This really made me laugh.

So we have guys using auto brakes when landing on a 10,000' runway in LAS, smoking the brakes; and then suggesting to use the APU bleed on approach and landing to reduce landing EPR? Insane.

Brake temps are easy; if a landing pilot and a Captain taxiing, cares about the next guy and the temps, its not an issue. No need for silly EPR tricks. Manual brakes, full reverse, and dont touch the brakes until below 100 kts. There is no need for auto brakes in LAS 99% of the time.

Sadly there are many guys who dont care about the next crew and they use auto brakes every time, stomp all over the brakes on the taxi, and leaves a plane with the parking brake on and torched brakes. And a majority of the time this is a senior crew from a east coast base.

I guess when you are here for so long, you just don't care any longer and when its the end of your leg, its not your problem any longer.

And you can tell if the CA is riding the brakes when deadheading. Especially in LAS; you can clearly tell when a CA is allowing the plane to accelerate and then one brake application to slow vs "brake tapping" all the way down to 26R. Brake tapping all the way down to 26R followed by a PA saying "our brakes are hot," doesnt leave much investigation on what crew caused it.

 

Brakes under 100kts should be standard ops in any non contaminated runway honestly.

Also I wasn't clear about APU bleed usage, I mean on taxi out. it makes a big difference in LAS. Single engine with APU bleed on means you barely touch the brakes at all all the way down to 26R. Try it and see.

But then again, crews that go 2 engine with brake temps at 250 at the gate to then sit in a line up of 10+ just don't care.

 

That’s it man, some guys don’t care.

And yeah, on a taxi out in LAS i always have the APU bleed on. I’ll be on one engine for brake temps and the APU bleed on opens the cross valve to power the #2 pack to keep the plane cool.

But like you said, step 1 is just caring about the next crew.

 

Aside from very hot temps and contaminated runways I prefer to use low auto brake down to taxi speed. It’s typicaly smoother than most folks maunal braking and less aggressive. The main reason though is that the overheads sound like they are going to rattle off the ceiling with full reverse. Just much more pleasant for everyone in the back using idle rev

Obviously though manual (no brakes) and full rev in las in summer

 

I was a big believer for hot LAS landings, max reverse, no auto brakes, and then manual brakes below 100kts. Until I had a CA (on a hot day) recommend low auto brakes with max reverse, idle reverse by 70, and keep autobrake on and idle reverse until slow enough for turn off. I was actually impressed with how that turned out. The brakes didn’t get anywhere near the hot range I thought they would get to. Low brakes goes for decel rate and it’s much better with max reverse. Problem with the manual brakes below 100 kts is a lotta guys come on the brakes hard anyway as they try to make A5 or A6 and the brake temps go way up.

 

Varies with the reduction of flying lately. Was 7 months, now about 10.

Ha ha, love how this turned into guys smoking brakes into LAS....best way to keep them cool is to not touch them and use the EMAS to stop you. Temps stay at 80 degrees!

 

LOL! Love your style, the best!

 

The tax payers paid from the EMAS’s I say we use them! (Before southwest needs them again).

 

My pet peeve is using full reverse, slow to 70, forward idle. The engine is still spooled up, stay in reverse idle till taxi speed, or at least till engine is at idle before you come out of reverse.

 

Agreed!! But it seems that the teach the SW guys to avoid EMAS and hit the mud instead, looks like he was Tokyo drifting....lol EMAS intact

https://youtu.be/mGQrDcuYca0