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MANAGING

UN EVEN Operators typically purchase twin-aisle airplanes for


long-distance flights. However, when market conditions
dictate, operators may use some of these airplanes on
shorter flights. In such instances, appropriate action
BRAKE TEMPERATURES by the flight crew can reduce the likelihood of brake
overheating and concomitant departure delays.
ON TWIN-AISLE AIRPLANES BOB MACKNESS
ASSOCIATE TECHNICAL FELLOW
F L I G H T O P E R AT I O N S
MECHANICAL/HYDRAULIC SYSTEMS
DURING SHORT FLIGHTS BOEING COMMERCIAL AIRPLANES

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W hen a twin-aisle airplane is used for
short-flight operations, brakes may heat
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FACTORS THAT LEAD TO
UNEVEN BRAKE HEATING
Slowing an airplane requires the dissi-
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INTERPRETATION OF THE BRAKE
TEMPERATURE INDICATION
The BRAKE TEMP light illuminates
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FIGURE
BRAKE TEMPERATURE INDICATION

pation of kinetic energy. Kinetic energy (or a BRAKE OVHT alert displays)
unevenly on each landing, with the difference when the temperature of a brake rises
that is not absorbed by the thrust
in temperatures becoming more pronounced reversers and speed brakes is converted above a predetermined level and turns
with repeated landings. At the gate, the brake to heat energy by the wheel brakes. off when all the brakes have cooled
temperature display may indicate that some The weight and speed of the airplane to a certain level (fig. 1). These levels
during landing and taxiing determine vary by airplane model and type of
brakes are hotter than others. Temperatures brake (table 1).
how much energy the brake friction
may continue to climb until the brake (i.e., heat stack) material absorbs. The BRAKE TEMP light and
temperature light illuminates or an alert Factors that lead to uneven brake BRAKE OVHT alert indicate that the
radiated and conducted heat from
displays. Understanding the causes of uneven heating include variation in brake
the brake may cause a wheel fuse plug
brake heating and the meaning of the brake wear, inadvertent asymmetrical braking,
to melt to release air pressure from the
and wind conditions.
temperature indication can help flight crews tire safely. Whether or not the fuse plug
minimize possible departure delays. This Variation in brake wear. actually melts depends on how far the
Brakes that are approaching wear limits threshold setting for the brake tempera-
article explains the following: ture indication has been exceeded (i.e.,
can become as much as 30 percent
1. Factors that lead to uneven brake heating. hotter than unworn brakes. This vari- the higher the reading on the brake tem-
ation in temperature simply reflects perature display, the greater the likeli-
2. Interpretation of the brake temperature the difference in the amount of brake hood of the fuse plug melting). The
indication. friction material. aircraft maintenance manual describes
the procedures for checking for deflated
3. Flight crew action that can minimize Inadvertent asymmetrical braking. tires and hydraulic leaks. (Hydraulic
uneven brake heating. Temperature differences between brakes leaks can result from overheated brake
on the left and right gears often arise
from inadvertent asymmetrical braking.
When the brakes and rudder pedals are 1 BRAKE TEMPERATURE INDICATION SYSTEMS BY AIRPLANE MODEL
used concurrently to maintain heading TABLE
Temperature thresholds (°C)
and keep speed under control, it is easy Airplane model Notes
767 carbon brake for flight crews to inadvertently apply Indication on Indication off
asymmetrical braking inputs that —
unknown to them — are being com- 767-200/300 371 315 ■ The brake temperature monitoring system is optional.
pensated for by the rudder. When the with steel brakes ■ Any brake reading that exceeds the threshold appears in white numerals
pedal brakes are applied lightly during in a white-bordered box on the engine indication and crew alerting
taxi braking and landings, temperature 767-200/-300 427 362
system (EICAS).
differences among the brakes on each with carbon brakes
landing gear can increase quickly. ■ The BRAKE TEMP light is white and is not an alert but an aid in the
use of the brake cooling chart.
Wind conditions.
Brakes cool by convection, and even 767-400 538 338 ■ The alert is an amber BRAKE TEMP advisory message on EICAS.
a moderate breeze can result in tem- with carbon brakes ■ On the landing gear synoptic page, any brake reading that exceeds the
perature differences among brakes that threshold appears in white numerals in a white-bordered box.
are exposed to wind and those that are
sheltered from it. 777-200/300 430 330 ■ The alert is an amber BRAKE TEMP advisory message on EICAS.
Given these factors, it is important to with carbon brakes ■ On the landing gear synoptic page, any brake reading that exceeds the
remember that temperature differences threshold appears in white numerals in a white-bordered box.
between the two sides of an airplane
do not necessarily mean that a problem MD-11 550 450 ■ The BRAKE OVHT alert is a level 2 message on the electronic display.
exists with the braking system or the with carbon brakes ■ On the configuration page, any brake reading that exceeds the threshold
brake temperature monitor. appears in amber numerals inside an amber-bordered box.
Source: Honeywell Aircraft Landing Systems

