Four Blown Tires on Cyprus
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Four Blown Tires on Cyprus
Found this article in today's Cyprus Mail online edition. No mention of aircraft type, but that's a lotta tires to blow.
Plane in 4-tyre blow out at Paphos airport
A GERMAN LTU flight carrying 187 passengers and crew from Dusseldorf to Paphos yesterday suffered a four-tyre blow out upon landing on the runway of Paphos Airport.
The incident occurred at 6.30pm, with airport officials taking two-and-a-half hours to clear all the debris from the runway.
No injuries were reported and all passengers were safely taken off the plane.
Paphos Airport Civil Aviation Services Manager, Androula Christodoulou said the problem forced the authorities to close the airport, affecting a total of five flights scheduled for last night. Some were diverted to Larnaca Airport.
“We couldn’t fix the plane and we are waiting for spare parts from Germany,” she said, adding however that she could not speculate as to the time required to reopen the airport because of the problem’s “technical nature.”
Copyright © Cyprus Mail 2006
Plane in 4-tyre blow out at Paphos airport
A GERMAN LTU flight carrying 187 passengers and crew from Dusseldorf to Paphos yesterday suffered a four-tyre blow out upon landing on the runway of Paphos Airport.
The incident occurred at 6.30pm, with airport officials taking two-and-a-half hours to clear all the debris from the runway.
No injuries were reported and all passengers were safely taken off the plane.
Paphos Airport Civil Aviation Services Manager, Androula Christodoulou said the problem forced the authorities to close the airport, affecting a total of five flights scheduled for last night. Some were diverted to Larnaca Airport.
“We couldn’t fix the plane and we are waiting for spare parts from Germany,” she said, adding however that she could not speculate as to the time required to reopen the airport because of the problem’s “technical nature.”
Copyright © Cyprus Mail 2006
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LTU 321 problems in PFO
Just heard that an LTU 321 blew all four of its main during landing in PFO. Airport said to have been closed for some time, since ac couldn´t be moved.
Any daring colleagues out there with some more info on the case?
Any daring colleagues out there with some more info on the case?
Last edited by repulo; 30th Jun 2006 at 13:05.
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mmm... well it's been six years since I last diced with the auto-brake system and even then I remember there were many misconceptions about it's use but I never noticed that the selector had various selections with the last one annotated (Blow all main tyres)!
Several pilots were reluctant to select "max" even when landing at maximum weight for a limiting runway. As on every landing, they knew not whether the reversers would work until they were on the ground by which time it would have been a little late to make the selection.
We are all second guessing the problem at the airfield under discussion but I doubt that the Captain would have had "max" selected and that even had he done so, at normal landing weights, it would not have been a problem.
More likely a failure in the system?
Several pilots were reluctant to select "max" even when landing at maximum weight for a limiting runway. As on every landing, they knew not whether the reversers would work until they were on the ground by which time it would have been a little late to make the selection.
We are all second guessing the problem at the airfield under discussion but I doubt that the Captain would have had "max" selected and that even had he done so, at normal landing weights, it would not have been a problem.
More likely a failure in the system?
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Lou,
On the airbus, you NEVER, EVER use autobrake max for landing. The only time it is selected is before T/O in case of an RTO.
It doesn't seem unlikely that the use of max autobrake on landing would cause at least a few tyres to blow.
On the airbus, you NEVER, EVER use autobrake max for landing. The only time it is selected is before T/O in case of an RTO.
It doesn't seem unlikely that the use of max autobrake on landing would cause at least a few tyres to blow.
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I'm talking about a320 series, and I'm pretty damn sure about what I've said.
In addition if you look in the FCOM 1.32.30 p3 for msn 2105 onwards, you will find "MAX autobrake cannot be armed in flight"
It is also clearly stated in my ops manual that MAX autobrake must never be used for landing. I'm not just making this up...
In addition if you look in the FCOM 1.32.30 p3 for msn 2105 onwards, you will find "MAX autobrake cannot be armed in flight"
It is also clearly stated in my ops manual that MAX autobrake must never be used for landing. I'm not just making this up...
Last edited by ZBMAN; 1st Jul 2006 at 00:17.
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Brake 1 = Aircraft will stop in the mud.
Brake 2 = Aircraft will stop before the mud.
Brake 3 = Aircraft will stop well before the mud.
Brake 4 = Aircraft will stop in the shortest distance.
Brake 5 = Aircraft will blow some tyres and lots of paperwork to be actioned.
.
