Hello Pineteam,
Thanks for sharing that info, much appreciated.
Returning back to the topic, while Airbus has mentioned to airlines that a fuel saving of 8 kgs per landing is possible in Flap 3 as opposed to a flap full landing - as pilots we don’t have data on break wear and the type of contracts airlines have with specific break manufacturers against wear and tear servicing.
As mentioned in the earlier posts, a flap 3 landing would only make sense provided there would be LO auto break and reverse idle selected to vacate comfortable onto a RET or a 90 degree turn onto a taxiway. The purpose of landing in flap 3 would be defeated if one would be required to slam their breaks on landing to make it to the aerodrome operators preferred exit as the average line pilot is not privy to information with respect to break manufacturer contracts.
While an argument can be made saying an operator with 1000 flights a day would end up saving 8000 kgs of fuel a day if every flight carried out a Flap 3 approach and landing - we will have to consider the after effects of the landing with regard to increased taxi time in case a later taxiway exit had to taken to manage the deceleration smoothly and break wear & tear.