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differences between new and worn
brakes also will increase with repeated
SUMMARY
landings. Because of these factors, During short-flight operations, flight crews can take steps
a BRAKE TEMP or BRAKE OVHT
to pass on a cooler set of brakes to the next crew. Crews can
indication will more likely occur
toward the end of the day and especially carefully manage brake energy during landing and taxiing by
in hot weather. ■ Maximizing the use of thrust reversers
If landing conditions for an airplane
exceed certain maximums listed in the
and minimizing the use of brakes.
airplane flight manual (AFM) quick- ■ Using autobrakes or symmetrical pedal braking.
Comparison of new (left) and worn carbon brakes Source: Messier-Bugatti turnaround charts, departure may be
delayed for a prescribed period of time ■ Avoiding riding the brakes during taxi.
piston seals after a BRAKE TEMP last significant energy input. When the to let the brakes cool. The airplane may
or BRAKE OVHT indication has airplane leaves the gate for the next be allowed to depart before the end of If the BRAKE TEMP or BRAKE OVHT indication still occurs,
occurred.) If no anomalies are found, flight, however, the brakes will still be that period if the true brake tempera- published maintenance procedures should be performed.
the maintenance crew may clear the warm from the previous landing, and tures, as shown by the brake temperature
airplane for dispatch. more energy will accumulate from indication, are lower than those pre-
Brake temperatures tend to increase braking during the taxi out. The brakes dicted in the AFM.
from one landing to the next during short- will not cool completely on a short
flight operations. On the first landing flight, and during the next landing, the FLIGHT CREW ACTION
of the day, the brakes are relatively cool same braking effort will produce higher 3 THAT CAN MINIMIZE UNEVEN
because of the length of time since the peak temperatures. The temperature BRAKE HEATING
How the flight crew uses the brake
system in conjunction with reverse thrust
and the spoilers during landing signifi-
cantly affects the amount of energy trans-
ferred to the brake stacks. Flight crews
can use several techniques to arrive at
the airport gate with cooler brakes.
On long runways, aerodynamic drag
and thrust reversers may provide plenty
of deceleration at high speed, and
braking can be delayed until taxi speeds
are reached. If autobrakes are used, the
flight crew should choose the lowest
deceleration setting commensurate with
the available field length; landing long
and turning off short should be avoided.
Brake energy balance is improved
when the autobrakes are used all the
way down to taxi speeds because
the same hydraulic pressure is applied
to every brake.
On the taxiway, moderate brake ap-
plications followed by full pedal release
keep the brakes cooler than would a
steady application of light brake pres-
sure (i.e., riding the brakes). Using this
technique makes it less likely that the
BRAKE TEMP or BRAKE OVHT
indication will come on because of one
disproportionately hot brake. (It should
be noted that minimizing the number Editor’s note: For related information, refer to the Aug. 1, 1990,
of brake applications can reduce wear issue of the Boeing Flight Operations Review and the latest revision of the
on carbon brakes.) Boeing Flight Crew Training Manual.

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