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A landing A320 suffers on runway taxiway excursion when the right outboard main wheel brake fails to function after using automatic braking and manual braking system.
| Attributes | |
| ACN | 411665 |
| Time | |
| Date | 199808 |
| Day | Thu |
| Local Time Of Day | 1201 To 1800 |
| Place | |
| Locale Reference | airport : msp |
| State Reference | MN |
| Altitude | agl bound lower : 0 agl bound upper : 0 |
| Environment | |
| Flight Conditions | VMC |
| Light | Daylight |
| Aircraft 1 | |
| Operator | common carrier : air carrier |
| Make Model Name | A320 |
| Operating Under FAR Part | Part 121 |
| Navigation In Use | Other Other |
| Flight Phase | landing other |
| Flight Plan | IFR |
| Person 1 | |
| Affiliation | company : air carrier |
| Function | flight crew : first officer |
| Qualification | pilot : atp |
| Experience | flight time last 90 days : 165 flight time total : 8020 flight time type : 1660 |
| ASRS Report | 411665 |
| Person 2 | |
| Affiliation | company : air carrier |
| Function | flight crew : captain oversight : pic |
| Qualification | pilot : atp |
| Events | |
| Anomaly | aircraft equipment problem : critical other anomaly other anomaly other |
| Independent Detector | other flight crewa |
| Resolutory Action | flight crew : declared emergency other |
| Consequence | Other |
| Supplementary | |
| Primary Problem | Aircraft |
| Air Traffic Incident | Pilot Deviation |
Narrative:
Msp operates on a temporarily shortened runway 30L/12R (6000 ft available) while repairs on one end are being completed. Our FMGC (flight management guidance computer) calculated maximum allowable landing weight is 142200 pounds and projected aircraft weight of 137800 pounds, so we were legal on a dry runway for a visual day light landing. The captain selected automatic brakes medium to give us a good braking action right after touchdown at around 138 KTS. After a normal touchdown in the normal touchdown zone, automatic brakes started normal deceleration. Both engines reversed normally and at 80 KTS the captain started actuation of the foot pedal brakes (disengaged automatic brakes and took engines out of reverse). By now the aircraft was in area of runway with a lot of reverted rubber from lndgs on runway 30L. First officer and captain both noted we were getting a very rough ride. After applying the foot brakes, I felt we weren't slowing down adequately so increased pedal pressure. At a speed less than 60 KTS, the aircraft started angling left so the captain braked harder and tried to correct back to centerline with rudder. Aircraft slowed gradually and came to a stop just prior to taxiway A1 and after taxiway A2. The left main gear came to rest about 5 ft off the paved surface. Captain instructed passenger to remain seated and called for emergency trucks. Fire fighters noted hot brakes, especially on the right side where smoke was noted. The brake temperatures were: left outboard 350 degrees C, left inboard 340 degrees C, right inboard 380 degrees C and right outboard 130 degrees C. This indicates that the right outboard brake did not operate to provide any significant stopping power. Both right main tires had significant flat spots on them. Our ECAM (electronic centralized aircraft monitoring) gave us no warning information, or status messages at any time during the entire incident that pointed out any problems with the braking system.
Original NASA ASRS Text
Title: A LNDG A320 SUFFERS ON RWY TXWY EXCURSION WHEN THE R OUTBOARD MAIN WHEEL BRAKE FAILS TO FUNCTION AFTER USING AUTO BRAKING AND MANUAL BRAKING SYS.
Narrative: MSP OPERATES ON A TEMPORARILY SHORTENED RWY 30L/12R (6000 FT AVAILABLE) WHILE REPAIRS ON ONE END ARE BEING COMPLETED. OUR FMGC (FLT MGMNT GUIDANCE COMPUTER) CALCULATED MAX ALLOWABLE LNDG WT IS 142200 LBS AND PROJECTED ACFT WT OF 137800 LBS, SO WE WERE LEGAL ON A DRY RWY FOR A VISUAL DAY LIGHT LNDG. THE CAPT SELECTED AUTO BRAKES MEDIUM TO GIVE US A GOOD BRAKING ACTION RIGHT AFTER TOUCHDOWN AT AROUND 138 KTS. AFTER A NORMAL TOUCHDOWN IN THE NORMAL TOUCHDOWN ZONE, AUTO BRAKES STARTED NORMAL DECELERATION. BOTH ENGS REVERSED NORMALLY AND AT 80 KTS THE CAPT STARTED ACTUATION OF THE FOOT PEDAL BRAKES (DISENGAGED AUTO BRAKES AND TOOK ENGS OUT OF REVERSE). BY NOW THE ACFT WAS IN AREA OF RWY WITH A LOT OF REVERTED RUBBER FROM LNDGS ON RWY 30L. FO AND CAPT BOTH NOTED WE WERE GETTING A VERY ROUGH RIDE. AFTER APPLYING THE FOOT BRAKES, I FELT WE WEREN'T SLOWING DOWN ADEQUATELY SO INCREASED PEDAL PRESSURE. AT A SPD LESS THAN 60 KTS, THE ACFT STARTED ANGLING L SO THE CAPT BRAKED HARDER AND TRIED TO CORRECT BACK TO CTRLINE WITH RUDDER. ACFT SLOWED GRADUALLY AND CAME TO A STOP JUST PRIOR TO TXWY A1 AND AFTER TXWY A2. THE L MAIN GEAR CAME TO REST ABOUT 5 FT OFF THE PAVED SURFACE. CAPT INSTRUCTED PAX TO REMAIN SEATED AND CALLED FOR EMER TRUCKS. FIRE FIGHTERS NOTED HOT BRAKES, ESPECIALLY ON THE R SIDE WHERE SMOKE WAS NOTED. THE BRAKE TEMPS WERE: L OUTBOARD 350 DEGS C, L INBOARD 340 DEGS C, R INBOARD 380 DEGS C AND R OUTBOARD 130 DEGS C. THIS INDICATES THAT THE R OUTBOARD BRAKE DID NOT OPERATE TO PROVIDE ANY SIGNIFICANT STOPPING PWR. BOTH R MAIN TIRES HAD SIGNIFICANT FLAT SPOTS ON THEM. OUR ECAM (ELECTRONIC CENTRALIZED ACFT MONITORING) GAVE US NO WARNING INFO, OR STATUS MESSAGES AT ANY TIME DURING THE ENTIRE INCIDENT THAT POINTED OUT ANY PROBS WITH THE BRAKING SYS.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.