From a friend at Airbus.
It all sounds about right. Also, since it took them so long to close the
thrust levers, I'm guessing this was not a flight crew, but a
maintenance crew. The parking brake is either on or off on that
airplane.
The reference to EPR's of 1.25-ish would pe about 30% of max thrust,
maybe a tad more. Probably enough to get it going with the brakes set on
a wet slippery area.


Subject: FW: A340-600 - MSN 856 - INCIDENT IN PRODUCTION


________________________________

From: ]
Sent: Tue 20/11/2007 14:46
To: undisclosed-recipients
Subject: A340-600 - MSN 856 - INCIDENT IN PRODUCTION



SUBJECT: A340-600 - MSN 856 - ACCIDENT IN PRODUCTION OUR REF.: F-WWCJ
AIT 2
DATED 20th OF NOVEMBER 2007 PREVIOUS REF: F-WWCJ AIT 1 DATED 16th OF
NOVEMBER 2007

THIS AIT IS AN UPDATE OF PREVIOUS AIT N°1 CONCERNING THE A340-600
PRODUCTION
AIRCRAFT MSN 856 INVOLVED IN AN ACCIDENT IN AIRBUS PRODUCTION FACILITIES
IN
TOULOUSE ON THE 15TH NOVEMBER 2007 AT 17:00 LOCAL TIME.

THE FOLLOWING IS THE SEQUENCE OF EVENTS ACCORDING TO THE RECORDERS,
WHICH
HAS BEEN APPROVED FOR RELEASE BY THE FRENCH INVESTIGATION AUTHORITIES
(BEA).

FOR ABOUT 3 MINUTES BEFORE THE END OF THE EVENT, ALL FOUR ENGINES EPR
WAS
BETWEEN 1.24 AND 1.26 WITH PARKING BRAKE ON AND WITHOUT GROUND CHOCKS.
THE
ALTERNATE BRAKE PRESSURE WAS NORMAL. (WITH PARKING BRAKE ON, BRAKE
PRESSURE
IS SUPPLIED BY ALTERNATE).

13 SECONDS BEFORE THE IMPACT THE AIRCRAFT STARTED TO MOVE. WITHIN 1 OR 2
SECONDS THE CREW APPLIED BRAKE PEDAL INPUTS AND SELECTED PARKING BRAKE
OFF.
THESE ACTIONS LED THE NORMAL BRAKE PRESSURE TO INCREASE TO ITS NORMAL
VALUE.

2 SECONDS PRIOR BEFORE THE IMPACT, ALL 4 ENGINE THRUST LEVERS WERE
SELECTED
TO IDLE.

THE AIRCRAFT IMPACTED THE CONTAINMENT WALL AT A GROUND SPEED OF 30 KTS.

THERE IS NO EVIDENCE OF ANY AIRCRAFT SYSTEM OR ENGINE MALFUNCTION.

AIRBUS REMINDS ALL OPERATORS TO STRICTLY ADHERE TO AMM PROCEDURES WHEN
PERFORMING ENGINE GROUND RUNS

ENGINE GROUND RUNS AT HIGH POWER ARE NORMALLY CONDUCTED ON A SINGLE
ENGINE
WITH THE ENGINE IN THE SAME POSITION ON THE OPPOSITE WING OPERATED AT A
LIMITED THRUST SETTING TO AVOID DAMAGE TO THE AIFRAME

WHEEL CHOCKS ARE TO BE INSTALLED THROUGHOUT THE TEST.


Yannick MALINGE
Vice President Flight Safety
GSE
AIRBUS Central Entity

Phone : +33 (0)5 61 93 43 60
Fax : +33 (0)5 61 93 44 29




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