Parking Brake Post RTO
Interesting as both cases had fire warnings. In the case of the BA 777, it was hardly a "high speed" reject, I believe they did not even reach 80kts.
Examples like that support the idea of bringing the aircraft to a halt ASAP, even if the reject happens at slow speed, because at that point you just don’t know how severe the failure actually is. The 737 took ~45s to come to a halt on a taxiway after aborting from 125kts, which didn’t help survivability. If in doubt, stop quickly on the runway.
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Our SOP is to set the PB. You can always take it off and taxi away if it becomes the best course of action.
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On an RTO in the 737, after stopping, max brake pressure will continue to be automatically applied while the speedbrake is UP. The evacuation checklist calls for the parking brake to be set as the first item in order to prevent aircraft movement because the second item is speedbrake down which releases the brake pressure.
The above assumes auto brakes RTO to a stop. If manual braking is applied during the RTO then the auto brakes disarm and the brake pressure after stopping is controlled by pilot input not the autobrake system
The above assumes auto brakes RTO to a stop. If manual braking is applied during the RTO then the auto brakes disarm and the brake pressure after stopping is controlled by pilot input not the autobrake system
Last edited by Matey; 29th Dec 2021 at 22:46.
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Having spent decades flying for Airlines where English was not their first ( or second) language I have come across the ‘ consider not using parking brakes ‘ often in training. The word [Consider] in Asian and Middle Eastern crews usually mean do not use parking brakes. A friend of mine working at Boeing explained that company lawyers make every effort to reduce Boeing’s exposure to any responsibility when approving manuals.