FROM : AIRBUS FLIGHT SAFETY DEPARTMENT TOULOUSEACCIDENT INFORMATION TELEX - ACCIDENT INFORMATION TELEXTO : ALL AIRBUS OPERATORS / ATTN : FLIGHT SAFETY DEPARTMENTSUBJECT: TAM LINEAS AEREAS FLIGHT JJ3054 ACCIDENT IN SAO PAULO,BRAZIL
Our ref.: TAM JJ3054 AIT 4 dated August 02nd 2007Previous ref: TAM JJ3054 AIT 3 dated July 24th 2007This AIT is an update of previous AIT n°3 concerning the A320 Tam Lineas Aereas involved in an accident during landing phase at Sao Paulo Congonhas airport- Brazil on the 17th of July 2007 at 06:30 PM local time.
The data which follow have been approved for release by the Brazilian investigation authorities.
It is confirmed that the aircraft was dispatched with the Engine 2 thrust reverser inoperative as authorized by the MEL.It is confirmed that the associated operational procedure of TAM MEL was updated according to current MMEL page 02-78 p1 SEQ 001 REV 29 which reminds the crew to select both thrust levers toidle before touchdown and requires to select both reversers at touchdownThe following is the sequence of events according to the recorders:Final Approach phase:- The aircraft was approaching runway 35L.- The last wind information given to the crew by the ATC was 330°/8kts.- The runway condition given to the crew by the ATC was wet and slippery.- Landing configuration was established with Slats/Flaps fully extended, gear down, ground spoilers armed, autobrake selected to MED.- Approach speed was 145 kts- The final approach was performed with Autopilot OFF - disconnected at about 370 feet(radio-altitude), Flight Directors ON, Auto-Thrust (ATHR) ON. - The CM1 was the Pilot Flying.- The crew approach briefing included a reminder that only the left engine thrust reverser was available.Flare and touch-down:- During the flare, the "RETARD" call-out has been normally triggered - The "RETARD" call-out has been triggered 3 times, ending at the selection of the engine 1 reverser.- Before touchdown, the engine 1 throttle was retarded to idle.- The engine 2 throttle is recorded in the Climb position and remained in this position to the end of recording.- Preliminary trajectory computation indicates that the aircraft landed in the touch-down zone.Landing roll- Just after touch-down, idle reverse was selected on engine 1, followed within 2 seconds bythe selection of max reverse which was kept to the end of recording.- Following reverser 1 selection, the ATHR disconnected as per design and remained disconnected to the end of recording.
- With the engine 2 throttle being in the Climb position: 1/ the engine 2 EPR remained at a value of approximately 1.2 corresponding to the EPR at the time of ATHR disconnection; and 2/ the ground spoilers did not deploy and the autobrake was not activated.- Maximum manual braking actions began 11 seconds after touch-down.- Rudder inputs and differential braking have been applied during the landing roll.- The aircraft overran the runway at approximately 100 kts.DFDR and CVR data show no evidence of aircraft malfunction.At this stage of the investigation, and as already indicated in the previous AIT n°3, Airbus remind alloperators to strictly comply with the following procedures:A- During the flare at thrust reduction select ALL thrust levers to IDLE.B- For the use of the thrust reversers when landing with one Engine Reverser inhibited refer to MEL.When appropriate, additional information about this event will be provided through the normal Airbus to Operators communication channels
Yannick MALINGEVice President Flight SafetyAirbus