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How about moving the flaps up at the same time? |
Originally Posted by CaptainProp
(Post 10289274)
Exactly THAT! What a load of BS! Taking your eyes of the runway on rollout to “locate” switches and stuff is simply unprofessional. As far as I’m concerned you touch nothing until clear of runway and spoilers are being disarmed. CP What I am aluding to is that no proper professional pilot will take their eyes off the situation outside unless the aircraft is fully under control and the conditions are benign. When it is fully under control, looking down (or up) for a second to change a switch.......is it such a big risk? If it is, just ask the other pilot for what you want. Hard hat on to deflect incoming................... |
This happens all the time in my airline, the 75/76 auto brakes are very smooth so modifying the decel rate is almost standard practice. Regarding taking your eyes off the runway well no probs as the auto brake selector is in PM’s area of responsibility. I love the ‘madness’ shouts, they make me laugh and just show cultural differences between airlines. |
I was a passenger in a FR 738 some time back when the crew inadvertently selected what I believe to be RTO during the landing roll out. The sudden decelaration was enough to propel me into the seatback in front, I sustained a minor injury to my right hand while trying to save myself. Very unpleasant and no explanation from the flightdeck. Senior Cabin Crew was in the flightdeck during disembarkation asking WTF was going on.. |
I don't do it - unpleasant jolt on the 787 if you go twiddling the autobrake knob, which isn't conveniently located to begin with. Especially when you have the deceleration scale in the HUD, why would you want to? Do the performance calculation properly, land it in the right place, and leave the autobrake in until taxi speed.
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I just heard a theory that the PNG crew increased their autobrake setting at 50’ in heavy rain at Truk. It seemed like a good idea at the time. |
Why are aircraft fitted with autobrake ? Why do pilots use autobrake ? Why change settings ? After any serious incident, the press release will always state that “safety is our first priority”. |
Just read your damn bulletins |
Never a problem on 75/76 in my experience. |
B757 FCOM Systems: ”Autobrake application occurs slightly after main gear touchdown. Deceleration is limited until the pitch angle is less than one degree, then deceleration increases to the selected level. The deceleration level can be changed (without disarming the system) by rotating the selector.” |
I don't mean to step on toes, and I understand autobrakes are a tool to be used and probably nice to have, especially the bigger and heavier the type gets. But I agree with the notion of why go through the trouble of fiddling with selector knobs or buttons when there's two big pedals at your feet you can use? It might not be as accurate as the computers can do it, but I think I managed about 10 years of flying so far without giving the passengers any injuries or bruises from their seatbelts (my type does not have autobrakes).
Taken to extremes, next up we will have accidents because pilots don't know how to brake with care anymore ;). |
Wait a minute, you have your feet on the rudder pedals and you’re fiddling with a switch down FO’s knee to modulate the braking?!? We’re doomed.
The car radio analogy? Anyone think fiddling with a speed control setting on the dash screen is a great idea when you have your foot of the accelerator?? Can you do it? Sure. Great idea? Debatable. |
‘It’ (radio or AB) can be changed; should it be, is it necessary. Is there less distracting alternative - aircraft, yes, manual braking. Re bulletins: Who writes / authorises the bulletins ? What do they say, why, to what purpose ? Who holds the final safety responsibility for the bulletin ? … for the aircraft … You ? |
I've seen somebody disengage the AB via the pushbutton on the panel (A320) during rollout. What if he'd selected max instead? Would anyone die? Probably not, but there's some risk of injury with max AB, I assume.
There's nothing expressly prohibiting it, but it just seems like way more work than using the pedals. Not worth me getting worked up over it though. |
We are to disconnect autobrakes via manual braking, not using the switch. I believe that is still required across all fleets at our company. I can understand directing the PM to change the auto brake setting during the approach because of unanticipated conditions. I can not understand doing that on the runway. So the Captain is landing and now decides to: take his eyes off the runway, look over to the autobrake panel, take his right hand off the TL’s and reach across the cockpit to deselect, select, or increase the AB setting. Or one may say, well no, he directs his FO to do the action. So now that FO is presented with a command from the Captain he most likely has never encountered nor anticipated and is to complete during a critical phase. I can easily imagine a hundred things which could go wrong. Isn’t our job to manage the threats inherent in our occupation not add to them? |
Doobler China
It was either " Madness" or " Moronic", so I say figured the former was less insulting.
On a technical level , there is no advantages ( on the 737, anyway) and only a heap of hurt if getting it wrong. The fact that a bunch of test pilots with zero line experience has gotten away with using it , and does not see the potential for a disaster in our hands , repeating it a few million times a year , instead of proper conservative breaking , means nothing. In my book! Another little thing on the 737 the autobrake some times does not arm. All you do then is go to zero for a few seconds, then back to desired selection , and voila, it arms. Doing that midfield at 100kts eats rwy!? Anyway I recall doing a thing or two some times back, when the "culture" was somewhat more relaxed. Sure we had fun , and we were good, but most of the time lucky. Buzzing my Brothers farm on empty trips at 100 feet comes to mind,,, You all have fun now Cpt B |
I disagree but can’t be bothered arguing, different types, different airline cultures. All the best. |
On a technical level , there is no advantages ( on the 737, anyway) and only a heap of hurt if getting it wrong. |
Nowhere in the 737CL FCTM does it imply fiddling about with the autobrakes after landing, this action surely is a "kludge" at best!
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Nowhere in the 737CL FCTM does it imply fiddling about with the autobrakes after landing, this action surely is a "kludge" at best! |
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