Brake energy limits

[HA25]

It does merit noting that the max temps of the brakes aren't reached for a good 3-5 minutes AFTER the landing roll ends. I've witnessed this on a TriStar landing in ATL 5 years ago.. no TR's were used for some operational reason that I forget, and they were heavy.. I recall the brakes set fire about the time they were about to pull up to their gate.

 

[stknrdr]

The physics of it all are at rocket-scientist level for me, but yes to keep it simple: the brakes can only absorb/disperse so much energy. Few airplanes with standard brakes can withstand a full-on abort and return to the runway right away for departure; most will blow fuse plugs within 20min after the abort when the brakes reach their highest temp. The gotcha here is when planning arrivals into high altitude airports in these aircraft. That thin air doesnt aid in brake cooling, and your kinetic energy will be higher (think ground speed at a higher elevation) and the brakes will work harder getting you stopped. The charts basically tell you at what weight your brakes will start losing their effectiveness which is more than an attention-getter landing at Telluride, Sedona, Quito and a several others.
Get a Lear 45 with their sweet carbon brakes and no "turn around times" and go on your merry way.....

 

[Hawker800]

Deskjob:
The Hawker does have brake energy limits but they rarely come into play except for high,hot&heavy ops. The 800a that I fly requires a 5 minute cool down after taxi in to taxi back out. Also an RTO below 90kts. requires a 25 minute cool down before trying again. Found that one out the hard way.
Good luck on your search.

 

[MauleSkinner]

Deskjob:
The 800a that I fly requires a 5 minute cool down after taxi in to taxi back out.

Unless, of course, your takeoff weight is above the limit specified in the AFM table for the field elevation and conditions present. Then it's 20 or 25 minutes.

Fly safe!

David