ASIA-AUGUST 31, 2018
Malaysia Airlines A330-300 took off despite error in airspeed reading on 18 July 2018 at Brisbane airport, Australia.
Malaysia Airlines Airbus A330-300, Registration 9M-MTK, commenced taxi at Brisbane airport to depart to Kuala Lumpur, Malaysia on 18 July 2018, at 2331:05:
At 2331:38: The cockpit voice recorder (CVR) recorded that the captain called ‘100 knots’ and the aircraft recorded ground speed was 100knots
At 2331:47: The first officer initiated rotation and the groundspeed recorded 165 kt.
Then the flight crew detected an airspeed anomaly during the take-off roll, including red speed (SPD) flags on both primary flight displays (PFD).
The standard operating procedures stated that the captain held responsibility for the decision to reject the take-off or continue and the captain decided to continue as rejecting a take-off between 100 kt and V1 was a serious matter.
However, there was no indication on the CVR recording that the captain or the first officer discussed rejecting the take-off.
After take-off the flight crew carried out actions for unreliable airspeed indications and made a PAN call , advising they had unreliable airspeed indications.
The flight crew continued to climb above 10,000 ft and manoeuvred the aircraft to the north-east of Brisbane Airport where they carried out several checklists, troubleshooting and preparation for an approach and landing on runway 01
The flight crew obtained groundspeed information from ATC, and used the aircraft’s radar altimeter. Normal landing gear extension could not be accomplished with all three ADRs off. The flight crew performed a landing gear gravity extension before conducting an overweight landing on runway 01 at 0033.
After landing the flight crew stopped the aircraft on the runway as nose wheel steering was unavailable following a landing gear gravity extension. The main landing gear doors, had minor damage where they contacted the runway surface. The aircraft was towed to the gate where the passengers and crew disembarked. There were no reported injuries during the flight.
A subsequent inspection identified that the pitot probe covers were still fitted to the aircraft’s three pitot probes after it landed.
“The presence of the pitot covers was not detected by the operator’s maintenance engineer or captain during separate external aircraft inspections. The operator’s maintenance engineer boarded the aircraft during turnaround, and the engineering support personnel left the bay to attend to other aircraft. The pitot covers were not detected by ground handlers during pushback.
The flight crew and operator’s maintenance engineer later reported that they would not routinely use pitot probe covers on a turnaround.”