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
with approval from air traffic control he conducted a go around.
In accordance with ATC instructions he flew the aircraft to the north of Medan on
the 335 degree radial of the Medan VOR2, and climbed to the holding altitude of
5,000 feet and held for about 45 minutes.
While holding, the PIC instructed the copilot to recycle the landing gear several
times, but the indications remained the same; left landing gear indication red, and
ECAM display amber. The PIC then instructed the copilot to do the landing gear
extension manually, which he did several times without any change to the landing
gear indication.
The PIC instructed the copilot to review the aircraft’s Quick Reference handbook
(QRH), page 2.12 “landing with abnormal landing gear”. The items on the QRH
required:
Anti skid and nose wheel steering “OFF”.
Maximum brake pressure “1000 PSI”
Ground spoiler “Do not arm”
The airport authority was informed by air traffic control to prepare for an
emergency landing. The airport authority then prepared for the pending
emergency landing and fire fighting vehicles and personnel were positioned to
stand by near taxiway ‘D’.
The PIC decided to land the aircraft on runway 05 and subsequently landed with
anti skid OFF in accordance with the QRH requirements at page 2.12. However
the brake pressure was 4,032 psi, significantly higher than the QRH specified
maximum brake pressure.
The PIC reported that the right main landing gear touched down first. There was
no fire and the tire fuses did not melt.
An emergency evacuation was not required, and all of the aircraft’s occupants
disembarked normally through the aircraft’s forward left door and using airstairs.
There were no injuries.
The investigation found that the brakes for wheels 1, 2, and 3 were jammed,
however there was no evidence of those wheel brakes overheating, and there was
no evidence of excessive brake application by the pilots.
The PIC could not recall how many times the landing gear had been cycled in an
attempt to resolve the indication anomaly. The copilot informed the investigator
that he did cycle the landing gear several times (he could not remember exactly
how many times) without any improvement of landing gear indication (red and
amber). He had then lowered the landing gear manually. There was no published
limitation on the number of times the landing gear can be cycled.
2 Very High Frequency omni-directional radio range navigation aid.
4
The copilot reported that after a full turn (clockwise) of the landing gear cranking
mechanism, he turned the cranking mechanism anti clockwise, returning it to the
normal position.
In the touch-down area, tire marks for PK-YVE were only clear for wheels 1 and
2. (Figure 2 and Figure 3).
Figure 2: Touch down tire marks on touch down area
Figure 3: Rolling tire marks on runway up to final stop at adjacent to taxi way D
Tire number 1&2
Tire number 3
5
1.2 Injuries to Persons
Injuries Crew Passengers Others TOTAL
Missing/ Fatal 0 0 0 0
Serious 0 0 0 0
None 7 133 0 140
TOTAL 7 133 0 140
1.3 Damage to aircraft
Tire numbers3 1, 2 and 3 were substantially damaged and wheel numbers 1 and 2
were also substantially damaged.
Figure 4: Wheel number 1
1.4 Other damage
There was no damage to other property.
1.5 Personnel information
1.5.1 Pilot in command
Gender : Male
Date of birth : 25 November 1973
Nationality : Indonesia
Marital status : Married
Date of joining company : August 2003
License : ATPL 4567
3 Main landing gear wheels/tires are numbered from left outer number 1, to the right outer number 4.
6
Date of issue : 27 July 2007
Valid to : 30 September 2008
Type rating : Airbus A320F
Date of last medical : 21 April 2008
Last line check : 21 May 2008
Last proficiency check : 20 March 2008
FLIGHT TIME
Total time : 6,047 hours
This make & model : 22 hours
Last 90 days : 171 hours
Last 30 days : 79 hours
Last 24 Hours : 7 hours 20 minutes
1.5.2 Copilot
Gender : Male
Date of birth : 12 November 1985
Nationality : Indonesia
Marital status : Single
License : ATPL 5972
Valid to : 30 June 2008
Type rating : A320F
Instrument rating : 31 January 2009
Date of last medical : 27 December 2007
Last line check : 1 April 2008
Last proficiency check : 27 January 2008
FLIGHT TIME
Total time : 616 hours
This make & model : 446 hours
Last 90 days : 145 hours
Last 30 days : 66 hours
Last 24 Hours : 3 hours 15 minutes
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
Aircraft Serious Incident Investigation Report AIRBUS A320-3(4)
