SLF experience: Brutal braking, A380 landing 04R JFK
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SLF experience: Brutal braking, A380 landing 04R JFK
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I came into JFK on an EK A380 recently. Landing on 04R, I had a good view with a window seat and monitor showing the forward view.
The approach seemed low and flat, and we seemed to float appreciably. A few seconds after touchdown the most brutal braking I have ever experienced was applied for perhaps 5 seconds; people were screaming and all sorts of loose stuff was flying forward. Several of those entertainment 'remote control pads' that had been left undocked, flew past me! The braking was then backed-off and we resumed what felt like normal deceleration. We turned off on E at the very end of the runway.
Any thoughts, could that have been some kind of auto-braking targeting an earlier exit? I see that 04R is the shortest runway at KJFK by some margin, is it usual to land A380's there? (We then spent more than 20 minutes working our way across the other active runways! )
I came into JFK on an EK A380 recently. Landing on 04R, I had a good view with a window seat and monitor showing the forward view.
The approach seemed low and flat, and we seemed to float appreciably. A few seconds after touchdown the most brutal braking I have ever experienced was applied for perhaps 5 seconds; people were screaming and all sorts of loose stuff was flying forward. Several of those entertainment 'remote control pads' that had been left undocked, flew past me! The braking was then backed-off and we resumed what felt like normal deceleration. We turned off on E at the very end of the runway.
Any thoughts, could that have been some kind of auto-braking targeting an earlier exit? I see that 04R is the shortest runway at KJFK by some margin, is it usual to land A380's there? (We then spent more than 20 minutes working our way across the other active runways! )
Not an A380 pilot, but it sounds like they might have been aiming for FB high speed exit to avoid having to cross 13L/31R on their taxi in, but then either floated the landing or realised it wasn’t going to work comfortably and released the brakes. We usually come off at F or FB in an A330, so don’t know how realistic that is for an A380.
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I am sure that the pilots knew what they were doing. It is better to apply aggressive breaking early then back it off than the other way and realise too late that you are running out of runway! Same applies to touch down accuracy. Better to "plunk" it down aggressively than float hoping to achieve a smooth landing only to realise too late that you have left most of the runway behind!
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Airbus's Brake To Vacate (BTV) working as intended. The autobrake system will brake automatically to make the exit preselected in the system by the crew before the beginning of the approach. Airbus should fine tune it as it applies a heavier brake application approaching the exit.
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Definitely would have been the BTV. As mentioned, it applies the brakes in accordance with the preselected exit. It will delay the braking application as long as possible because even just a few knots of extra energy equals a lot more brake wear and tear (temperatures). In this case it sounds like they may have floated it a little, so BTV came on hard right after touchdown and then they released the brakes to make a different exit.
Airbus's Brake To Vacate (BTV) working as intended. The autobrake system will brake automatically to make the exit preselected in the system by the crew before the beginning of the approach. Airbus should fine tune it as it applies a heavier brake application approaching the exit.
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Definitely would have been the BTV. As mentioned, it applies the brakes in accordance with the preselected exit. It will delay the braking application as long as possible because even just a few knots of extra energy equals a lot more brake wear and tear (temperatures). In this case it sounds like they may have floated it a little, so BTV came on hard right after touchdown and then they released the brakes to make a different exit.
There is usually a fairly sophisticated and 'urbane' lot in the business class cabin, but several of them clearly thought their end had come!
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Gosh, I must have been a super-sky-god. I flew airliners without BTV, without autoland, even (shock-horror) without autopilots, and I'm still here to tell the tale.
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JFK has a few issues at present ( more than usual ).
with 13L shut for resurfacing ( ?), they seems keen not to use the remaining 13R if they can get maximum value out of 04L/R or the other end. Means we can encounter a fair old crosswind and or a quartering tailwind .
And they are not that long either. 22R is well displaced giving about 2300m landing distance and has an offset localiser.
22L is very slightly longer . Even at normal weights we are up the top end of the autobrake scale .
it was interesting to see both BA 777 and VA 747 can make the first Hs turnoff on 22L, I guess that’s the advantage of more wheels = more brakes
with 13L shut for resurfacing ( ?), they seems keen not to use the remaining 13R if they can get maximum value out of 04L/R or the other end. Means we can encounter a fair old crosswind and or a quartering tailwind .
And they are not that long either. 22R is well displaced giving about 2300m landing distance and has an offset localiser.
22L is very slightly longer . Even at normal weights we are up the top end of the autobrake scale .
it was interesting to see both BA 777 and VA 747 can make the first Hs turnoff on 22L, I guess that’s the advantage of more wheels = more brakes
It’s actually a very good system when used correctly.
Selecting wet, as opposed to dry tends to give a slightly smoother experience. Otherwise it does exactly what it says on the tin. Selection of an unrealistic exit spent always help and below 500’ excessive floating for example will generate warnings to either select max manual brake or max reverse
Selecting wet, as opposed to dry tends to give a slightly smoother experience. Otherwise it does exactly what it says on the tin. Selection of an unrealistic exit spent always help and below 500’ excessive floating for example will generate warnings to either select max manual brake or max reverse
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Exit taxiway for 04R at JFK is typically FB. If they floated the brakes would activate harder trying to make FB. Once they decided to exit at taxiway E the braking requirement would be less and the braking would reduce.
"Mildly" Eccentric Stardriver
I was always taught "don't scratch the paint, and don't frighten the passengers". BTW, just short of forty years in assorted pilot's seats, and no overruns. Oh, and I have flown Cat 3 autolands.
