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• manually position the autobrake selector off (normally done by the PM at
the direction of the PF).
Manual Braking
The following technique for manual braking provides optimum braking for all
runway conditions:
The pilot’s seat and rudder pedals should be adjusted so that it is possible to apply
maximum braking with full rudder deflection.
Immediately after main gear touchdown, smoothly apply a constant brake pedal
pressure for the desired braking. For short or slippery runways, use full brake
pedal pressure.
• do not attempt to modulate, pump or improve the braking by any other
special techniques
• do not release the brake pedal pressure until the airplane speed has been
reduced to a safe taxi speed
• the antiskid system stops the airplane for all runway conditions in a
shorter distance than is possible with either antiskid off or brake pedal
modulation.
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 6.37
The antiskid system adapts pilot applied brake pressure to runway conditions by
sensing an impending skid condition and adjusting the brake pressure to each
individual wheel for maximum braking. When brakes are applied on a slippery
runway, several skid cycles occur before the antiskid system establishes the right
amount of brake pressure for the most effective braking.
If the pilot modulates the brake pedals, the antiskid system is forced to readjust the
brake pressure to establish optimum braking. During this readjustment time,
braking efficiency is lost.
Low available braking coefficient of friction on extremely slippery runways at
high speeds may be interpreted as a total antiskid failure. Pumping the brakes
degrades braking effectiveness. Maintain steadily increasing brake pressure,
allowing the antiskid system to function at its optimum.
Although immediate braking is desired, manual braking techniques normally
involve a four to five second delay between main gear touchdown and brake pedal
application even when actual conditions reflect the need for a more rapid initiation
of braking. This delayed braking can result in the loss of 800 to 1,000 feet of
runway. Directional control requirements for crosswind conditions and low
visibility may further increase the delays. Distractions arising from a
malfunctioning reverser system can also result in delayed manual braking
application.
Braking with Antiskid Inoperative
When the antiskid system is inoperative, the following techniques apply:
• ensure that the nose wheels are on the ground and the speedbrakes are
extended before applying the brakes
• initiate wheel braking using very light pedal pressure and increase
pressure as ground speed decreases
• apply steady pressure and DO NOT PUMP the pedals.
Antiskid-off braking requires even greater care during lightweight landings.
Carbon Brake Life
Brake wear is primarily dependent upon the number of brake applications. For
example, one firm brake application causes less wear than several light
applications. Continuous light applications of the brakes to keep the airplane from
accelerating over a long period of time (riding the brakes) to maintain a constant
taxi speed produces more wear than proper brake application.
During taxi, proper braking should involve applying brakes to decelerate the
airplane, releasing the brakes when the lower speed is attained and allowing the
airplane to accelerate, then repeating.
October 31, 2006
777/787 Flight Crew Training Manual
Landing
Copyright © The Boeing Company. See title page for details.
6.38 FCT 777/787 Preliminary (TM)
During landing, one hard, high energy, long-duration brake application produces
the same amount of wear as a light, low-energy, short application. This is different
from steel brakes that wear as a function of the energy input during the stop.
For normal landing conditions, autobrakes 2 or 3 optimizes brake wear, passenger
comfort and stopping performance.
Brake Cooling
A series of taxi-back or stop and go landings without additional in-flight brake
cooling can cause excessive brake temperatures. The energy absorbed by the
brakes from each landing is cumulative.
Extending the gear a few minutes early in the approach normally provides
sufficient cooling for a landing. Total in-flight cooling time can be determined
from the Performance Inflight section of the QRH.
The brake temperature monitoring system may be used for additional flight crew
guidance in assessing brake energy absorption. This system indicates a stabilized
　
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