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1. INTRODUCTION
Operators often ask how to increase the life of carbon brakes, because the brake life obtained
may be less than expected. Two different factors affect the life of carbon brakes:
- The wear of the discs (refer to Chapter 2),
- The oxidation of the discs (refer to Chapter 3).
This article also develops best practices for operating the carbon brakes (refer to chapter 4).
Carbon wear is a very complex process. There are also different types of carbon, and each
type wears in a different manner.
The two main factors that affect the wear of carbon brakes are
- The number of brake applications,
- The temperature of the carbon discs at which the brakes are operated.
The energy absorbed by the brakes (e.g. at landing) does not significantly affect the wear of
the carbon brakes (unlike it is the case on the steel brakes).
However, the application of more energy on the brake has an effect on carbon brake wear, as
it causes an increase in brake temperature.
Brakes may degrade rapidly due to carbon oxidation. Oxidation may also cause the rupture of
a disc.
Two types of oxidation may affect carbon:
- Catalytic Oxidation: Mainly due to runway and aircraft de/anti-icing fluids and other
cleaning agents
- Thermal Oxidation: That is accelerated at high temperatures. Therefore, if the brakes
absorb too much heat, carbon oxidation increases.
However, there is no difference between the effects of Thermal or Catalytic oxidation. The
potassium or sodium present in de/anti-icing fluids acting as a catalyst further accelerates the
oxidation. It should be understood that once the potassium or sodium is absorbed by the
carbon it does not simply go away. Catalytic oxidation can continue after the winter has
finished based on the damage caused by absorbed alkalis.
The table below indicates the time required at different temperatures, to lose 5 % of the
carbon mass (or 25 % of the mechanical strength).
All recommended braking techniques should mainly aim at reducing the number of brake
applications and at optimizing the carbon brake temperature.
4.1 To Reduce the Number of Brake Applications
The main factors that affect the number of brake applications are:
Airport layout and traffic volume: Long runways and taxiways, number of turns,
congestion
Taxi speed and engine-idle settings
Aircraft weight
Use of the autobrake at landing.
In order to reduce the number of brake applications, consider the following techniques:
For most brake types, the taxi-in temperature is to the right of the wear-curve peak given in
Figure 1, due to heat build-up during landing. Therefore, it is not recommended to cool
the brakes after landing, as this would make it necessary to operate in the high-wear
range, in order to move to the left of the wear curve.
700
Taxi in
600 Disk
temperature
Temperature (C)
500
landing Indicated
Taxi out
temperature
400
300
200
parking
100
1st flight 2nd flight 3rd flight
0
0 50 100 150 200 250 300 350 400
However, it is not easy to manage brake temperature. The best solution is to use the brake
cooling fans, if available.
Note: Brake temperature may be further difficult to manage because, in normal operations,
there may be a significant difference between the temperatures of the different wheel
brakes. The brake temperature of some wheels may be on one side of the peak of the
wear curve, some may be on the other side, and some may be on the peak.
The FCOM and the TSM list the brake temperature limitations that require maintenance
actions.
For example:
- The temperature difference between the two brakes on the same gear is more than
150 C, and the temperature of either one of the brakes is more than or equal to 600
C, or
- The temperature difference between the two brakes on the same gear is more than
150 C, and the temperature of one brake is less than or equal to 60 C, or
- The difference between the average temperatures of the LH and RH brakes is more
than or equal to 200 C.
Taxi Out
If an arc appears on the ECAM WHEEL page, above the brake temperature (with a brake
temperature > 100 C), select brake fans ON. This will ensure:
- A maximum energy rejected takeoff will be sustained
- An acceptable brake temperature for taxi, in terms of brake wear.
Before Takeoff
If the brake fans are running, check that the brake temperature is below 150 C (except for
some brake types - see General Remarks above). If the brake temperature is above 150 C,
delay takeoff until the temperature decreases to 150 C with the fans running, then switch the
fans OFF.
Taxi In
Airbus recommendations are based on the advantages (described by all brake
manufacturers) of a taxi with hot brakes, but also take into account the possibility of oxidation.
Delay selection of the brake fans for at least 5 minutes, or until arrival at the gate (whichever
occurs first), to enable thermal stabilization, and avoid the oxidation of hot spots on the brake
surfaces. (Select the brake fans just before arrival at the gate, in order to avoid blowing
carbon dust on the ground crew.)
However, when turnaround times are short, or brake temperatures will probably exceed 500
C, use the brake fans (disregard oxidation) to avoid a possible melting of the wheel fuse
plugs.
For taxi in, disregard the arc on the ECAM WHEEL page. Also, the display of the BRAKE
HOT warning and/or light on the ECAM (on some aircraft) should not result in the immediate
selection of the brake fans; provided that the brakes will probably not reach 500 C (wait 5
minutes or until arrival at the gate).
Parking
Select fans OFF if no arc appears on the ECAM WHEEL page (temperature < 100 C). If the
turnaround is short, keep the fans running until the brake temperature is almost the same as
the ambient temperature.
4.3.4 Parking Brake
Release the parking brake at the gate, when the chocks are in position and when brake
temperatures are above 300 C with the fans OFF (150 C with the fans ON, if applicable).
Unless operationally necessary, avoid use of the parking brake at temperatures above 500 C
with the fans OFF (350 C with the fans ON, if applicable) in order to prevent damage to the
brakes.
5. CONCLUSION
Airbus liaises constantly with brake manufacturers, in order to provide the best
recommendations on the correct operation of carbon brakes. All parties agree that, in terms of
brake life, it is important to customize the recommendations, to take into account the specifics
of each Operator. Remember also that not all brake manufacturer recommendations are
exactly the same, due to the different types of carbon used. However it is vital that any airline
policy does not deviate from Airbus published procedures and limitations.
INTERNAL INFORMATION
Applicability:
References:
General Overview
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Question
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Answer
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Additional Note
.
Airbus SAS, 2015. All rights reserved. Confidential and proprietary document.The technical
information provided in this article is for convenience and information purposes only. It shall in
no case replace the official Airbus technical or Flight Operations data which shall remain the sole
basis for aircraft maintenance and operation. These recommendations and information do not
constitute a contractual commitment, warranty or guarantee whatsoever. They shall not
supersede the Airbus technical nor operational documentation; should any deviation appear
between this article and the Airbus or airline's official manuals, the operator must ensure to
cover it with the appropriate document such as TA, FCD, RAS. Access to WISE is supplied by
Airbus under the express condition that Airbus hereby disclaims any and all liability for the use
made by the user of the information contained in WISE. It shall be used for the user's own
purposes only and shall not be reproduced or disclosed to any third party without the prior
consent of Airbus.