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The results were OK.
At that time, a scheduled inspection A-2 was carried out when the aircraft had 957 h
of flight.
The day of the incident the aircraft made its first flight after those maintenance tasks.
1.6.5. Previous incidences in the brake system of aircraft EC-IDF
The following abnormalities related to the event were reported in June 2002:
Date Abnormality Corrective action taken
07-06-02 When the LG is lowered residual pressure
appears in left wheels 1, 2, 5 and 6 with
subsequent heating.
08-06-02 In descent with clean configuration the brakes
residual braking lights on brake 1, 2, 5
and 6, at parking 500 °C+ of temperature
reached.
Carried out System Test BSCU channels 1 and
2 Test OK. Carried out System Test BSCU
«Norm BRK» in channels 1 and 2 Test OK.
Test of BSCU channel 1 and 2 results correct.
Technical report IN-062/2002
20
According to the information gathered, those abnormalities were not reported to the
manufacturer. However, similar squawks were reported to Airbus in year 2001 due to
the residual pressure that appeared in aircraft EC-GUP.
Late in the investigation process, the operator stated that AMM Task 32-43-00-710-801
«Operational test alternate brake system» was carried out on 11 June 2002 (the day of
the last squawk). They said that, although the task was not specifically recorded on the
logbook, the technician recorded other actions like checking the free rotation of the
wheels that are a part of the task. This is the last action to be carried out after the application
of TSM task 32-40-00-810-927 (see below). Regarding this task, they also stated
that the «fault confirmation» (look at the triple indicator to see if there is pressure) was
also carried out on 11 June 2002 (see table above).
The manufacturer was indeed aware of other indications of residual pressure, and they
had issued the «Technical Follow-up» (TFU) 32.42.21.002 «Brakes residual braking
ECAM warning» in September 2000 in which it was mentioned that the warning used
to be due to a spurious indication, caused by the pressure transducers or by the monitoring
of the BSCU, although it was also stated that the residual pressure could also be
real. The TFU mentioned the possibility of resetting the BSCU using the switch of the
antiskid. The TFU also called for two troubleshooting procedures, which would detect
whether the pressure indication was real or spurious. Both tasks (32-40-00-810-839 and
21
Technical report IN-062/2002
Date Abnormality Corrective action taken
09-06-02 In the landing the message residual Braking
appears in wheels of left leg (N° 1-2-5-6), it
disappears after a reset in the parking.
10-06-02 In approach residual pressure in left leg
brakes. Solved after several resets of Nose
Wheel Stering switch (there was indication
of pressure in the brake indicator) and pressing
the brakes at the same time. See previous
reports.
11-06-02 At landing appears in the ECAM «Residual
Brakes» in the left leg.
The servovalve connectors are cleaned and
the pressure transducer of wheels associated
(9GG1, 10GG1, 11GG1, 12GG1 and 5-
6-7-8GG1). It is inspected the status and
condition of dual valve (5403GG), Master
Cylinder (5422GG) and filter LP-B RSVR
(5011JM2) and no abnormalities found.
System Test and Normal BRK Test of both
BSCU OK.
Test of BSCU and reset of the brake system
carried out, results OK.
the residual pressures in left leg are checked,
OK. It is verified the accumulators Sys Blue
OK. Cleaned transmitters 3GK1 and 3GK2.
Sys Test to BSCU from MCDU carried out.
The message in ECAM disappears.
885) started with a built-in test of the BSCU, which was the corrective action taken by
the maintenance personnel in most of the reported cases, with results OK. According
to the tasks, the BITE test would act as a confirmation of the real nature of the residual
pressure.
This TFU was closed in August 2003, once the Service Bulletins A340-32-4187 and A-
340-32-4193 were issued by Airbus to solve the problem of spurious indication.
The manufacturer also issued the FOT 999.0030/002 «BSCU Reset subsequent to a
brakes residual braking» dated 19-04-2002 in which the spurious messages of residual
pressure were described and the need to make a reset of the BSCU was mentioned.
The different documents issued by Airbus before the incident were due to a history of
residual braking indications, that, as previously mentioned and among other aircraft,
affected to A-340 EC-GUP also operated by IBERIA. Within 1-11-2001 and 23-11-2001
　
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