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Changing auto brake setting during roll out
I’ve not seen any specific guidance against this or done it personally If I’m not getting the required deceleration i’ll disconnect the AB and manually brake But I’ve seen it done and curious as to thoughts on this technique |
Madness...
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Technically possible but what's the point? It's a gimmick and lacks class
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It seems like a good/acceptable idea until you accidentally hit MAX
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I often changed the auto brake settings on the B757. It was a smooth operation. I never used the technique to increase braking.
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Originally Posted by InSoMnIaC
(Post 10288971)
It seems like a good/acceptable idea until you accidentally hit MAX
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Seen it being done, never really understood the point, especially when people would change it mutiple times during rollout (i.e. 3 to 2, then 2 to 1). Isn’t it much easier just to press the pedals to disconnect the autobrake and brake manually? |
If you are not getting the required deceleration changing the setting might not work if the reason is a fault with the system. Once you work that out you have even less time for the manual option. |
I often changed the auto brake settings on the B757. It was a smooth operation. I never used the technique to increase braking. It's in the 737 FCOM that autobrakes can be selected and changed during landing roll out. No warning or caution. |
It seems like a good/acceptable idea until you accidentally hit MAX Exactly my thought too. I don’t use the above technique and prefer to select a slightly lower setting than required and override to disengage. |
Originally Posted by InSoMnIaC
(Post 10288971)
It seems like a good/acceptable idea until you accidentally hit MAX
CP |
Not all aircraft use knobs to set autobrake. |
Ummmmmm..........:8 |
Originally Posted by AmarokGTI
(Post 10289071)
If you are not getting the required deceleration changing the setting might not work if the reason is a fault with the system. Once you work that out you have even less time for the manual option. Say you've prepared performance rollout data for a WET runway but during landing its damp at best if anything. Having checked DRY and WET performance prior to landing, you know that a lower AB setting would make the desired exit in DRY conditions. Lowering the AB eating to the desired lower one is good airmanship in this case, alternatively, manual braking to disconnect the higher auto brake selected the other option. |
Skyjob: AB usually provides a controlled deceleration rate.
The Boeing RTO OFF-1-2-3-MAX is far superior to AB's LO-MED MAX in the interface, given the task suggested above. AB: no, unless you really want to do the inevitable. B: to reduce decel rate? Worked nicely, I seem to remember (steel brakes at the time). |
Routinely in normal conditions doesn't make any sense. But in rain and crosswind etc. if one wants to increase braking effect not a bad idea to change to medium from low. You are assured of even braking.
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It’s the poor man’s Brake To Vacate...!
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Lowering the AB eating to the desired lower one is good airmanship in this case, alternatively, manual braking to disconnect the higher auto brake selected the other option. |
Not necessarily against it, particularly in adverse conditions with gusty winds and a wet / short runway But If you do, I think it should be the PNF that adjusts the setting, it’s an awkward reach to where the selector is usually located and an unnecessary distraction to the PF I was in the jump seat of a 747 Classic a few years ago however that had the AB selector mounted on the left side of the overhead panel in easy reach of the CA |
Changing Auto Brake Selection after touchdown.
Originally Posted by InSoMnIaC
(Post 10289281)
Not all aircraft use knobs to set autobrake. |
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