Pilotaydin From Turkey, joined Sep 2004, 2539 posts, RR: 50
Reply 1, posted (7 years 11 months 3 weeks 4 days 10 hours ago) and read 4273 times:
hahah all levers and handles on the bus are small and similar compared to a boeing, so yeah technically you could do that, BUT, im not sure if you have to press the brakes in to set the brake on the bus. You do on the Boeing...
the article says it all, it's got nothing to do with the airplane...it says the pilot was distracted from a previous incident...case and point, flying is 100% psychology...
The only time there is too much fuel onboard, is when you're on fire!
My understanding from this crash was that there was a sensor on the undercarriage strut to detect whether the plane was on the ground, linked to the Thrust Reversers. Could it not activate a caption/horn if brakes locked with no ground pressure.
Equally, is there no visual indication of flap position. My assumption is that the flap levers would have to be accessible, (and visible) to both pilots.
SEPilot From United States of America, joined Dec 2006, 7383 posts, RR: 51
Reply 8, posted (7 years 11 months 3 weeks 4 days 3 hours ago) and read 3814 times:
The report on the LH crash cited says that the regular brakes have sensors to prevent them from being activated until the plane is firmly on the ground, but the parking brake must bypass all of them in order for the present incident to happen.
Quoting Helvknight (Reply 2): According to the story there have been 5 incidents worldwide on the A320 series.
Given the number of A320 flights that's not a lot.
I would disagree; the cost of a complete set of tires is not insignificant, especially if the wheels are damaged as well, as they probably would be. Five incidents is definitely too many. It shouldn't be difficult to add a sensor into the parking brake circuit to prevent it from being applied unless the plane is at least on the ground.
The problem with making things foolproof is that fools are so doggone ingenious...Dan Keebler
VC-10 From United Kingdom, joined Oct 1999, 3719 posts, RR: 32
Reply 9, posted (7 years 11 months 3 weeks 4 days 2 hours ago) and read 3716 times:
Quoting Pilotaydin (Reply 1): all levers and handles on the bus are small and similar compared to a boeing, so yeah technically you could do that, BUT, I'm not sure if you have to press the brakes in to set the brake on the bus.
To apply the park brake on a 'Bus you twist the handle at the back of the pedestal. To lower the flaps you lift the flap lever located at the fwd RHS of the pedestal and pull it back. I fail to see how the two can be confused.
The Park Brake is the emergency brake which if set in the air will remain off until the ground spoilers have deployed
RussianJet From Belgium, joined Jul 2007, 7785 posts, RR: 20
Reply 10, posted (7 years 11 months 3 weeks 3 days 23 hours ago) and read 3655 times:
Quoting SEPilot (Reply 8): I would disagree; the cost of a complete set of tires is not insignificant, especially if the wheels are damaged as well, as they probably would be. Five incidents is definitely too many.
I agree. Admittedly as a proportion of all flights it is low, but in the world of civil aviation five similar incidents such as those is definitely five too many. Which other aircraft have had this happen other than the E170 mentioned above?
✈ Every strike of the hammer is a blow against the enemy. ✈
Jetlagged From United Kingdom, joined Jan 2005, 2606 posts, RR: 25
Reply 11, posted (7 years 11 months 3 weeks 3 days 23 hours ago) and read 3644 times:
There is touchdown protection on the parking brake, so the brakes aren't applied until touchdown. However it also bypasses the anti-skid system (as is usual), so when they are applied the effect is dramatic.
Boeings are different, in that you have to apply the toe brakes, then set the parking brake with a separate lever. The lever itself does not apply the brakes. Airbus is not alone in having a combined parking/emergency brake though, but the Airbus parking brake is ridiculously easy to set at any time. Clearly not idiot pilot proof.
I agree with VC10, there is no explicable reason for the confusion, the two controls look different, feel different and move differently.
Quote: Investigators believe the pilot was distracted because he had experienced a bad landing at Leeds Bradford before.
Remind me not to fly BMI to such "scary" airports.
The glass isn't half empty, or half full, it's twice as big as it needs to be.
Airfoilsguy From , joined Dec 1969, posts, RR:
Reply 12, posted (7 years 11 months 3 weeks 3 days 22 hours ago) and read 3641 times:
I think the whole article is screwed up. The article states that the pilot ment to select full flaps but instead set the parking break. If this was so wouldn't it be obvious to the pilot that the flaps were not set? Think about it, you are landing a plane that you assume has full flaps deployed, what is going to happen? As you approach touch down speed you will notice that your sink rate is increasing due to improper flap selection. Doesn't make sense to me.