|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||1201 To 1800|
|Locale Reference||airport : zzz.airport|
|Altitude||msl single value : 23000|
|Controlling Facilities||artcc : zzz.artcc|
tower : mia.tower
|Operator||common carrier : air carrier|
|Make Model Name||A320|
|Operating Under FAR Part||Part 121|
|Flight Phase||climbout : intermediate altitude|
climbout : vacating altitude
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : critical|
other anomaly other
|Independent Detector||other flight crewa|
other flight crewb
|Resolutory Action||none taken : detected after the fact|
Flight Crew Human Performance
Chart Or Publication
|Primary Problem||Flight Crew Human Performance|
We had landed the same airplane from ZZZ2 and used very little brakes with a short taxi to the gate. The left brake had exceeded 400 degrees and the right brake was a little over 100 degrees. Talking to the mechanic in ZZZ, he researched the maintenance history and found a recent left brake change and said that new brakes are often hot. We had about 1 hour on the ground in ZZZ. Flight X ZZZ-ZZZ2 takeoff and climbing to FL230. At FL230 we got a 'hot brakes' ECAM. The procedure says to slow to 250 KIAS, lower landing gear and allow brakes to cool. We complied with ECAM procedure. It took about 2 mins or so to cool the brakes from 305 degrees to under 300 degrees. There was convective WX in the area and a little bit of light chop. Once the gear was down, I slowed a bit more (I think around 235-237 KIAS) to give more leeway at 250 KIAS. I didn't want to slow any more. It seemed like vertical speed was visible on the airspeed tape and with the convective WX I wanted a bit of extra speed in case of some more turbulence. Once the brakes cool, the ECAM goes away. I retracted the gear around 235 KIAS and didn't think about the gear retract speed limit of 220 KIAS. Flew to ZZZ2 then onto ZZZ3 where the aircraft went to the hangar. I didn't think much about this till on my drive home. I called up maintenance on my drive home and explained the situation. I know maintenance had the aircraft and could look to see if I had violated any limits. He said he would make a write-up and did not think there was a problem.
Original NASA ASRS Text
Title: AN AIRBUS 320 AT FL230 HAD 'HOT BRAKES' ECAM. COMPLIED WITH ECAM PROC AND SLOWED TO 250 KTS, LOWERED GEAR AND COOLED BRAKES. RETRACTED GEAR AT 235 KTS EXCEEDING RETRACT LIMIT OF 220 KTS.
Narrative: WE HAD LANDED THE SAME AIRPLANE FROM ZZZ2 AND USED VERY LITTLE BRAKES WITH A SHORT TAXI TO THE GATE. THE L BRAKE HAD EXCEEDED 400 DEGS AND THE R BRAKE WAS A LITTLE OVER 100 DEGS. TALKING TO THE MECH IN ZZZ, HE RESEARCHED THE MAINT HISTORY AND FOUND A RECENT L BRAKE CHANGE AND SAID THAT NEW BRAKES ARE OFTEN HOT. WE HAD ABOUT 1 HR ON THE GND IN ZZZ. FLT X ZZZ-ZZZ2 TKOF AND CLBING TO FL230. AT FL230 WE GOT A 'HOT BRAKES' ECAM. THE PROC SAYS TO SLOW TO 250 KIAS, LOWER LNDG GEAR AND ALLOW BRAKES TO COOL. WE COMPLIED WITH ECAM PROC. IT TOOK ABOUT 2 MINS OR SO TO COOL THE BRAKES FROM 305 DEGS TO UNDER 300 DEGS. THERE WAS CONVECTIVE WX IN THE AREA AND A LITTLE BIT OF LIGHT CHOP. ONCE THE GEAR WAS DOWN, I SLOWED A BIT MORE (I THINK AROUND 235-237 KIAS) TO GIVE MORE LEEWAY AT 250 KIAS. I DIDN'T WANT TO SLOW ANY MORE. IT SEEMED LIKE VERT SPD WAS VISIBLE ON THE AIRSPD TAPE AND WITH THE CONVECTIVE WX I WANTED A BIT OF EXTRA SPD IN CASE OF SOME MORE TURB. ONCE THE BRAKES COOL, THE ECAM GOES AWAY. I RETRACTED THE GEAR AROUND 235 KIAS AND DIDN'T THINK ABOUT THE GEAR RETRACT SPD LIMIT OF 220 KIAS. FLEW TO ZZZ2 THEN ONTO ZZZ3 WHERE THE ACFT WENT TO THE HANGAR. I DIDN'T THINK MUCH ABOUT THIS TILL ON MY DRIVE HOME. I CALLED UP MAINT ON MY DRIVE HOME AND EXPLAINED THE SIT. I KNOW MAINT HAD THE ACFT AND COULD LOOK TO SEE IF I HAD VIOLATED ANY LIMITS. HE SAID HE WOULD MAKE A WRITE-UP AND DID NOT THINK THERE WAS A PROB.
Data retrieved from NASA's ASRS site as of July 2007 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.