Brake Cooling A320
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Brake Cooling A320
I’m new to the Airbus, having previously flown Boeing and other types.
Since there is no brake cooling table, is there a particular technique to work out whether I should be landing with max reverse to limit brake temps? I want to use idle reverse as much as possible but I don’t want the brakes to be amber by the time I push back / reach the runway.
For info: Our fleet DOES NOT have brake fans and the turnaround times vary from 45 minutes to 1 hour.
Any help would be much appreciated.
Since there is no brake cooling table, is there a particular technique to work out whether I should be landing with max reverse to limit brake temps? I want to use idle reverse as much as possible but I don’t want the brakes to be amber by the time I push back / reach the runway.
For info: Our fleet DOES NOT have brake fans and the turnaround times vary from 45 minutes to 1 hour.
Any help would be much appreciated.
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This article may be useful:
https://safetyfirst.airbus.com/take-...f-your-brakes/
New-ish to Airbus (1000 hrs now) but still learning, I have used the Airbus Safety First site many times
https://safetyfirst.airbus.com/take-...f-your-brakes/
New-ish to Airbus (1000 hrs now) but still learning, I have used the Airbus Safety First site many times
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it's essential to assess the ambient temperature.
When conditions are particularly warm outside, brake temperatures tend to heat up more rapidly and using maximum reverse thrust may help decrease them significantly. Under such circumstances, using maximum reverse thrust may also be beneficial in order to help lower temperatures during landing and reduce brake temperatures further.
However, in cooler environments you should switch to idle reverse thrust to reduce wear on the brakes and ensure they won't overheat by the time your plane lands or you reach its runway destination.
Considerations should be given when planning for turnaround times of 45 minutes to 1 hour, in which parking in shaded areas would prevent excessive heat build-up, with parking brake released until just prior to pushback for airflow around brakes and tires. Communicate your brake cooling concerns to the ground crew. They might be able to provide additional cooling measures like using water carts during turnarounds to spray cool water over your brakes for added cooling effects.
When conditions are particularly warm outside, brake temperatures tend to heat up more rapidly and using maximum reverse thrust may help decrease them significantly. Under such circumstances, using maximum reverse thrust may also be beneficial in order to help lower temperatures during landing and reduce brake temperatures further.
However, in cooler environments you should switch to idle reverse thrust to reduce wear on the brakes and ensure they won't overheat by the time your plane lands or you reach its runway destination.
Considerations should be given when planning for turnaround times of 45 minutes to 1 hour, in which parking in shaded areas would prevent excessive heat build-up, with parking brake released until just prior to pushback for airflow around brakes and tires. Communicate your brake cooling concerns to the ground crew. They might be able to provide additional cooling measures like using water carts during turnarounds to spray cool water over your brakes for added cooling effects.
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Out of curiosity, why don’t you want to use max reverse? My previous company had no brake fans either. The only way to keep the brakes cool enough for the quick turns was with a lot of reverse.
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Happens quite often. Rev max will reduce brk temp if autobrake used. I usually advise tower that I’ll use further rw exit. No auto brk and Manual breaking below 100 knots will greatly reduce the brk temp.
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Carbon brakes used on aircraft such as A320 aircraft can indeed be vulnerable to water splashing. When water comes in contact with hot carbon brakes, it may trigger thermal shock; when this happens it causes carbon material cracking or delaminating which compromises their performance and safety.
Last edited by revida; 26th Jun 2023 at 08:42.
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I’m new to the Airbus, having previously flown Boeing and other types.
Since there is no brake cooling table, is there a particular technique to work out whether I should be landing with max reverse to limit brake temps? I want to use idle reverse as much as possible but I don’t want the brakes to be amber by the time I push back / reach the runway.
For info: Our fleet DOES NOT have brake fans and the turnaround times vary from 45 minutes to 1 hour.
Any help would be much appreciated.
Since there is no brake cooling table, is there a particular technique to work out whether I should be landing with max reverse to limit brake temps? I want to use idle reverse as much as possible but I don’t want the brakes to be amber by the time I push back / reach the runway.
For info: Our fleet DOES NOT have brake fans and the turnaround times vary from 45 minutes to 1 hour.
Any help would be much appreciated.
use Max Rev as much as possible, one engine taxi in/out. Also consider extending the Landing Gear a little earlier to land with cool brakes; this is quite helpful when doing multiple short sectors.
That’s basically all you can do to keep your brakes cool.
When taking off with brakes close to the limit, do not leave the gear down to cool it down, unless you want to hear from flight safety. That’s a very bad habit some people have but it’s not a procedure unless dictated by MEL requirements (one brake u/s). If you get a brakes hot ECAM after takeoff, which you probably will when taking off close to the 300, comply with it. Watch out for gear speed limits for retraction once cooled.
Get the gear down early in approach and try to touchdown with brakes below 100.
Carbon brakes used on aircraft such as A320 aircraft can indeed be vulnerable to water splashing. When water comes in contact with hot carbon brakes, it may trigger thermal shock; when this happens it causes carbon material cracking or delaminating which compromises their performance and safety.
As water can splash onto brakes during wet or rainy conditions, being extra cautious to decrease thermal shock risks is key to protecting them from being overburdened with liquid. Here are a few strategies for doing just that.
Taxiing and takeoff: Be wary of large puddles or areas with standing water on the runway; whenever possible, opt for dryer sections when possible.
Landing Technique: After landing, avoid excessive braking until the aircraft has decelerated and its wheels have spun enough to clear away any water accumulation on its brakes. This can be accomplished using gradual brake pressure initially before gradually increasing it as wheels rotate more quickly.
Once on the ground, keep the brakes lightly applied while taxiing so airflow can help cool them down, helping evaporate any residual moisture and keeping your brakes within their safe temperature range.
As water can splash onto brakes during wet or rainy conditions, being extra cautious to decrease thermal shock risks is key to protecting them from being overburdened with liquid. Here are a few strategies for doing just that.
Taxiing and takeoff: Be wary of large puddles or areas with standing water on the runway; whenever possible, opt for dryer sections when possible.
Landing Technique: After landing, avoid excessive braking until the aircraft has decelerated and its wheels have spun enough to clear away any water accumulation on its brakes. This can be accomplished using gradual brake pressure initially before gradually increasing it as wheels rotate more quickly.
Once on the ground, keep the brakes lightly applied while taxiing so airflow can help cool them down, helping evaporate any residual moisture and keeping your brakes within their safe temperature range.
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Water is an incredibly bad idea due to thermal shock. Standard procedure in the Middle East is to direct cold air from an air conditioning cart onto the brakes.
Once on the ground, keep the brakes lightly applied while taxiing so airflow can help cool them down, helping evaporate any residual moisture and keeping your brakes within their safe temperature range.
What utter rubbish!
What utter rubbish!
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The point is if you brake manually within 2 seconds of touch down in the exact same way as the Autobrake, the brake temperatures are going to be exactly the same. There are people who believe that just by pushing a button, you are destined for hotter brakes. When comparing, at least make it a level playing field.
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The point is if you brake manually within 2 seconds of touch down in the exact same way as the Autobrake, the brake temperatures are going to be exactly the same. There are people who believe that just by pushing a button, you are destined for hotter brakes. When comparing, at least make it a level playing field.
All good in theory but lots of airports have runway occupancy procedures that mean you don’t have the luxury of waiting to slow down before applying the brakes.