction and speed were 230 to 280 degrees
magnetic at 18 to 30 kts, with a maximum crosswind of 14 kts. The visibility at
Melbourne was greater than 10 km, and there had been no recent rain at Melbourne.
Melbourne Airport was equipped with five anemometers that recorded wind speed
and direction in 1-minute intervals. The MLW1 anemometer was located to the
north-west of the intersection of runways 16/34 and 09/27. The MLW2 anemometer
was located on the northern side of runway 09/27, east of taxiway A (figure 5). The
wind speed and direction data recorded by the MLW1 and MLW2 anemometers
confirmed that gusty wind conditions existed in the touchdown zone of runway 16
before, during, and after the occurrence. The 1-minute recorded data for the MLW1
and MLW2 anemometers at 1200 is included at table 1.
– 6 –
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