Am note sure if Brake 5 is so good, however good luck to those who hav it fitted to their Aircraft and choose to use it.
Brake 2 = Aircraft will stop before the mud.
Brake 3 = Aircraft will stop well before the mud.
Brake 4 = Aircraft will stop in the shortest distance.
Brake 5 = Aircraft will blow some tyres and lots of paperwork to be actioned.
.
Am note sure if Brake 5 is so good, however good luck to those who hav it fitted to their Aircraft and choose to use it.
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The wheels are equipped with fuses that will melt if overheated, prevents tire from building so much heat they explode. There is a good chance if all four tires went flat that one tire failed, the debris on the runway and the extra heat generated by the over worked brakes caused the rest of the plugs to melt.
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Carl,
Yep happened on a Tristar in Palma - blew all 8
With tyres flat there is a good chance it will break the rims
Retrevial problem is that you cannot get bottle or aligator jacks under the axle as its resting on the ground ( Or very close to!)
Yep happened on a Tristar in Palma - blew all 8
With tyres flat there is a good chance it will break the rims
Retrevial problem is that you cannot get bottle or aligator jacks under the axle as its resting on the ground ( Or very close to!)
I don't think the level of autobrake on its own has much to do with how hot the brakes get - it's the mass and groundspeed on touchdown which determines how much heat is generated bringing the aircraft to a full stop. Obviously, the amount of reverse used and the time it is held for will reduce the energy requirements: with higher autobrake settings, there is less time to engage and spool up reverse, plus the retarding force acts over a shorter time period.
The braking systems on airliners are certified to bring the whole show to a dead stop from V1 at max. takeoff mass with no reverse, then have at least two minutes (I think) of taxi time before the tyre plugs go. At normal landing weights and speeds you are unlikely to have a problem (as in blowing up), even with full braking and no reverse credit. It is possible, however, to blow tyres with a heavy landing or anti-skid fault...
The braking systems on airliners are certified to bring the whole show to a dead stop from V1 at max. takeoff mass with no reverse, then have at least two minutes (I think) of taxi time before the tyre plugs go. At normal landing weights and speeds you are unlikely to have a problem (as in blowing up), even with full braking and no reverse credit. It is possible, however, to blow tyres with a heavy landing or anti-skid fault...
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I heard that on the Bus it's posible to select by mistake,parking brake while the aircraft is moving,is it true?
The autobrake has not,like on the 737,a position for take off (RTO) and few other settings for landing -1,2,3,max ?
The autobrake has not,like on the 737,a position for take off (RTO) and few other settings for landing -1,2,3,max ?
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Pafos has a long enough runway for braking distance to become an issue unless:
1) Landed long
2) They were landing on 29 and tried to make the first exit (which is quite sporty without descent headwind) to avoid taxiing for another 3-4 minutes.
Keep in mind the very hot temps in June on the island in question .
1) Landed long
2) They were landing on 29 and tried to make the first exit (which is quite sporty without descent headwind) to avoid taxiing for another 3-4 minutes.
Keep in mind the very hot temps in June on the island in question .
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To my knowledge, yes it's true.
Originally Posted by alexban
I heard that on the Bus it's posible to select by mistake,parking brake while the aircraft is moving,is it true?
The autobrake has not,like on the 737,a position for take off (RTO) and few other settings for landing -1,2,3,max ?
The autobrake has not,like on the 737,a position for take off (RTO) and few other settings for landing -1,2,3,max ?
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From the limited info. ie. runway closed for an hour to rmove debri...
It does not sound like a simple case of too much auto brake. Over heated brakes take time to heat up to fuse melt point 700 deg plus, at which point they deflate and the aircraft should be at a slow enough spead for them to be able to stop without damage.
Sounds more like a mechanical problem, locked brakes or anti-skid failure.
Could also result from debri on the runway, a heavy landing(blown tires) or poor x-wind/braking technique.(stomping on the brake instead of the rudder)
It does not sound like a simple case of too much auto brake. Over heated brakes take time to heat up to fuse melt point 700 deg plus, at which point they deflate and the aircraft should be at a slow enough spead for them to be able to stop without damage.
Sounds more like a mechanical problem, locked brakes or anti-skid failure.
Could also result from debri on the runway, a heavy landing(blown tires) or poor x-wind/braking technique.(stomping on the brake instead of the rudder)
Runway was closed for over a day, aircraft landed by the looks of things on 29, and was left disabled at just after the turnoff at the mid point. Runway was also damaged. Spares had to be flown into LCA from Germany, then transported up to Paphos.
EGGW
EGGW
