FROM : AIRBUS FLIGHT SAFETY DEPARTMENT TOULOUSE
ACCIDENT INFORMATION TELEX - ACCIDENT INFORMATION TELEX
The data which follow have been approved for release by the Brazilian investigation
authorities.
It is confirmed that the aircraft was dispatched with the Engine 2 thrust reverser inoperative
as authorized by the MEL.
It is confirmed that the associated operational procedure of TAM MEL was updated
according to current MMEL page 02-78 p1 SEQ 001 REV 29 which reminds the crew to
select both thrust levers to idle before touchdown and requires to select both reversers at
touchdown.
The following is the sequence of events according to the recorders:
Final Approach phase
· The aircraft was approaching runway 35L.
· The last wind information given to the crew by the ATC was 330°/8kts.
· The runway condition given to the crew by the ATC was wet and slippery.
· Landing configuration was established with Slats/Flaps fully extended, gear down,
ground spoilers armed, autobrake selected to MED.
· Approach speed was 145 kts
· The final approach was performed with Autopilot OFF - disconnected at about 370
feet (radio-altitude), Flight Directors ON, Auto-Thrust (ATHR) ON.
· The CM1 was the Pilot Flying.
· The crew approach briefing included a reminder that only the left engine thrust
reverser was available. Flare and touch-down
· During the flare, the "RETARD" call-out has been normally triggered
· The "RETARD" call-out has been triggered 3 times, ending at the selection of the
engine 1 reverser.
· Before touchdown, the engine 1 throttle was retarded to idle.
· The engine 2 throttle is recorded in the Climb position and remained in this position to
the end of recording.
· Preliminary trajectory computation indicates that the aircraft landed in the touch-down
zone.
Landing roll
· Just after touch-down, idle reverse was selected on engine 1, followed within 2
seconds by the selection of max reverse which was kept to the end of recording.
· Following reverser 1 selection, the ATHR disconnected as per design and remained
disconnected to the end of recording.
· With the engine 2 throttle being in the Climb position: 1/ the engine 2 EPR remained
at a value of approximately 1.2 corresponding to the EPR at the time of ATHR
disconnection; and 2/ the ground spoilers did not deploy and the autobrake was not
activated.
· Maximum manual braking actions began 11 seconds after touch-down.
· Rudder inputs and differential braking have been applied during the landing roll.
· The aircraft overran the runway at approximately 100 kts.
DFDR and CVR data show no evidence of aircraft malfunction.
At this stage of the investigation, and as already indicated in the previous AIT n°3,
Airbus remind all operators to strictly comply with the following procedures:
A- During the flare at thrust reduction select ALL thrust levers to IDLE.
B- For the use of the thrust reversers when landing with one Engine Reverser inhibited
refer to :
· For A318/A319/A320/A321 MMEL 02-78 Page 1 Rev 29
· For A310 MMEL 02-78 Page 1 Rev 17
· For A300-600 MMEL 02-78 Page 1 Rev 15
· For A330 MMEL 02-78 Page 1 Rev 17
· For A340 200/300/500/600 MMEL 02-78 Page 1 Rev 19
Ich kenn mich da nicht so aus. Danke euch schonmal.
