Braking...

[G2T]

But the real problem is briefing that 'we'll clear to the left at taxiway XXX'. This sets up an unconcious dynamic that you MUST make that taxiway, hence the heavy braking. And I notice it more out of FO's, but of course I haven't been paired with a CA for many years!

Peace.

Rekks

I don't see a problem with having a plan of where I am going to get off the runway, especially since my company teaches you to brief it that way. If I plan on getting off the rwy at a certain taxiway for a good reason, and it takes getting on the brakes to do it, what's the problem? In that case passenger comfort wasn't my biggest concern. It's like the pax that complains the landing was rough when you just planted it down in a gusting xwind near the limits, they don't always know what defines a good landing.

 

[crjdude]

Just because you brief we'll make taxiway such and such doesn't mean you have to stand on the brakes to do it. Especially with plenty of runway remaining. There are pax to consider...

It's called judgement.

Just seems like a high percentage of my flights aboard RJ's end with "emergency" braking.

crjdude

 

[Rekks Inbound]

I don't see a problem with having a plan of where I am going to get off the runway, especially since my company teaches you to brief it that way. If I plan on getting off the rwy at a certain taxiway for a good reason, and it takes getting on the brakes to do it, what's the problem? In that case passenger comfort wasn't my biggest concern. It's like the pax that complains the landing was rough when you just planted it down in a gusting xwind near the limits, they don't always know what defines a good landing.

Exactly my point. There is only one taxiway you have to make, and that is the LAST USABLE AVAILABLE ONE!. I really don't care what ATC says, and by asking you, in the middle of the landing rollout, to clear at a specific TW, they are essentially asking for a LAHSO, without actually saying so. Last I checked, LAHSO's can only be accepted under certain conditions. But I digress.

You don't care about pax comfort? Who pays your paycheck? Customers, ultimately.

I don't know who your MX dept. is, but ours (AWAC) is noticing a dramatic INCREASE in brake wear and MX costs, but of course that may also have something to do with reduced TR usage, but heavy (read excessive) brake usage probably has more to do with it.

Peace.

Rekks

 

[Sig]

I don't know who your MX dept. is, but ours (AWAC) is noticing a dramatic INCREASE in brake wear and MX costs...

PHL 35? I'm pretty impressed with the way you guys split the TDZ after the micromanaged final they make all of us fly sometimes.

 

[Flyin2low]

I don't know who your MX dept. is, but ours (AWAC) is noticing a dramatic INCREASE in brake wear and MX costs, but of course that may also have something to do with reduced TR usage, but heavy (read excessive) brake usage probably has more to do with it.

Peace.

Rekks

Welcome to the NE

 

[goahead]

Yea because only RJ's use hard braking.........
Let's see the MD-88 is the worst, followed by the DC-9 etc.....

 

[AngelKing]

I just do it cause it is fun.

LMAO..........sorry.

AK

 

[bmpilot2003]

Am currently on the CRJ (the only thing we fly), and I see this all the time. But the real problem is briefing that 'we'll clear to the left at taxiway XXX'. This sets up an unconcious dynamic that you MUST make that taxiway, hence the heavy braking. And I notice it more out of FO's, but of course I haven't been paired with a CA for many years!

Peace.

Rekks

Whats even funnier is when you fly with FOs and they brief where I AM going to exit the runway. To funny. To all the FOs out there who do this i ask you this question, ARE YOU DRIVING ON THE GROUND.... NO! I will exit the runway when and where my speed permits after you've floated all the way to the end of the touchdown zone.

 

[PositionandHold]

i don't brake...... sh!t, I fly a prop.....

bc BETA is sexy.

 

[CallmeJB]

I don't know who your MX dept. is, but ours (AWAC) is noticing a dramatic INCREASE in brake wear and MX costs, but of course that may also have something to do with reduced TR usage, but heavy (read excessive) brake usage probably has more to do with it.

Peace.

Rekks

We fly CRJs, he flies ERJs. We have steel brakes, they have carbon brakes. As has been said, steel brakes wear from heat buildup. Carbon brakes wear by number of applications, regardless of heat. So, once you put the pedals down, keep'em down; if you let anything up and then reapply, it's instantly double the wear. I don't really get it, but everyone I know who flies erjs swears that it's true.

PHL 35? I'm pretty impressed with the way you guys split the TDZ after the micromanaged final they make all of us fly sometimes.

Thanks, we aim to please. I'm routinely impressed all over the NE with the short approaches you Dash drivers make.

 

[EMB170Pilot]

Part of the problem could be not planning the runway exit.

you suck as a pilot then.

 

[EMB170Pilot]

I was a Captain for a regional and a national prior to my current fractional job so I'm fairly familiar with the "transfer of controls" on landing when it's the FO's leg.

That being said...

What the heck is up with the unbelievably hard braking on almost every RJ flight I'm on?

