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View Poll Results: Do You Check/Pump Brakes Before Landing
Yes 61 34.08%
No 91 50.84%
Sometimes, but not a habit 27 15.08%
Voters: 179. You may not vote on this poll

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  #21  
Old 12-17-2013, 07:27 PM
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AX-O AX-O is offline
 
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Quote:
Originally Posted by N941WR View Post
I was once told not to do this shortly after takeoff because a free spinning wheel will stop quickly and could shear the steam off the tube. Any thoughts on this?

As for a pre-landing brake check, this is the first time I have ever heard of doing it.
That was one of the things my dad taught me prior to retracting a landing gear. That way the tire would not rub on anything. Now i do it because i dont want the tire rotating/vibrating. I dont do it when we do formation take offs.

Never had a problem with a steam. That does not mean it cant happen.
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  #22  
Old 12-17-2013, 07:48 PM
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No. I've never heard of this either.
BTW, What are going to do about it anyway?

I do know they worked when I did my run up before take off.
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  #23  
Old 12-17-2013, 07:54 PM
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No. They worked at run up. I rather land with no brakes then a stuck brake.
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  #24  
Old 12-17-2013, 08:20 PM
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Ironflight Ironflight is offline
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I see little harm in doing an in-flight brake check, unless you press REALLY hard and blow something out.

That said, I am actually with the camp that says "if they worked when I took off, they will work (or not) when I land. Look at it this way - they COULD fail at any time (low probability however). That means that any time you apply them, it could be the last time. Since they worked at take-off, they might or might not fail when you do the test. If they work when you test them, they might or might not work when you land. This is what we used to refer to as a "light bulb check". Just because it came on last time doesn't mean it will come on the next. It doesn't actually "prove" anything.

Now, if I felt something funny on take-off, or when I stopped the tires on climbout - then I would investigate. If a bird hit my gear in flight - I'd give them a check. But we have pretty simple brakes. My "old bird" had four-channel brake commanding with three hydraulic systems - our biggest fear was a stuck-on brake, so we NEVER applied pressure before touchdown in case we got a stuck on "something."

Best to plan your landings as if the brakes might fail - you DO have a plan, right?

Question - Has anyone that checks their brakes before landing ever found that they had gone away since take-off (in a simple, RV-like system)? Not saying it can't happen - just wondering if we have any actual experience with the failure.

Again - little harm in doing it - sort of like Mel's gear switch in his RV-6 - it does not harm to move it to the "up" position after take-off, and to the "down" position before landing - just to keep in practice for flying other machines where it might be important!
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  #25  
Old 12-17-2013, 09:53 PM
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Quote:
Originally Posted by Ironflight View Post
...Question - Has anyone that checks their brakes before landing ever found that they had gone away since take-off (in a simple, RV-like system)? Not saying it can't happen - just wondering if we have any actual experience with the failure...
Yes, I have.

A warped disc on takeoff will push the piston back into the caliper and cause that first application to be "soft", which is a problem when it's only on one side. I chased this problem for quite a while before I figured it out. My work around was to pump the brakes up to firm before landing. It then became a habit and a source of comfort to "know" I had brakes. Again, this was an airplane that was not as well behaved as an RV, but it stuck. I've also flown several airplanes with simply weak brake systems, and like an old car, you just learn to adapt and overcome if you are going to fly.

I equate this to using the boost pump on landing... It's not needed unless you have a failure of the main pump, but we do it anyway, just in case.
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  #26  
Old 12-17-2013, 10:16 PM
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Quote:
Originally Posted by Toobuilder View Post
Yes, I have.

A warped disc on takeoff will push the piston back into the caliper and cause that first application to be "soft", which is a problem when it's only on one side. I chased this problem for quite a while before I figured it out. My work around was to pump the brakes up to firm before landing. It then became a habit and a source of comfort to "know" I had brakes. Again, this was an airplane that was not as well behaved as an RV, but it stuck. I've also flown several airplanes with simply weak brake systems, and like an old car, you just learn to adapt and overcome if you are going to fly.

I equate this to using the boost pump on landing... It's not needed unless you have a failure of the main pump, but we do it anyway, just in case.

Ok - fair enough Mike. But you weren't really "testing" the brakes, you were using a procedure to make them work (something that you knew you had to do to make them work - not checking to see if you had them). There is a difference there.

And yes, I'll admit that there are things I do in airplanes just because they make me feel better, and "can't hurt". We all have little things like that.
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  #27  
Old 12-17-2013, 10:20 PM
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Why would a valve stem shear from braking when they don't shear on landing spin-up? Why wouldn't you check your brakes? Its almost like not checking gear lights.
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  #28  
Old 12-17-2013, 10:41 PM
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I do it during the landing checklist?as another poster said, for me its the "U" in GUMPP, in a fixed gear airplane. (Three green and brakes in a retract).

Just a pressure check, not really pumping the brakes. Its just for SA?I also try to minimize brake usage, but if the need to use them aggressively comes up, it'd be nice to know if one or both were inop before the brakes are applied. One bad brake in an aggressive braking event might be a worse scenario, especially in a TW airplane.

Haven't had a brake fail in flight, but I have had a brake line fitting blow out (during a prop dynamic balance?very exciting, especially for the prop guy! You'd be amazed how fast your throttle hand can move aft!). That's why I don't mash the brakes on the check?or on the ground (unless required).

So its one of those "low likelihood" but potentially "high consequence" failure modes?so a quick check is cheap insurance, IMHO.

And besides, the U needs sump'in to stand for, doesn't it?

That was a neat story about the biplane Brian!

Cheers,
Bob
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  #29  
Old 12-18-2013, 06:47 AM
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Default Every time

I check brakes in the down wind leg.
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  #30  
Old 12-18-2013, 06:55 AM
APACHE 56 APACHE 56 is offline
 
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Default It was a "tail dragger" thing...

When I bought my biplane, a tail dragger, my instructor taught me to "always check the brakes before landing." The reason was that you sometimes need the brakes to effect a landing especially while transiting the no rudder effectiveness regime.
That came in handy a few years ago when I was downwind in my Steen Skybolt. During the obligatory pump I found that the right brake had leaked down. Naturally there was a stiff crosswind component and our runway here at KCOI is bordered each side with a ditch. I had to land with a tailwind component to counter the failed brake and as slow as I dared with the zero forward viz Skybolt. The big rudder on the Bolt helped and I drove it off the end of the runway into the grass.

Don
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