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autobrake systems disconnected. After switching off the autopilot, the copilot was
the PF during the approach and landing in manual mode with the autothrust connected.
After touching down, according to his statement, the copilot noted that the aircraft started
deviating to the left of the runway, and therefore applied progressively right rudder
until reaching full deflexion. Then he applied brakes, initially right toe brake and then
both brakes, always steeping more the right pedal, until the aircraft, which initially had
approached at around 8 m from the left side of the runway 12, deviated towards the
right and finally came to a stop with its centre of gravity separated around 5 m to the
right of the runway axis.
The DFDR data show that at the moment of the landing there was a pressure of 900
psi in the left alternate brake system. After the left and right legs touched the ground
at 9:21:43 h and the spoilers started to deploy, the brake pedals were not pressed, and
therefore the alternate system remained active and the 900 psi of pressure were trans-
1
Technical report IN-062/2002
* All the times used in this report are UTC, except where specifically noted. It is necessary to add two hours to have
the local time in Madrid-Barajas Airport, and one hour to have the local time in Tenerife-Norte Airport.
mitted to the wheels. The copilot used more and more right rudder to counteract the
increasing tendency to veer to the left as the airspeed was decaying. Within 9:21:50 h
and 9:22:03 there were small movements of the right brake pedal, of around 8° (the
following angle values correspond to the pedal potentiometer; the maximum deflexion
of the pedal corresponds to a pedal potentiometer position of 68.80°; the maximum
physical pedal deflexion is 14°11’) that were not enough to send pressure to the normal
brake system until 9:22:03 h, at which moment both pedals were pressed (52° the
right pedal and 26° the left pedal), the normal system was pressurized and the residual
pressure of the alternate system was released. From that moment on, the aircraft behaviour
regarding braking was normal.
The tower said to the crew at 9:27:10 h that they could vacate the runway at their discretion
and the crew of EC-IDF answered that they had a brake problem and they would
call back when ready to leave the runway.
The tower advised another traffic that was in short final to be ready to go around
because the runway was occupied.
The crew of EC-IDF switched off and then on the BSCU. The residual pressure had
disappeared. At 9:27:43 h, they told the tower controller that they were going to
leave the runway «through the first on the left» and started a taxi by their own
means until they confirmed «runway vacated» at 9:29:25 h and asked for the possibility
to stay at that point of the taxiway for a few minutes. The tower requested
them to move a little more forward because they still protruded a little bit over the
runway.
The aircraft moved as requested and at 9:29:52 h they said that they were proceeding
to the parking apron. The tower asked whether they needed towing or were able to
move by their own means, and also whether they needed further help.
The crew answered that they would taxi by their own means. At those moments, they
were noting that the temperature of the four brakes of the left MLG was increasing a
lot, and called their ground operations department to advise that maybe a maintenance
action was going to be needed. Operations asked whether fire fighting services were
going to be needed and the pilot in command answered in the positive and requested
that nobody approached the aircraft.
At 9:33:35 h, the flight that had landed after EC-IDF called tower to advise that they
were seeing smoke coming out from the «left rear wheel» of that aircraft.
The crew of EC-IDF acknowledged the information and thanked for it. The temperature
of the wheels of the left MLG had continued increasing until an ECAM caution was
triggered. The aircraft contacted ground movement frequency at 9:35:36 h and the controller
asked whether they needed that the fire fighters applied water or preferred the
Technical report IN-062/2002
2
wheels to be cooled alone. The crew answered they were going to check with the maintenance
personnel and finally rejected the offer to apply water.
1.1.2. Stop in Tenerife Norte
CWhen the aircraft reached the parking, chocks were put in the wheels and the brakes
were cooled using two fans provided by the line maintenance of the operator and another
provided by the fire fighters that were around the aircraft. The passengers disembarked
the aircraft in a normal way.
　
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