|37000 Feet||Browse and search NASA's
Aviation Safety Reporting System
|Local Time Of Day||0001 To 0600|
|Locale Reference||airport : zzz.airport|
|Altitude||agl single value : 0|
|Controlling Facilities||tower : rctp.tower|
|Operator||common carrier : air carrier|
|Make Model Name||A300|
|Operating Under FAR Part||Part 121|
|Flight Phase||ground : takeoff roll|
|Affiliation||company : air carrier|
|Function||flight crew : captain|
oversight : pic
|Experience||flight time last 90 days : 100|
flight time total : 8500
flight time type : 200
|Affiliation||company : air carrier|
|Function||flight crew : first officer|
|Anomaly||aircraft equipment problem : critical|
|Independent Detector||aircraft equipment other aircraft equipment : wheel temp indicator|
|Resolutory Action||flight crew : landed in emergency condition|
flight crew : overcame equipment problem
Flight Crew Human Performance
Arrived at aircraft approximately 45 mins before scheduled block. The airplane was the same aircraft that we flew in the previous morning. The logbook indicated #7 tire change during the previous day; along with some other maintenance items performed. Preflight was uneventful and all tires appeared normal; with adequate brake wear indications. Takeoff weight was 309K. Takeoff brief and taxi uneventful. I did comment that it took a little more power to taxi than I expected; but I assumed that the uphill grade on the ramp; along with slightly higher elevation and temperatures were compounding to need the added power. Before takeoff checklist and takeoff confign checked normal for takeoff. First officer accomplished takeoff with a normal acceleration to a smooth rotation to departure. After takeoff; after the gear up call; we received a wheel temperature overheat indication only on #7 wheel. All other indications were very low. The landing gear were already on their way up. After the gear were in the well; the indication continued to climb; and I performed the ECAM items; lowering the landing gear; and turning on the brake fans. The highest indication I remember was about 425 degrees C. The gear cooled slowly on climb out; which concerned us; and we begin to suspect a possible fire; but adjacent wheels continued to show normal temperatures; and the #7 slowly cooled. After some discussion; we decided that the abnormal temperature could have been a bad indication or at worst was a dragging brake. The overtemp was not significant; only slightly over 400 degrees C; and I decided to retract the gear; monitor the situation; and continue the flight. After the gear was cooled below 290 degrees C; we raised the gear. All indications were normal; and we continued the climb to altitude. We told dispatch the situation; and involved maintenance. We used ACARS to keep flight control advised. The wheel continued to cool; and we elected to land at sdf with precautionary fire equipment standing by. No emergency was declared; but we expected the same overheat on landing or worse. We briefed the jumpseaters; and each other on actions in case of a wheel fire; and reviewed the emergency evacuate/evacuation checklist. The landing was a GPS to visual to runway 17R. I chose to take the landing as PIC. The landing and rollout were normal; and accomplished with minimal braking; no autobrakes. We asked for visual inspection of the gear clearing the runway. This was prebriefed with the tower and crash fire rescue equipment. The visual inspection showed a flat #7; dragging and leaving a skid mark. We called maintenance to coordination tow in to parking. The crash fire rescue equipment chief debriefed me; and the crew and jumpseaters. Inspection after shutdown showed #7 flat; with visible pressure and wear on #6. The mechanics said the brakes were not dragging. In retrospect; we did not tell departure tower or departure of the problem after takeoff which might have prompted them to inspect the runway for FOD; providing us more information; and could have caused a safety problem for other aircraft.
Original NASA ASRS Text
Title: A300 TAKES OFF WITH A NEW TIRE WHICH APPEARS TO HAVE NOT BEEN INFLATED. HIGH WHEEL TEMP LEADS TO A PRECAUTIONARY INSPECTION BY CFR AFTER LNDG AT DEST.
