Uneven brake temps on BAe146

[Saint]

I am an F/O on a 146 with about 300hrs on type. After the last three landings I have done the brake temperatures have been 400 deg higher on the left than the right. They all occurred in light wind conditions with no consistent X-wind component across the three landings. The captains landings on the same aircraft showed no such differential temp.

I wonder if I am braking at too high a speed. Perhaps I am bracing against the left brake when selecting ground idle (the power levers are quite tight) - if so, would the antiskid system compensate to prevent me seeing this as a yaw to the left as in rudimentary braking systems. I don't think I am fighting the nose wheel steering.

Any theories welcome because I am at a bit of a loss and I don't want to get scared of the brakes or worse still blow the plugs!

[TopBunk]

I think that it is fairly normal to have the left temps higher than the right. When driving a car, your right foot becomes much more sensitive as it is used to vary the throttle continually. Your left foot is used much more as an on-off switch for the clutch, and therefore has less finnese. I think that this translates directly into the anomaly you mention.

However, for the difference to be as high as 400degrees, suggests that you are braking too hard too early into the landing run. I rarely used to see temps greater than 450 degrees max on the A320 family, even at max weight, short runway high OATs. The energy disspated by the brakes is a function of the speed squared, so firm initial application will cause significantly higher temps. This is not to say that you shouldn't apply max braking at high speed should the need arise, of course, but try to minimise braking until at about 80 kts or so.

[matkat]

Sounds like You have a couple of dragging brakes.

[Chesty Morgan]

Happens all the time mate.

Had to land flap 10ish once, in a full 300, got the brakes temps over 600. I wouldn't wory about blowing the plugs.

Cheers
CM

[alf5071h]

BAe issued advice to operators several years ago; try to find the messages (AOM?) or contact BAe tech / ops support.

Actually, you may not be applying the brakes hard enough. The brakes are often mismatched when attempting to brake lightly at high speed; apply more pressure and let the antiskid look after deceleration, and even if you feel that it is harsh, the deceleration is not so apparent in the cabin.
BAe max energy tests achieved 1250C and the fuses did not blow. However, respect the brake temp limits; I don’t recall the reason why, but I do remember that it was important. More so, respect the temp limits and ‘soak’ / cooling times for the tyres; some of the older retreads have thrown the complete tread during take off.

[Torycanyon]

"Had to land flap 10ish once, in a full 300,"

I was not aware of a 10 ish Flap setting for the 146.

Zero ,18, 24, 30 or 33 perhaps??

[Chesty Morgan]

Flap Fault and Flap Inop while they were running to 18, probably due to an asymmetry. Hence the ish bit, we weren't exactly sure where they were when they got stuck. Obviously I would not choose to stop them in between settings!

[JW411]

It has been my experience that most pilots suffer from a heavy left foot.

[GJB]

Heavy left foot

Here's a little demonstration on how you can prove this to yourself.

Next time you are driving your car and are on a clear stretch of road with no-one behind you, lift off the accelerator with your right food and try decelerating by pressing the brake pedal with your left foot. (we would normally use our right foot)

[JonaLX]

@saint:

my advise would be to refrain from using the nose wheel steering at all above 60-80 kts. (or until you're ready to vacate the runway)
Use only your brakes to maintain center line (no rudder if no x-wind)
If you see the aircraft going to the left, just release a bit of the left pedal, or increase your pressure on the right one.

The most difficult part will probably be the reflex to put right rudder if you feel the aircraft going left, so you'll just have to think about having your rudder neutral, and only focusing on the brakes

[False Capture]

Saint,
I agree with the advice from JonaLX. In addition to this, next time you go flying tell your skipper your concern and ask him to look at the brake pressure gauge during your subsequent landing roll. This is the most accurate way of telling when someone is applying more pressure to one toe-brake than the other.

You may find that you're applying an equal amount of pressure to both toe-brakes and the difference could simply be a matter of older brakes on one side compared to the other.

[Koan]

Still have not found the answer to this one..

In general, on a 4 wheel bogie, upon ladning which brake gets the hottest?

[Saint]

thanks for the advice

I tried your suggestions yesterday resulting in even brake temperatures. Looks like I just needed to concentrate a bit more in the landing roll.

1) Less eager to get on the brakes early.
2) Definately no nose wheel input above 60kts
3) Consiously using even brake pressure (checked by Capt on the guages)

That confirms it was my problem and not the aircraft. I was a bit suspicious of the spoilers on this aircraft because it had an intermittent fault occassionally preventing green spoiler deployment.

Thanks