Scrappy

To add on further, a "technique" that was taught a few months ago at almighty TK was AB1 for Cat 1, AB2 for Cat2, etc. take it for what it is worth. After flying with both legacy U and legacy C guys now, the trend I've noticed is legacy C guys like AB and legacy U guys usually don't. Neither right...just an observation. I personally use AB always.

pilotgolfer

That's a change, then, from when I went through 2 years ago. I also did IOE with V. Lorentz and he had me do one landing at flaps 25 as a demo. I guess they weren't emphasizing it then. (Lorentz is the head honcho for the fleet).

Scrappy

All sims are stressed to use flaps 25 except for CAT 3 type scenarios when vis is limited. Flaps 30 is now the non-standard for fuel savings. Again, this was as of a few months ago. TIFWIW

ugleeual

Auto brakes is SOP for all landings on 76T... Not sure on other fleets...

ERJ Jay

See attachments 1:

"It is estimated that manual braking techniques frequently involve a 4- to 5- second delay between main gear touchdown and brake pedal application, even when conditions reflect the need for a more rapid initiation of braking. This delayed braking can result in increased runway rollout of 800 to 1000 feet."

ERJ Jay

See Attachment 2:

AIRCRAFT BRAKE WEAR FACTORS

Steel brake wear rates increase significantly when operated at higher temperatures.
Majority of carbon brake wear occurs during “cold” taxi brake applications.

AUTO-BRAKE IMPACT ON BRAKE ENERGY
The auto-brake system sets a preprogrammed deceleration rates that modulates the brake pressure to provide deceleration forces required in excess of reverse thrust and aerodynamic drag.
If reverse thrust is used, the amount of deceleration force produced can exceed the force required by a given auto-brake setting.
When this occurs, the auto-brake system senses that the required deceleration rate has been achieved and brake pressure is reduced.

CARBON BRAKE LIFE
Low Brake Life characterized by:
1) Multiple brake applications of short duration.
2) Brakes used to maintain aircraft speed within a fairly narrow speed range.
3) During the landing stop, the aircraft is decelerated primarily with thrust reverse, and the brakes are not used until lower speeds (50-60 knots)....
Brakes stay relatively cool
Brakes are cold at the beginning of the next cycle.

High Brake Life characterized by:
1) Few brake applications
2) The brakes are used to stop or slow down the aircraft – not to maintain constant ground speed
(“riding brakes”).
3) Brakes are engaged at higher speeds during the landing stop.
4) Brakes are used more heavily during landing stop.

SpecialTracking

ERJ,

Exactly what TK has been teaching. Thanks for the posts.

JoePatroni

They're not flying a DC-9 anymore.

Dave Fitzgerald

Think Formula 1 racing. Cold brakes don't work. HOt brakes do, except the formula 1 guys have the energy absorption rates available. We do not, hence the cooling tables.

I said it before, and here it is again, if you do the recommended technique of TK you will consistently have much hotter brakes than manually braking, the qualifier is that runway length is not an issue. If you want cooler brakes or have a quick turn, such as OGG, DO NOT USE AUTO BRAKES! If you're not worried about the temps, go ahead and use auto brakes.

I would never ever use 25 flaps on the 767-300, unless you need it for the gust factor. That tail is just too close to the ground during the flare.

767-300's all have carbon brakes, 757-200 Pratt's all have steel brakes, with the noted nose numbers 02-12 having very touchy brakes.

badflaps

I do remember , as they got off, suggesting that I better "go to Brako."