MonAmQB wrote:Searched and didn't see this one posted.
"In an unprecedented incident, the pilots of a China Airlines (CAL) Airbus A330 had to switch to manual braking during a landing in Taipei because three computer systems lost power simultaneously, reports said Friday (July 3).
As a result, the plane came to a halt just 9 meters from the end of the runway at Taipei Songshan Airport, according to CNA. None of the more than 80 passengers on board were injured."
strfyr51 wrote:Losing Both BSCU's is pretty serious. That had to be a Buss power loss as the alternate brakes worked manually. So? they lost auto braking power. That's not an easy failure. I worked Airbus troubleshooting for 13 years and never had that happen.
DarkSnowyNight wrote:strfyr51 wrote:Losing Both BSCU's is pretty serious. That had to be a Buss power loss as the alternate brakes worked manually. So? they lost auto braking power. That's not an easy failure. I worked Airbus troubleshooting for 13 years and never had that happen.
I also agree that this is highly unusual. It could be a Bus Pwr issue, but I would also have a look at installation and T/S for the previous several sectors. Were the boxes swapped to attempt a fault-follow? If so, cannon plug connected but not all the way slide-closed? These are WAGs, but also the 1st place to look. Having all three boxes go bad would be incredible odds & likely a first, so I am not inclined to think that was the case...
AstroNav wrote:Does this mean that braking was end-2-end hydraulic, bypassing the "electrical interception"?
N6168E wrote:Just tossing this out there. There were only 80 pax onboard. In normal times with a fuller passenger load, how much higher would the approach speed be and could they have had an overrun?
FLALEFTY wrote:Setting the potential systems failures aside, why did the pilots choose to land with a 8 kt. tailwind (gusting to 19 kt.) on a relatively-short (8,500+/- Ft.), wet runway?
zeke wrote:FLALEFTY wrote:Setting the potential systems failures aside, why did the pilots choose to land with a 8 kt. tailwind (gusting to 19 kt.) on a relatively-short (8,500+/- Ft.), wet runway?
My guess is the weather, the other direction (RW28) the best approach available is the RNAV which gets them down to around 840 ft and requires 3600 m of visibility, the RW10 ILS minima is 253 ft with a 4% go around gradient and required RVR of 750m. The metar reported at the time indicates a RVR of around 1500 m and a few clouds at 600 ft.
A landing calculation on Runway 10 with 10 knots of tailwind, on a wet runway, low autobrake, and no reverse shows some margin on landing with a landing weight of 175 tonnes which would be a freighter flight with 40-45 tonnes of cargo and holding TPE as an alternate. With the failure of PRIM 1/2/3 the landing distance exceeds the runway available in those conditions with low autobrake and no reverse. A margin of 300 ft is shown when manual brakes are used.
Thanks for the clear explanation. It was close, but at least everyone was safe and the aircraft avoided serious damage.
I'm surprised by this one because the A330 has been such a safe and reliable aircraft for so many years. Airbus engineers have been very careful to design out single-point failure modes in their aircraft, but somehow "Murphy's Law" overruled in this case. But they will find it and fix it where it cannot happen again.
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