Unfortunately the main article got lost somewhere inside the drive, perhaps it was from Boeing's AERO.
Mileage may vary.
a) the brake-pad material is supposed to behave in a similar fashion
b) the location of the brake temp sensors is different and creates most of the varying effect observed on the flightdeck. INDICATED brake temperature.
c) my only primary concern is the brake energy capacity before RTO. Same as Airbus says. Exactly as expected from a Performance / EFB geek.
I have a plan now to organize a Brake*pad*a*looza festival and celebrate the idea of keeping the brakes hot for better stopping action, with like-minded fellows - somewhere within the HIMARS range. Seriously, tungsten pellets are what that logic deserves.
The only recommendation Airbus delivers is to reach the holding point with the brakes cooled down as much as possible.
For longevity of the hardware, two suggestions are made
- reduce the number of applications (from rather fast to quite slow in one squeeze, instead of riding; using alternating action on left and right pedals independently; ...)
- hot temps after lading are not such a big deal as they seem to be