To READ and Think , TAM accident report
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 to idle before touchdown and requires to select both reversers at
touchdown
>
> The 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
> by the 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
> all operators 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 :
>
> - For A318/A319/A320/A321 MMEL 02-78 Page 1 Rev 29
> - For A310 MMEL 02-78 Page 1 Rev 17
> - For A300-600 MMEL 02-78 Page 1 Rev 15
> - For A330 MMEL 02-78 Page 1 Rev 17
> - For A340 200/300/500/600 MMEL 02-78 Page 1 Rev 19