|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0601 To 1200|
|Locale Reference||atc facility : zdv.artcc|
|Altitude||msl single value : 37000|
|Controlling Facilities||artcc : zdv.artcc|
|Operator||common carrier : air carrier|
|Make Model Name||A319|
|Operating Under FAR Part||Part 121|
|Navigation In Use||other|
|Flight Phase||cruise : level|
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Qualification||pilot : atp|
pilot : multi engine
pilot : instrument
pilot : cfi
|Experience||flight time last 90 days : 150|
flight time total : 5000
flight time type : 150
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||aircraft equipment other aircraft equipment : alert system|
other flight crewa
|Resolutory Action||flight crew : landed in emergency condition|
flight crew : declared emergency
After departing sea airport on the way back to denver, we got 3 system alert messages (nosewheel steering off, brake system #1 failed, brake system #2 failed). We performed gear action in order to fix the problem, but had no success. While the captain was on commercial radio with operations, I was digging in the books in order to find what was left of the brake system. Found out that only accumulation pressure was left. Calculated landing distance to be about 700 ft in this condition. Operations could not give positive answer as if we had brakes or not. 40 mins out of destination, captain decided to declare an emergency and requested largest runway available. We called a flight attendant onto flight deck in order to explain the situation. She went back in the cabin to brief other flight attendant and passenger. Approach was normal, landing normal, captain used accumulation brakes and reverse, about 8000 ft of runway used to stop. Shut down engines and got towed to the gate. 2 very senior FAA inspectors were on board and were fully involved in the decision process. They thought we did an excellent job and were more than satisfied with outcome of the situation. Captain and cabin crew did an outstanding job. We never exercised the emergency privileges, did not deviate from any procedures nor clearance.
Original NASA ASRS Text
Title: AN A319 FLT CREW EXPERIENCE A FAILURE OF THE BRAKE SYS RESULTING IN AN EMER LNDG AT DEN.
Narrative: AFTER DEPARTING SEA ARPT ON THE WAY BACK TO DENVER, WE GOT 3 SYS ALERT MESSAGES (NOSEWHEEL STEERING OFF, BRAKE SYS #1 FAILED, BRAKE SYS #2 FAILED). WE PERFORMED GEAR ACTION IN ORDER TO FIX THE PROB, BUT HAD NO SUCCESS. WHILE THE CAPT WAS ON COMMERCIAL RADIO WITH OPS, I WAS DIGGING IN THE BOOKS IN ORDER TO FIND WHAT WAS LEFT OF THE BRAKE SYS. FOUND OUT THAT ONLY ACCUMULATION PRESSURE WAS LEFT. CALCULATED LNDG DISTANCE TO BE ABOUT 700 FT IN THIS CONDITION. OPS COULD NOT GIVE POSITIVE ANSWER AS IF WE HAD BRAKES OR NOT. 40 MINS OUT OF DEST, CAPT DECIDED TO DECLARE AN EMER AND REQUESTED LARGEST RWY AVAILABLE. WE CALLED A FLT ATTENDANT ONTO FLT DECK IN ORDER TO EXPLAIN THE SIT. SHE WENT BACK IN THE CABIN TO BRIEF OTHER FLT ATTENDANT AND PAX. APCH WAS NORMAL, LNDG NORMAL, CAPT USED ACCUMULATION BRAKES AND REVERSE, ABOUT 8000 FT OF RWY USED TO STOP. SHUT DOWN ENGS AND GOT TOWED TO THE GATE. 2 VERY SENIOR FAA INSPECTORS WERE ON BOARD AND WERE FULLY INVOLVED IN THE DECISION PROCESS. THEY THOUGHT WE DID AN EXCELLENT JOB AND WERE MORE THAN SATISFIED WITH OUTCOME OF THE SIT. CAPT AND CABIN CREW DID AN OUTSTANDING JOB. WE NEVER EXERCISED THE EMER PRIVILEGES, DID NOT DEVIATE FROM ANY PROCS NOR CLRNC.
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.