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When they extended the landing gear on final approach the flight crew of an A320 received multiple ECAM brake and autobrake warnings. After going around they and following associated checklists the warnings extinguished when the gear was extended for the subsequent normal landing.
| Attributes | |
| ACN | 980275 |
| Time | |
| Date | 201111 |
| Local Time Of Day | 1801-2400 |
| Place | |
| Locale Reference | ZZZ.Airport |
| State Reference | US |
| Aircraft 1 | |
| Make Model Name | A320 |
| Operating Under FAR Part | Part 121 |
| Flight Phase | Final Approach |
| Flight Plan | IFR |
| Component | |
| Aircraft Component | Landing Gear Indicating System |
| Person 1 | |
| Function | Captain Pilot Not Flying |
| Experience | Flight Crew Last 90 Days 255 Flight Crew Total 17000 Flight Crew Type 1232 |
| Person 2 | |
| Function | Pilot Flying First Officer |
| Experience | Flight Crew Last 90 Days 50 Flight Crew Total 10000 Flight Crew Type 5000 |
| Events | |
| Anomaly | Aircraft Equipment Problem Critical |
Narrative:
On final approach I extended the gear and simultaneously armed ground spoilers. At that time we received a master caution light; ding; and the upper ECAM showed a yellow 'brakes auto brk fault' and status page showed inoperative system 'norm brk and auto brk'. I directed the first officer to initiate a go-around; take the radios and keep the aircraft. Once on autopilot; I went into the auto brake fault irregulars checklist and computed an increased landing distance. However; the schematic showed inoperative system as only 'auto brk inop' but on the aircraft status page both 'norm brk and auto brk' showed inoperative status. That was when it became confusing and the captain then was searching to see if it was the right irregular procedure because it didn't match the schematic in the irregulars chapter. The alternate brake system showed in the green on the wheel page. Since we had 6;600 pounds of fuel I elected to call local maintenance to ask if there was anti-skid on the alternate brakes for landing to which they replied in the affirmative. The first officer suggested rolling the fire trucks and I agreed to have him do so. At no time did I declare an emergency. In retrospect; though; we did everything as if it was an emergency. I called the flight attendants and told them what happened that no evacuation was necessary and time to landing. I did the approach descent checklist again and took over the radios and the first officer prepared the plane to land once again. As soon as I put the gear down; the alternate brake system went into the green and the ECAM and status pages returned to normal. We elected to not use the auto brake system for landing; but to use manual normal braking. I canceled the fire trucks; but they elected to stay and followed us all the way back to the gate. I called maintenance; wrote up the fault and we discussed what had happened. We kept the aircraft for the next leg after maintenance found a bscu servo problem; replaced the bscu box and did a CAT III check.
Original NASA ASRS Text
Title: When they extended the landing gear on final approach the flight crew of an A320 received multiple ECAM brake and autobrake warnings. After going around they and following associated checklists the warnings extinguished when the gear was extended for the subsequent normal landing.
Narrative: On final approach I extended the gear and simultaneously armed ground spoilers. At that time we received a Master Caution light; ding; and the upper ECAM showed a yellow 'BRAKES auto brk fault' and status page showed inoperative system 'norm brk and auto brk'. I directed the First Officer to initiate a go-around; take the radios and keep the aircraft. Once on autopilot; I went into the auto brake fault irregulars checklist and computed an increased landing distance. However; the schematic showed inoperative system as only 'auto brk inop' but on the aircraft status page both 'norm brk and auto brk' showed inoperative status. That was when it became confusing and the Captain then was searching to see if it was the right irregular procedure because it didn't match the schematic in the Irregulars chapter. The Alternate Brake System showed in the green on the wheel page. Since we had 6;600 LBS of fuel I elected to call Local Maintenance to ask if there was anti-skid on the alternate brakes for landing to which they replied in the affirmative. The First Officer suggested rolling the fire trucks and I agreed to have him do so. At no time did I declare an emergency. In retrospect; though; we did everything as if it was an emergency. I called the Flight Attendants and told them what happened that no evacuation was necessary and time to landing. I did the Approach Descent checklist again and took over the radios and the First Officer prepared the plane to land once again. As soon as I put the gear down; the alternate brake system went into the green and the ECAM and status pages returned to normal. We elected to not use the auto brake system for landing; but to use manual normal braking. I canceled the fire trucks; but they elected to stay and followed us all the way back to the gate. I called Maintenance; wrote up the fault and we discussed what had happened. We kept the aircraft for the next leg after Maintenance found a BSCU servo problem; replaced the BSCU box and did a CAT III check.
Data retrieved from NASA's ASRS site as of April 2012 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.