10,000' runway and the Captain's brake like it's 3,000'!!!

Whatever happened to smooth technique vs. mechanically flying the airplane?
Jeez...

crjdude

I would slam on the brakes too if I had to fly a crj

 

[DOVPILOT]

How about I need to make the last flight out for my commute and I'll jam on the brakes how ever hard I fricken want to make the first exit because 1-3 minutes really does matter sometimes.

 

[imacdog]

How about I need to make the last flight out for my commute and I'll jam on the brakes how ever hard I fricken want to make the first exit because 1-3 minutes really does matter sometimes.

Yes, the mark of a true professional. Bravo sir.

 

[G2T]

You don't care about pax comfort? Who pays your paycheck? Customers, ultimately.

Rekks

You missed my point, it's not that I don't care about pax comfort. There are certain situations where pax comfort is secondary to the operation of the aircraft. Pax fares don't change inversely with the quality of the landing either, which is good because they don't have the knowledge to truly judge a good landing anyway.

I still don't think there is anything wrong with having a plan when on the ground, but I guess we'll have to disagree on that.

 

[Dirty Sanchez]

Exactly my point. There is only one taxiway you have to make, and that is the LAST USABLE AVAILABLE ONE!. I really don't care what ATC says, and by asking you, in the middle of the landing rollout, to clear at a specific TW, they are essentially asking for a LAHSO, without actually saying so. Last I checked, LAHSO's can only be accepted under certain conditions. But I digress.

You don't care about pax comfort? Who pays your paycheck? Customers, ultimately.

I don't know who your MX dept. is, but ours (AWAC) is noticing a dramatic INCREASE in brake wear and MX costs, but of course that may also have something to do with reduced TR usage, but heavy (read excessive) brake usage probably has more to do with it.

Peace.

Rekks

Customers could care less if I slam it on and use max braking as long as they save $5 on the airfare. I have never heard anyone say "I am never going to fly on airline xxx again. They brake too hard." It's only the armchair quarterbacks like yourself whining about it.

Where do you fly out of that it is acceptable to use the last possible turnoff every time? ATW? Try that in MSP sometime or enjoy the extra flight time when some "smooth braking" a-hole in front of you lands long and rolls out to the end.

If it is a CRJ, Bombardier performance numbers are based off of max braking and reverse use upon touchdown on contaminated runways.

Or maybe it could be the 300 hour wonders that can't maintain enough directional control with full reversers and don't brake enough before the captain takes the airplane at 80 knots after wondering if his/her FO ever planned to exit the runway.

Either way, just put a stiff arm against the seat in front of you on landing and you will be fine. The other passengers will probably laugh at you though...

 

[COOPERVANE]

Whats even funnier is when you fly with FOs and they brief where I AM going to exit the runway. To funny. To all the FOs out there who do this i ask you this question, ARE YOU DRIVING ON THE GROUND.... NO! I will exit the runway when and where my speed permits after you've floated all the way to the end of the touchdown zone.

"I'll fire when I am God**m ready to fire, you got that!!"

Nice power trip

 

[outtahere]

Whats even funnier is when you fly with FOs and they brief where I AM going to exit the runway. To funny. To all the FOs out there who do this i ask you this question, ARE YOU DRIVING ON THE GROUND.... NO! I will exit the runway when and where my speed permits after you've floated all the way to the end of the touchdown zone.

Bit of an ego there don't ya think? Delta bound?

 

[TristarJS30]

I've flown with Captains that let me bring the plane to a slow crawl after making the high speed turnoff.

I've also had Captains stomp on the brakes at 70 knots before even initiating the transfer of controls and almost cart-wheel the thing to get it off the runway at the first taxiway. Those are also the guys that center my heading bug for me before the turn is even completed...

To each his own.

 

[IronCityBlue]

I was a Captain for a regional and a national prior to my current fractional job so I'm fairly familiar with the "transfer of controls" on landing when it's the FO's leg.

That being said...

What the heck is up with the unbelievably hard braking on almost every RJ flight I'm on?

10,000' runway and the Captain's brake like it's 3,000'!!!

Whatever happened to smooth technique vs. mechanically flying the airplane?
Jeez...

crjdude

The CRJ tends to come in hot and fast, especially the 50 seater. And it floats quite easilly, eating up tons of runway if the flare and thrust management wasn't very well executed. Also the reversers on the 50 seater are bleed air powered, not hydraulic, and take a while to open up, even at idle, and by the time they are in full reverse, its almost time to stow them anyway. If you land and wait on reversers to deploy, if there is anyone behind you ATC goes nuts and you end up taking the last turn off, even if it is a 10000 foot runway. So brakes sooner than later are almost always the more practical thing to do. Anyway just the nature of the beast. Of course for joe perfect superpilots this isn't an issue, but then again nothing ever is. :nuts: