A320 max braking procedure

121 operators should not concern themselves with brake wear. There are segments of aviation where not beating up the equipment is a bit more of an issue, example would be G-150 brakes average about 350 landings before they need to be replaced. Not pads, brake assemblies, and their is 4 of them, so I have to jack the entire airplane to replace them which requires a hangar and jacks. And I'm going to need at least one person to help me get it up on jacks. Before I can remove the wheels I need to deflate them, which means I'll need nitrogen to service them after I reinstall them. If I don't find any problems during the removal/installation of the brakes the next thing I'd need is Skydrol and maybe a hydraulic mule to bleed the system, this is where I need that second person again. At this point if I haven't found anything that bothers me I'll put the wheels back on after servicing the bearings and tires and put it back on the hangar floor. Now I would have to go do at least an hours worth of paperwork while whoever was helping me cleaned up, put the jacks away, wiped the airplane down. I'm not sure what G-150 brake assemblies cost anymore but if you're buying them four at a time it aint cheap, and you're going to have to pay me as well. Had a 150 pilot get the brakes to 400 cycles after a little discussion.
 
And for the record, brake changes are among the things I like least, followed by wheel changes. Sadly the two are related. I'm getting old, brake dust and Skydrol have a tendency to turn me into that grumpy old guy that lives under the overpass.
 
There is a bit of benefit to "saving the brakes", if their steel... e

Steel wear truly is a total of all the energy that you put into them. Not necessarily from any one given landing, but over the life of the break. Carbon wear, however, is based on number of applications.

As a guy that used to fly aboard a plane with steel brakes, and the guy that had to change them when they were worn, it was nice when the pilots were able to let the plane roll out...
 
Derg said:
FOQA reporting [about braking effort] is going to win you a nice trip to the chief pilots office's "Big Brown Desk" to explain yourself
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Turn it around and axe the CP why he's paying duty time to have guys call you in for stuff that could be communicated with a whimsical poster in the crew room.
 
Back in the day when I was on iOE on the Maddog, the line check airman made a PA to the peeps in back about how quickly we would be stopping, and then demonstrated max auto braking on a dry runway. Eye opening.
 
moocowtex said:
Back in the day when I was on iOE on the Maddog, the line check airman made a PA to the peeps in back about how quickly we would be stopping, and then demonstrated max auto braking on a dry runway. Eye opening.
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Testing the RTO is one of the fun parts of our flight testing.

Especially with steel brakes... They'll rattle your fillings loose.
 
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