Narrative: ARRIVED AT ACFT APPROX 45 MINS BEFORE SCHEDULED BLOCK. THE AIRPLANE WAS THE SAME ACFT THAT WE FLEW IN THE PREVIOUS MORNING. THE LOGBOOK INDICATED #7 TIRE CHANGE DURING THE PREVIOUS DAY; ALONG WITH SOME OTHER MAINT ITEMS PERFORMED. PREFLT WAS UNEVENTFUL AND ALL TIRES APPEARED NORMAL; WITH ADEQUATE BRAKE WEAR INDICATIONS. TKOF WT WAS 309K. TKOF BRIEF AND TAXI UNEVENTFUL. I DID COMMENT THAT IT TOOK A LITTLE MORE PWR TO TAXI THAN I EXPECTED; BUT I ASSUMED THAT THE UPHILL GRADE ON THE RAMP; ALONG WITH SLIGHTLY HIGHER ELEVATION AND TEMPS WERE COMPOUNDING TO NEED THE ADDED PWR. BEFORE TKOF CHKLIST AND TKOF CONFIGN CHKED NORMAL FOR TKOF. FO ACCOMPLISHED TKOF WITH A NORMAL ACCELERATION TO A SMOOTH ROTATION TO DEP. AFTER TKOF; AFTER THE GEAR UP CALL; WE RECEIVED A WHEEL TEMP OVERHEAT INDICATION ONLY ON #7 WHEEL. ALL OTHER INDICATIONS WERE VERY LOW. THE LNDG GEAR WERE ALREADY ON THEIR WAY UP. AFTER THE GEAR WERE IN THE WELL; THE INDICATION CONTINUED TO CLB; AND I PERFORMED THE ECAM ITEMS; LOWERING THE LNDG GEAR; AND TURNING ON THE BRAKE FANS. THE HIGHEST INDICATION I REMEMBER WAS ABOUT 425 DEGS C. THE GEAR COOLED SLOWLY ON CLBOUT; WHICH CONCERNED US; AND WE BEGIN TO SUSPECT A POSSIBLE FIRE; BUT ADJACENT WHEELS CONTINUED TO SHOW NORMAL TEMPS; AND THE #7 SLOWLY COOLED. AFTER SOME DISCUSSION; WE DECIDED THAT THE ABNORMAL TEMP COULD HAVE BEEN A BAD INDICATION OR AT WORST WAS A DRAGGING BRAKE. THE OVERTEMP WAS NOT SIGNIFICANT; ONLY SLIGHTLY OVER 400 DEGS C; AND I DECIDED TO RETRACT THE GEAR; MONITOR THE SITUATION; AND CONTINUE THE FLT. AFTER THE GEAR WAS COOLED BELOW 290 DEGS C; WE RAISED THE GEAR. ALL INDICATIONS WERE NORMAL; AND WE CONTINUED THE CLB TO ALT. WE TOLD DISPATCH THE SITUATION; AND INVOLVED MAINT. WE USED ACARS TO KEEP FLT CTL ADVISED. THE WHEEL CONTINUED TO COOL; AND WE ELECTED TO LAND AT SDF WITH PRECAUTIONARY FIRE EQUIP STANDING BY. NO EMER WAS DECLARED; BUT WE EXPECTED THE SAME OVERHEAT ON LNDG OR WORSE. WE BRIEFED THE JUMPSEATERS; AND EACH OTHER ON ACTIONS IN CASE OF A WHEEL FIRE; AND REVIEWED THE EMER EVAC CHKLIST. THE LNDG WAS A GPS TO VISUAL TO RWY 17R. I CHOSE TO TAKE THE LNDG AS PIC. THE LNDG AND ROLLOUT WERE NORMAL; AND ACCOMPLISHED WITH MINIMAL BRAKING; NO AUTOBRAKES. WE ASKED FOR VISUAL INSPECTION OF THE GEAR CLRING THE RWY. THIS WAS PREBRIEFED WITH THE TWR AND CFR. THE VISUAL INSPECTION SHOWED A FLAT #7; DRAGGING AND LEAVING A SKID MARK. WE CALLED MAINT TO COORD TOW IN TO PARKING. THE CFR CHIEF DEBRIEFED ME; AND THE CREW AND JUMPSEATERS. INSPECTION AFTER SHUTDOWN SHOWED #7 FLAT; WITH VISIBLE PRESSURE AND WEAR ON #6. THE MECHS SAID THE BRAKES WERE NOT DRAGGING. IN RETROSPECT; WE DID NOT TELL DEP TWR OR DEP OF THE PROB AFTER TKOF WHICH MIGHT HAVE PROMPTED THEM TO INSPECT THE RWY FOR FOD; PROVIDING US MORE INFO; AND COULD HAVE CAUSED A SAFETY PROB FOR OTHER ACFT.
Data retrieved from NASA's ASRS site as of January 2009 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.