Sealey Vs024 Brake Piston Wind-Back Tool with Double Adaptor

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The flight crew of Virgin Atlantic flight VS024 responded to the in-flight emergency with commendable judgement and conducted a skilful landing, with the Airport Emergency Services in full and effective attendance. The evacuation was completed with minor injuries to 5 passengers and 2 crew members. The post-evacuation handling of the passengers and crew was efficient and effective. Only minor evacuation injuries were sustained by the evacuees of Virgin Atlantic flight VS024. The torque pin which had connected the No. 6 brake torque rod to the wheel brake had disengaged during the landing gear was retracted after takeoff from Los Angeles, allowing the unrestrained rod to pivot freely about the retained end. This design of wheel brake assembly had satisfactorily passed the related certification wheel brake structural torque test. However the latter contained no requirement to use a representative axle or other means to reproduce the axle deflections which occur during aircraft braking in service. In result it didn't require post torque test strip assessment of brake assemblies, which resulted in an overstressing deformation which did not produce component failure.

Full deployment of the left main landing gear was prevented by the unrestrained end of the No 6 brake torque rod having become trapped in the keel beam structure within the gear bay, jamming the landing gear in a partially deployed position. Peters, Luke (11 November 2022). "25 Years Ago: How A Virgin Atlantic Airbus A340 Landed Without Fully Extended Landing Gear". Simple Flying . Retrieved 30 April 2023. The torque pin which had connected No 6 brake torque rod to that wheel brake assembly had disengaged during landing gear retraction after take off from Los Angeles, allowing the unrestrained rod to pivot freely about the retained end. At 05:09 flight VS024 departed from the runway No. 24L in Los Angeles with a 19-minute delay. While climbing, the crew noticed that it took the landing gear a bit longer to retract. However, because no warning signals came on the pilot didn't pay attention for it. [6] :3Full deployment of the left main landing gear was prevented because the unrestrained end of the brake torque rod No. 6 had become trapped in the keel beam structure within the gear bay. It jammed the landing gear in a partially deployed position. The aircraft was seriously damaged. 3 engines and the landing gear, the pylons, especially the one from engine number 2, were damaged. The runway 27L was damaged after the landing gear tyres burst. [6] :8 Next 20) Basic users (becoming a basic user is free and easy!) view 40 history. ( Register) Airborne Virgin Atlantic "Virgin" (VIR) Aircraft

This design of wheel brake assembly had satisfactorily passed the related certification wheel brake structural torque test to the requirements of TSO C26c paragraph 4.2. However the latter contained no requirement to use a representative axle or other means to reproduce the axle deflections which occur during aircraft braking in service, and did not require post-torque test strip assessment of brake assemblies for resultant evidence of overstressing deformation which did not produce component failure.

The aircraft was an Airbus A340-311, registered G-VSKY with serial number 016. It made its first flight on 3 November 1993, and was delivered soon after to Virgin Atlantic on 21 January 1994. At the time of the accident the aircraft flew 19,323 hours. It was fitted with four CFM International CFM56-5C2 low-bypass turbofan engines. [4] [5] [6] :10 Incident [ edit ]

Emergency landing 'all in a day's work' ". The Independent. 6 November 1997 . Retrieved 30 April 2023. Full deployment of the left main landing gear was prevented by the unrestrained end of the number #6 brake torque rod having become trapped in the keel beam structure within the gear bay, jamming the landing gear in a partially deployed position. The accident occurred when the aircraft, which had a landing gear problem on its first approach to Heathrow Airport, carried out an emergency landing on Runway 27L with the left main landing gear only partially extended. The torque pin and its retaining assembly had been subject to higher axial and torsional loads than predicted during aircraft braking in service. These loads resulted from elastic deformation of the wheel axle, brake and torque rod, and assembly without the correct axial clearance due to prior undetected displacement of the associated bushes. The precise mode of failure of the retaining assembly bolt, nut, and cotter pin could not be ascertained in the absence of these parts.

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Once all options to manually lower the gear had been exhausted, the cabin crew were instructed to prepare the passenger cabin for an emergency landing. Passengers were reminded of the brace position and to expect to disembark via the emergency evacuation slides once the aircraft came to a halt after landing. The torque pin and its retaining assembly had been subject to higher axial and torsional loads than predicted during aircraft braking in service. These loads were the result of elastic deformation of the wheel axle, brake and torque rod, and due to assembly without the correct axial clearance as a result of prior undetected displacement of the associated bushes. The precise mode of failure of the retaining assembly bolt, nut and cotter pin could not be ascertained in the absence of these parts.