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1. FACTUAL INFORMATION. 1.1. History of the flight. The aircraft was owned by GATX Leasing and operated by Leisure International Airways. In the event flight, the aircraft was operating a passenger holiday charter flight on behalf of Sabre Airways, flight number SBE-4064, from Manchester to Ibiza. The flight deck crew were normally based at London Gatwick Airport and reported for duty there at 18.00 hrs UTC in order to be positioned by air to Manchester to operate the flight to Ibiza. The cabin staff were all based at Manchester. On arrival at the aircraft, the commander noted that there were three items in the Deferred Defect section of the Technical Log, but these were not relevant to the flight or the subsequent event. Boarding progressed slightly slower than normal, with the result that the flight departed at 22.30 hrs, some 15 minutes behind the planned schedule. Two pilots, five cabin crew and 180 passengers were on board. After pushback and engine start, the crew noted a brief ECAM (Electronic Centralised Aircraft Monitoring) message: 'Digital Flight Data Recorder Fault', but this condition was only transient. The take-off, departure and cruise phases were uneventful. The handling pilot for the sector was the first officer; this was decided during the pre-flight briefing, given the good meteorological conditions expected at destination. As soon as the Ibiza METAR had been obtained, while still in the cruise phase, the first officer planned for an ILS approach to Runway 24, set up 5 the navigation aids and programmed the Flight Management Guidance Computers (FMGC's) accordingly. He pre-selected the BSCU (Brake and Steering Control Unit) Autobrake system to Low. Upon this selection, a 'BRAKES BSCU CH 2 FAULT' was annunciated to the crew. There was no ECAM procedure to be followed. The selection was repeated but the fault remained. The Status Page displayed ‘Inop Sys BSCU2 Fault’ (‘Inoperative System, BSCU Channel 2 Fault’). The crew checked the relevant section of the Flight Crew Operating Manual Volume 3 and this stated that the indication was for 'Crew Awareness'. No further crew action was specified. There were no further abnormal indications present. A normal ILS approach was conducted. The first radio contact with Ibiza approach at 119.8 MHz ocurred at 00.35 hrs. The aircraft was already established at ILS a 10 Nm from the VOR-DME of Ibiza-IBA. At 00.46:36 hrs they were authorised to land on Runway 24, wind of 020º direction and 5 Kts velocity. The aircraft made the flare and a gentle touchdown about 800 metres from the start of Runway 24. A slight tailwind component was apparent, of approx. 4 kt. Reverse thrust was selected and initial deceleration appeared normal. The commander considered that more braking was required in order to slow the aircraft to achieve the planned turn off the runway, so he advised the first officer to apply more braking. The first officer tried to apply more braking but found this ineffective. He informed the commander of this and, around 80 kt, the first officer reduced reverse thrust. The commander immediately took control, reapplied reverse thrust and attempted to apply the brakes. He too found that there was no braking available. Therefore, the commander began to swerve the aircraft each way in an attempt to increase the available braking distance and slow the aircraft down by lateral skidding before reaching the end of the runway, with the tyres leaving rubber marks on the runway surface. The aircraft left the end of the runway, entering the paved stopway (SWY) and then into and beyond the 60-m overrun area (CWY). The 6 commander was familiar with Ibiza Airport and knew of the presence of the aerodrome boundary wall and the Mediterranean Sea beyond it. He therefore elected to turn the aircraft to the right to remain within the aerodrome boundary. The nose landing gear collapsed as the aircraft ran on softer and more rugged terrain to approach an earth embankment and then came to rest with both engines partially embedded in it. The ride across the overrun area had been quite rough and much of the flight deck paperwork had become dislodged, including the charts and checklists. When the aircraft had stopped moving, the flight deck was in total darkness. The commander and the first officer worked together to complete by recall all the items of Emergency Evacuation checklist. TWR were informed at 00.51 hrs and the emergency services were requested. A confirmation was given to the senior cabin crew member to initiate the evacuation. The controller on duty noted that something was wrong and made four www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：航空资料20
