pakeha-boy
19th Nov 2005, 18:02
This may shed a little light on the KLAX incident that occured several months ago:
The failure occurred as follows:After ldg gear retraction following the takeoff,the nosewheels deviated from their zero position,in the nose landing gear bay,due to a broken internal mechanical part.As a result,the L/G SHOCK ABSORBER FAULT ECAM caution was triggered.
When the ldg gear was later selected down,the BSCU detected a nosewheel deviation from the 0-dergee position.This resulted in the loss of the nosewheel steering function:The nosewheels were free to rotate,due to the above mentioned broken part.This failure led to the triggering of the WHEEL N/W STRG FAULT ECAM caution.
Thec ldg was performed with the nosewheels at the 90-degree position(for those that didnt see it)
Depending on what FWC is installed ,one or both ecams may be present
For those of us that fly this Bit@h,it will be of importance.From further evidence it is quite possible that this situation might not have had to occur as the "new" procedure requires us to reset the BSCU inflight(not normal ops)rearm the AUTO BRAKE and refer to the ecam and the QRH.
I,m sure several question,s will arise as to why this was not accomplished in flight,as they had quite a bit of time to deal with the situation.I have heard(Do not quote me) that MTX is taking a bit of an ear-thrashing on several issues pertaining to some maintainence that was done before the flight.
Results of the analysis of the event,indicate that there was a possiblty that the NWS could have been reset.As a general rule,it is not permitted to reset the BSCU in flight in order not ot hide failures that could possibly return during more critical phases of flight(ie T/O-LDG),but we are now talking Normal ops v,s the Captains emergency authority.
For those that dont fly the A320,this may not mean to much ,but for those of us that do,it may be worth going over your own procedures as it seems quite clear from the #of occurances in the last couple of years,that this is a concern to Airbus and those that fly it..............kia toa
The failure occurred as follows:After ldg gear retraction following the takeoff,the nosewheels deviated from their zero position,in the nose landing gear bay,due to a broken internal mechanical part.As a result,the L/G SHOCK ABSORBER FAULT ECAM caution was triggered.
When the ldg gear was later selected down,the BSCU detected a nosewheel deviation from the 0-dergee position.This resulted in the loss of the nosewheel steering function:The nosewheels were free to rotate,due to the above mentioned broken part.This failure led to the triggering of the WHEEL N/W STRG FAULT ECAM caution.
Thec ldg was performed with the nosewheels at the 90-degree position(for those that didnt see it)
Depending on what FWC is installed ,one or both ecams may be present
For those of us that fly this Bit@h,it will be of importance.From further evidence it is quite possible that this situation might not have had to occur as the "new" procedure requires us to reset the BSCU inflight(not normal ops)rearm the AUTO BRAKE and refer to the ecam and the QRH.
I,m sure several question,s will arise as to why this was not accomplished in flight,as they had quite a bit of time to deal with the situation.I have heard(Do not quote me) that MTX is taking a bit of an ear-thrashing on several issues pertaining to some maintainence that was done before the flight.
Results of the analysis of the event,indicate that there was a possiblty that the NWS could have been reset.As a general rule,it is not permitted to reset the BSCU in flight in order not ot hide failures that could possibly return during more critical phases of flight(ie T/O-LDG),but we are now talking Normal ops v,s the Captains emergency authority.
For those that dont fly the A320,this may not mean to much ,but for those of us that do,it may be worth going over your own procedures as it seems quite clear from the #of occurances in the last couple of years,that this is a concern to Airbus and those that fly it..............kia toa