A300
Workload; Confusion
Aircraft Equipment Problem Less Severe
Aircraft Aircraft Damaged; General Maintenance Action
Aircraft; Weather
Captain was pilot flying and First Officer was pilot not flying. While enroute; the Captain decided to land Runway 26 and perform a 20 flap; medium brake landing; due to forecast gusty crosswinds. ATIS reported that the winds were no longer gusty; however; the Captain decided to continue the planned 20 flap/medium brake for practice. I recall; on approach; Tower called the winds less than 10 KTS at a crosswind. The Captain's landing was firm (not more than I have seen before) and the autobrakes activated quickly (as they normally do with medium brakes.). The Captain disengaged the autobrakes around 110 KTS by pressing the brakes and slowed the aircraft normally. While still on the runway the ECAM chimed and showed the Left Cabin Door open warning. After I cleared that warning; the ECAM chimed again with the Hot Brakes warning. I noticed then that the left wheel trunk temps were orange and the right were yellow; but I can't recall the actual temps. This all occurred right prior to our turn to exit the runway. I turned on the brake fans and responded to Tower's taxi instructions; then performed the after landing check. While taxiing in; Tower revised our taxi instructions as the ECAM chimed again for the cabin door. The ECAM cleared itself again as we approached our turn to cross the runway into the ramp. It was as we were crossing the runway I noticed the left trunk showed temps at 650-700; and informed the Captain. We continued into the ramp since we were so close and parked. The Captain attempted to call Maintenance to warn them of the hot brakes but didn't get an answer over the radio or the intercom after buzzing mechanic call horn. Maintenance came up and informed us that we had 3 blown tires (later the fourth blew as well.) He later explained that 2 of the tires were showing low (not completely flat) as we taxied in and that the other 2 looked fine. All 4 ended up flat.My guess that the autobrakes overheated the left side and caused the fuse plugs to blow.
On taxi into parking we noticed the left side brakes were at an average temperature of 650-700. The right side was about 250. Maintenance upon boarding the aircraft told us 3 tires had deflated on the left side. I entered a write-up in the maintenance logbook. Subsequently a fourth tire deflated. The forecast for our arrival indicated gusty crosswind conditions; I planned and briefed a flaps 20 medium autobrake landing. Winds on the ATIS for our arrival were 350/13; temperature 31 degrees C. I elected to accomplish a flaps 20 medium auto brake landing for the potential gusty crosswind conditions and for proficiency. Landing on Runway 26 was firm. Medium autobrakes grabbed strong and abruptly as expected. Autobrakes were disconnected upon nose wheel touchdown. Reverses were deployed. Brake hot warning illuminated as we were clearing the runway. First Officer selected fans ON. We also had a temporary Left Cabin Door ECAM alert which cleared itself. As we taxied in everything seemed normal. No unusual braking or steering problems. I have done several flaps 20 medium autobrake landing as I teach this maneuver during IOE. I like to stay proficient in the maneuver. As we' taxied into the ramp the wheel page displayed and we noticed the large differential in brake temps between the left and right trucks. I'm not sure what caused the tires to get so hot. Temperature was not unusually high; 31C. Maneuver was accomplished within standards.
An A300 Captain performed a practice flaps 20; autobrake medium landing and while taxiing to the gate the left truck brakes recorded high temperatures. Ultimately four tires deflated with melted fuses.