Reverse vs brakes

Screaming_Emu said:
I'd say Canada is closer to Europe than any of those other places...and not in a "I can see Russia from my back yard" kind of way. I've never seen YYZ or YUL busy, but that doesn't keep them from having 93 pages of Jeps, including a fair amount o noise abatement stuff.
Click to expand...

It's 94 pages. And the controllers up there always have to get the last word in, "roger."
 
Autothrust Blue said:
It's the best way I've found to avoid cocking it up, to tell you the truth.

I assume that I am a fairly terrible pilot, and so I scribble such notes so that I may avoid (1) a Vfe excceedance and consequent embarassment, and (2) premature retraction of the slats. (And am pleasantly surprised when I fail to make either error. :) )
Click to expand...
You work for an airline and write down your go around procedure on every landing?
 
ASpilot2be said:
I haven't quite figured out a good balance. Sometimes it seems that full beta makes more noise than anything below 80 knots.
Click to expand...
Meh, just beta over the fence and increase negative pitch from there. You dohnneed no steenkin' brakes. ;)
 
Autothrust Blue said:
It's the best way I've found to avoid cocking it up, to tell you the truth.

I assume that I am a fairly terrible pilot, and so I scribble such notes so that I may avoid (1) a Vfe excceedance and consequent embarassment, and (2) premature retraction of the slats. (And am pleasantly surprised when I fail to make either error. :) )
Click to expand...

Or you could just fly a plane that displays those things on the airspeed tape.

Problem solved.
 
With carbon brakes, it's generally more cost effective to use idle reverse and heat those mofos up. Turn time on the bus without brake fans is more the issue with that.

Steel brakes... use the reversers and brakes a bit less..

Regardless, you use both reverse and brakes every time.
 
I did some research and found an MRO publication in brake use for airlines, in reference to brake changes.
Carbon brakes are more expensive but last longer and are quicker to replace.
Steel is cheaper and considerably longer to replace. (Building the brakes and tires if you will)

Only our 319's have brake fans. My technique for taxiing is let it get up to 25-30 knots, then apply brakes down to 10. Rinse and repeat. It keeps the temps much lower.


However in a 321...
I landed in MCO the other day, as I pulled off the runway (17L) the highest temp was 160. As I pulled into the gate one of the brakes exceed 300. We turned in 50 minutes and the brakes were plenty cool enough to depart.
LAS in the summer is an issue.
 
In the King Air that thing only needs brakes for a really abrupt stop. I don't think I've ever used full reverse yet. Pretty sure my eyeballs would be implanted into the windscreen if I used full reverse.

In the Dash-8 they told us to use reverse and modulate with brakes because our brake wear was getting higher. I rarely had to use brakes on that unless it was a landing in Kapalua or fighting the turbulence in Lana'i.
 
CFI A&P said:
Brakes are for sissies.

Click to expand...



Silly jet pilots...

image.jpeg
image.jpeg
image.png
 
Cessnaflyer said:
In the King Air that thing only needs brakes for a really abrupt stop. I don't think I've ever used full reverse yet. Pretty sure my eyeballs would be implanted into the windscreen if I used full reverse.

In the Dash-8 they told us to use reverse and modulate with brakes because our brake wear was getting higher. I rarely had to use brakes on that unless it was a landing in Kapalua or fighting the turbulence in Lana'i.
Click to expand...
The King air full reverse is really weak sauce. Actually anything with a pratt has weak to all but worthless reverse in the TP world.

I like the sound of full reverse on my current jet, so I tend to use it. Autobrakes 2 usually.
 
Nark said:
I did some research and found an MRO publication in brake use for airlines, in reference to brake changes.
Carbon brakes are more expensive but last longer and are quicker to replace.
Steel is cheaper and considerably longer to replace. (Building the brakes and tires if you will)

Only our 319's have brake fans. My technique for taxiing is let it get up to 25-30 knots, then apply brakes down to 10. Rinse and repeat. It keeps the temps much lower.


However in a 321...
I landed in MCO the other day, as I pulled off the runway (17L) the highest temp was 160. As I pulled into the gate one of the brakes exceed 300. We turned in 50 minutes and the brakes were plenty cool enough to depart.
LAS in the summer is an issue.
Click to expand...

IF only 1 brake was 300 and the other brake on that side wasn't close to the 300 there is a problem with that specific brake. I have noticed on the bus 1 & 2 or 3 & 4 tend to be hotter than the other side. Some guys see to be heavy on one foot or the other.
 
z987k said:
The King air full reverse is really weak sauce. Actually anything with a pratt has weak to all but worthless reverse in the TP world.

I like the sound of full reverse on my current jet, so I tend to use it. Autobrakes 2 usually.
Click to expand...

Not trying to start the PT6 vs Garrett debate, but reverse and beta made a big difference for me in the Caravan and -6.
 
learhawkerbe400 said:
You work for an airline and write down your go around procedure on every landing?
Click to expand...
Not every landing.

The majority of our landings are landing flaps 5, go around flaps 2.

A small, but occasionally performance-critical, minority of our landings are landing flaps full, go around flaps four. I write the "note" for those landings.

I'd rather get the right one in the irregular situation than get the wrong one, but keep laughing.
 
You must log in or register to reply here.
Back
Top