Speedwinner,
1) I never had any hot brakes by selecting A/B 2 and idle reverse on a classic or on an NG.
The only time one brake was smoking was because of a brake change and the oil around it was heating.
The fire brigade came as we stopped refueling and the smoking side was cooler than the non smoking one.Both way within limits using ground personnel heat sensors.
I have shown to fos that landing with A/B 3 and no reverse at 25 c in barcelona did not overheat the brakes.Our landing mass was i admit quite low(about 56T).
The A/B do use quite more braking to achieve the same braking distance as they dont sense the deceleration from reversers but you would need to be real heavy in a hot day to be limited by A/B 2 and no reverse.
Best is to ask your airline for a reference weight,OAT,A/B setting for turnaround time limit.
I suggest you use your SOP guidelines for A/B usage.
2) If you are referring to a Missed Approach climb Gradient , the max weight to achieve it should be known before your flight.It is dispatch weight limitation.
However if you saved loads of fuel and end up with 400kgs overweight for the GA gradient(single engine,full thrust,flaps 15),then adding speed to your approach is not legal, you need to use a higher DA which will decrease the gradient or change runway if possible.
Hope that helps.
'Never take knowledge for granted,always check it'!!
