airbus, triple-brakepressure-ind
 

What would be your course of action if you observe the RH and LH triple-brakepressure-ind showing 1.000 psi or so during normal braking?

Stop and request a tow back to the stand? :confused:

Wow!

That's fast and exactly what we did, albeit it wasn't a tow back. More a tow fwd after landing.:O

I assume you experimented with the "Press Harder" solution?

Were you on auto brakes or feet on the pedals ??

If your feet were on the pedals I suspect you may have been on alternate brake system.
But more info needed..:ok: and I will do some reading

A330 or A320???

Hadn't seen this problem yet, when you find out what was wrong let us know. :8

No auto brake, man at work:O.

Yes the alternate braking system was in charge than.

I am trying to resist the temptation on asking about the position of the Anti-Skid/Nosewheel steering switch.

Why?

Go ahead:O

Normal braking in the A300 is electrically signaled.Alternative brakes is manual.You would have been in alternative brakes with anti-skid with the brake selector in normal/on.Hence you get an indication on the triple indicator.
I have seen braking only on one side with an A300,due to the brake master valve failing.Not nice on a short runway!

A320 series answer:

Under normal circumstances, with the engines running, normal braking comes from the green hydraulic system. If you have the engines running and positive pressure on the triple indicator with the foot brakes, then the alternate braking system (yellow) or accumulator pressure is showing. That is why you have the break test after engine start. The only other way to have positive pressure on the triple indicator with engines running is to set the parking brake(yellow).

G

I have to correct myself. Assuming normal braking, e.g. all switches normal, no hydraulic failure.

Why would you want to be towed to stand if you are on alternate brakes?

What about BSCU reset,ie turning A/SKID NWS off then on...?

Not sure about 320, think its almost same as 330/40.

Careful! No rush on the switch. See Ali in Naples. There is bloody more to brakes than A/NWS. Unpublished memory items resets? No thanks.

hetfield: On landing roll and deccelerating normally, may we suppose? Keep the psi below 1000. Keep heart bpm below 180 when approaching the terminal. Do not shut down the HYD (via Y elec + ptu as necessary) until positively chocked-in, belt and braces, really. Do not attempt to troubleshoot any more than needed on the wire-bus. Make a nice TLog entry with a black pen and walk safely home while the experts on duty take over and work their magic. My desktop decision.

You have feedback of what actually happened? Crosslinked channels fed into the TPI?

FD (the un-real)

It's a bit meaningless to answer the question as Hetfield, for some reason, hasn't said what type of Airbus he is talking about. It could be anything from A300 to A380.

A rather maladroit way of asking a question. If you want an answer that is.

He's being an academic siit!:rolleyes:

Hetfield, was the aircraft braking normally - even after it self switched to alternate ( as the triple indicator was showing ) ? Did you notice on lower ecam display the green coloured Altn Brk legend ?

The parking brake is electrically controlled.The A300,which I believe Hetfield is referring to,has a parking brake lever that pulls out and then turns to secure it in place.Even partially pulled out can lead to parking brake on.This leads to all other braking being disconnected!!!This may not be obvious to the crew until loss of braking is evident.
The braking system is not one of the better systems on airbus aircraft!

Yes tubby linton is correct.Cause we didn't know what actually happened. HYD normal no warnings etc.

@dreamland

Can't realy tell what the problem was cause many parts have been changed thereafter e.g. automatic selector valve, BSCU, parking brake mechanism(!!!)