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A functional test was performed in accordance with CMM 32-43-16, which includes a
«Proces Velbal d’Essai» (test plan). All the results of this analysis were found inside tolerances.
Messier-Bugatti stated that the valve was in normal operating conditions and
was released as far as the investigation was concerned.
1.16.5. Additional testing of the master cylinder S/N H2121
The cylinder was sent to the facilities of Airbus in Filton (United Kingdom) to be put into
a test bed to simulate the actual conditions of a flight of aircraft EC-IDF. The temperature
changes that appear in climb, cruise and descent were considered as a main factor
leading to the build-up of residual pressure in the alternate brake system.
Airbus carried out additional testing, but, even though the test conditions were more
stringent, it was no longer possible to reproduce the residual pressure. However, because
the cylinder had already been disassembled (see 1.16.3), the feasibility of those results
was doubtful and had anyway to be analysed. It was concluded that, after disassembly,
the master cylinder was no longer «the same» as during the incident. Therefore, no conclusion
could be drawn from the additional testing.
1.16.6. Inspection of the pedal cover
Time after the investigations on the master cylinder took place, the pedal cover that was
installed on EC-IDF upon delivery was pointed out as a possible cause of residual pressure.
Therefore, an inspection for scratches and marks was carried out on that cover
several months after the incident. The main function of that cover was to avoid that
some foreign objects as pocked calculators or pens could fall to the brake assemblies.
The results of the inspection were:
1. There was no chaffing or scratching present on the MSN474 pedal assemblies covers.
2. All clearances between the pedal assemblies and their covers were sufficient to
allow normal operation.
3. The operation of the pedal assemblies during braking inputs was normal.
33
Technical report IN-062/2002
4. The marks seen on the master cylinders of EC-IDF did not indicate any abnormality.
1.17. Organizational and management information
1.17.1. Technical flight records of the aircraft
On board the aircraft there should always be a block of forms of the aircraft flight logbook.
Each form triplicates in 3 pages, from which the last (page 3/3, yellow colour)
must always remain attached to the block. In the right upper area of the form there is
a square titled «Capt. Acceptance» with a space for the signature of the pilot in command
of the aircraft. There is a column called «Complaints» («Anormalidades») to be
filled up by the crew, other called «Maintenance Actions» («Correcciones») to be filled
by the maintenance personnel and other column of signatures of the maintenance personnel
that have handled the complaints reported by the crew. The result of that handling
may be «Fixed», «Under observation» or «Deferred».
The Basic Operations Manual prepared by the operator (revised on 26-5-2002), in
paragraph 8.1.11, gives instructions to the flight crews to fill in the flight logbook
forms, that basically are «All the required data in the form must be carefully completed
». It is also stated that: «In the spaces reserved for the signature it is necessary no
only sign, but to provide the identification number. The captain will sign the square of
aircraft acceptance of the form corresponding to the flight that is going to be carried
out. In this way, he will record the acknowledgment of the corresponding inspections,
as reflected on page 3/3 of the previous flight logbook, and of the abnormalities and
maintenance actions that are also written in this page 3/3 of the previous flight. This
signature of the captain will also serve as confirmation of the complaints and data
recorded during his flight. In the event there are no complaints, the word “NIL” will
be written».
The «Manual de Procedimientos de Mantenimiento en red» («Maintenance Procedures
Manual») of the operator (Section 2, Revision 7 of 18-6-02) also provides guidance for
the handling and completion of the flight logbook pages. It is mentioned that the maintenance
action after the reported complaints must always be done in accordance with
the established documentation and, in the event that maintenance action or repair is
not included in the documentation, the corresponding instructions will be consulted to
the corresponding Engineering Support Department, and this circumstance will be reported
in the flight logbook.
　
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