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POSTING RULES

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View Poll Results: Do You Check/Pump Brakes Before Landing
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Yes
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61 |
34.08% |
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No
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91 |
50.84% |
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Sometimes, but not a habit
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27 |
15.08% |

12-18-2013, 07:01 AM
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Join Date: Jul 2009
Location: Mojave
Posts: 4,652
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Quote:
Originally Posted by Ironflight
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...
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This warped rotor thing was random. Sometimes the brakes would be firm, sometimes not.
Step #1 was "checking".
Step #2 was "making them work" if they failed the check.
I've never had them go away completely, but I have certainly found them to be so discrepant that they would have been trouble on the ground. I do know of several people who have "lost a brake" on rollout and gone off the runway as a result. They didn't check for pressure on short final either, so we'll never know if the brake went away in flight or at first application.
One thing is for sure, it is better to know sooner than later that you have a brake issue.
__________________
WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.
Michael Robinson
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Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C
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12-18-2013, 07:24 AM
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Join Date: Sep 2007
Location: Central IL
Posts: 5,516
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Interesting comments to a (seemingly) simple question. I saw this on Mike Seagers check list, but he did not emphasize it. I suppose once would be good, on a first flight, if the brakes had just been bleed (poorly) and air in there expanded to push fluid back in the reservoir. It would not happen every flight though.
People usually do things for a reason then forgot all the details of why. Then the reason disappears and the"rule" remains.
Maybe we should discuss FMEA for this system.
__________________
Bill
RV-7
Lord Kelvin:
“I often say that when you can measure what you are speaking about,
and express it in numbers, you know something about it; but when you
cannot measure it, when you cannot express it in numbers, your knowledge
is of a meager and unsatisfactory kind.”
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12-18-2013, 08:13 AM
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Join Date: Jul 2009
Location: Mojave
Posts: 4,652
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As pilots we are defined by our experience. When first starting out, that "experience" is served up to us by our instructors (good or bad). As we continue on our own, we adapt our behavior to address our individual experience. Few people have gone through a brake problem after a flight, but those of us that have... well, let's just say it sticks with you. Many pilots don't give the brakes a second thought, which is logical... until it bites you. Once you go for a brake and it's not there, I'll bet the "short final brake check" gets folded into your process instantly.
Not trying to be alarmist with this thread, merely like to urge you all to consider the pros and cons of integrating this little check into your process.
__________________
WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.
Michael Robinson
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C
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12-18-2013, 09:01 AM
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Join Date: Dec 2007
Location: SC & CA
Posts: 907
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Quote:
Originally Posted by APACHE 56
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...
Don
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This is the reason why I like to check the brakes prior to landing.
__________________
Tom Valenzia
RV8 (Sold)
RV12 Jabiru 2200 Powered (Sold)
Dues contributor since 2007
Learn from the mistakes of others. You won't live long enough to make all of them yourself...Anonymous
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12-18-2013, 09:44 AM
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Join Date: May 2007
Location: Quincy, Florida
Posts: 680
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brakes
No....never have. Hardly ever use the brakes except to taxi in tight spots. I usually always land on grass though.
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12-18-2013, 09:51 AM
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Join Date: Sep 2011
Location: Lynchburg, VA
Posts: 105
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A young CFI friend who helped with my last biennial liked to include "belts & brakes" as part of the landing checklist, so I started doing a cursory touch of the brakes and the belts.
I think I'll continue to touch the brakes and after my last landing, I'll also start to do a hefty tug and tightening especially on the lap belt.
__________________
Chuck Hagerty
Lynchburg, VA
RV-7A N954CH
First flight 1-29-13 
Phase I complete 5-25-13
INVERTED: Looking Back on Walking Away
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12-18-2013, 09:57 AM
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Join Date: May 2006
Location: Houston
Posts: 2,012
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Quote:
Originally Posted by Toobuilder
As pilots we are defined by our experience. When first starting out, that "experience" is served up to us by our instructors (good or bad). As we continue on our own, we adapt our behavior to address our individual experience. Few people have gone through a brake problem after a flight, but those of us that have... well, let's just say it sticks with you. Many pilots don't give the brakes a second thought, which is logical... until it bites you. Once you go for a brake and it's not there, I'll bet the "short final brake check" gets folded into your process instantly.
Not trying to be alarmist with this thread, merely like to urge you all to consider the pros and cons of integrating this little check into your process.
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It's not alarmist at all! If you are going to fly conventional gear airplanes, you should already know that brakes are almost as critical as flight controls in the transition from touchdown to slowed for the turn of the runway.
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12-18-2013, 10:01 AM
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Join Date: Jul 2012
Location: Western US
Posts: 98
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I test them before startup and again just before taxi, but not before landing because I don't touch them on rollout.
Last edited by Aryana : 12-18-2013 at 10:26 AM.
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12-18-2013, 10:23 AM
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Join Date: Feb 2005
Location: Chesterfield, Missouri
Posts: 4,514
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Quote:
Originally Posted by Toobuilder
As pilots we are defined by our experience. When first starting out, that "experience" is served up to us by our instructors (good or bad). As we continue on our own, we adapt our behavior to address our individual experience. Few people have gone through a brake problem after a flight, but those of us that have... well, let's just say it sticks with you. Many pilots don't give the brakes a second thought, which is logical... until it bites you. Once you go for a brake and it's not there, I'll bet the "short final brake check" gets folded into your process instantly.
Not trying to be alarmist with this thread, merely like to urge you all to consider the pros and cons of integrating this little check into your process.
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Valid observations Mike. You know the brakes did not fail since take off.
But the reality is if a failure is in the making, it will occur after landing when the system is subjected to high pressure. The check before landing can not be a reason to land long and hot, best to fly every approach on speed, in the slot and avoiding the need to use breaks as much as possible.
I will use your proceedure if remembered but I won't clutter my check lost with it.
Merry Christmas to all in this Great RV community.
__________________
RV-12 Build Helper
RV-7A...Sold #70374
The RV-8...Sold #83261
I'm in, dues paid 2019 This place is worth it!
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12-18-2013, 11:22 AM
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Join Date: Jul 2009
Location: Mojave
Posts: 4,652
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Quote:
Originally Posted by David-aviator
...The check before landing can not be a reason to land long and hot, best to fly every approach on speed, in the slot and avoiding the need to use breaks as much as possible...
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Absolutely agree. The tap on the brakes is just an assurance that things are normal - just like seeing "three greens" on a retractable.
__________________
WARNING! Incorrect design and/or fabrication of aircraft and/or components may result in injury or death. Information presented in this post is based on my own experience - Reader has sole responsibility for determining accuracy or suitability for use.
Michael Robinson
______________
Harmon Rocket II -SDS EFI
RV-8 - SDS CPI
1940 Taylorcraft BL-65
1984 L39C
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