37000 Feet | Browse and search NASA's Aviation Safety Reporting System |
|
Attributes | |
ACN | 627522 |
Time | |
Date | 200408 |
Day | Sun |
Local Time Of Day | 1201 To 1800 |
Place | |
Locale Reference | airport : egss.airport |
State Reference | FO |
Altitude | agl single value : 0 |
Environment | |
Flight Conditions | VMC |
Weather Elements | Turbulence |
Light | Daylight |
Aircraft 1 | |
Operator | common carrier : air carrier |
Make Model Name | B747-400 |
Operating Under FAR Part | Part 121 |
Navigation In Use | ils localizer & glide slope : 05 other |
Flight Phase | landing : roll |
Route In Use | approach : instrument precision arrival : on vectors |
Flight Plan | IFR |
Person 1 | |
Affiliation | company : air carrier |
Function | flight crew : captain oversight : pic |
Qualification | pilot : atp |
Experience | flight time last 90 days : 200 flight time total : 20000 flight time type : 6500 |
ASRS Report | 627522 |
Person 2 | |
Affiliation | company : air carrier |
Function | flight crew : first officer |
Events | |
Anomaly | other anomaly other anomaly other |
Independent Detector | aircraft equipment other aircraft equipment : brake temperature gauge other flight crewa |
Consequence | other other |
Supplementary | |
Problem Areas | Aircraft Flight Crew Human Performance |
Primary Problem | Flight Crew Human Performance |
Narrative:
Approaching stn (london stansted) radar controller vectored us in close to intercept localizer runway 5. When he cleared us for approach we were about 1 1/3 DOT above glide path at our assigned speed of 180 KTS in VMC conditions. I used speed brakes to slow and finish configuring to flaps 30 degrees (I was gear down and flaps 20 degrees at this point). I slowed and configured adding 7 KTS to reference 155 KTS for a target speed of 162 KTS (wind 120 degrees/13 KTS). The airspeed was fluctuating in turbulence, so I increased the speed another 5 KTS. Everything looked stable at 500 ft AGL. I landed toward the end of the touchdown zone close to on speed. I applied reverser thrust and manual braking, but as it turned out I applied most of the pressure on the l-hand side, causing severe hot brakes on the left side. While the right brakes were around 'temperature 2,' the l-hand wing and body gear were smoking badly and the fire department was called to spray them cool. 6 tires and 2 wheel brakes had to be replaced on the l-hand side. I inadvertently applied too much pressure on the l-hand side. I was fatigued after a long deadhead to bom (mumbai, india) from jfk and the long flight back to stn. I know fatigue was a major factor in this incident. Long rest periods have to be given after commuting across many time zones. I also should have utilized autobrakes instead of manual braking.
Original NASA ASRS Text
Title: CAPT OF B747-400, FATIGUED BY LONG FLT CREW POSITIONING DEADHEAD, FLIES UNSTABILIZED APCH TO EGSS. OVERHEATS BRAKES ON ROLLOUT REQUIRING CFR TO SPRAY THEM. RESULTS IN BRAKE AND TIRE REPLACEMENT.
Narrative: APCHING STN (LONDON STANSTED) RADAR CTLR VECTORED US IN CLOSE TO INTERCEPT LOC RWY 5. WHEN HE CLRED US FOR APCH WE WERE ABOUT 1 1/3 DOT ABOVE GLIDE PATH AT OUR ASSIGNED SPD OF 180 KTS IN VMC CONDITIONS. I USED SPD BRAKES TO SLOW AND FINISH CONFIGURING TO FLAPS 30 DEGS (I WAS GEAR DOWN AND FLAPS 20 DEGS AT THIS POINT). I SLOWED AND CONFIGURED ADDING 7 KTS TO REF 155 KTS FOR A TARGET SPD OF 162 KTS (WIND 120 DEGS/13 KTS). THE AIRSPD WAS FLUCTUATING IN TURB, SO I INCREASED THE SPD ANOTHER 5 KTS. EVERYTHING LOOKED STABLE AT 500 FT AGL. I LANDED TOWARD THE END OF THE TOUCHDOWN ZONE CLOSE TO ON SPD. I APPLIED REVERSER THRUST AND MANUAL BRAKING, BUT AS IT TURNED OUT I APPLIED MOST OF THE PRESSURE ON THE L-HAND SIDE, CAUSING SEVERE HOT BRAKES ON THE L SIDE. WHILE THE R BRAKES WERE AROUND 'TEMP 2,' THE L-HAND WING AND BODY GEAR WERE SMOKING BADLY AND THE FIRE DEPT WAS CALLED TO SPRAY THEM COOL. 6 TIRES AND 2 WHEEL BRAKES HAD TO BE REPLACED ON THE L-HAND SIDE. I INADVERTENTLY APPLIED TOO MUCH PRESSURE ON THE L-HAND SIDE. I WAS FATIGUED AFTER A LONG DEADHEAD TO BOM (MUMBAI, INDIA) FROM JFK AND THE LONG FLT BACK TO STN. I KNOW FATIGUE WAS A MAJOR FACTOR IN THIS INCIDENT. LONG REST PERIODS HAVE TO BE GIVEN AFTER COMMUTING ACROSS MANY TIME ZONES. I ALSO SHOULD HAVE UTILIZED AUTOBRAKES INSTEAD OF MANUAL BRAKING.
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.