QUICK TURNAROUND
The Quick Turnaround limit is related to the wheel fusible alloy plugs that are designed to melt at a predetermined temperature to prevent the tyre exploding when its been subjected to high temperatures caused by heavy braking. After a brake application, the energy which the brake has absorbed is released as heat and until this heat is dissipated, the amount of additional energy which the brake can absorb without failure is reduced. Therefore, take-off planning must consider the effects of residual brake energy (or brake temperature) if the previous landing involved significant braking and/or the airplane turnaround is relatively short => Using Rapid Taxi way exits would mean using the brakes heavily during landing, thus heating them up.

• On the taxiway, moderate brake applications followed by full pedal release keep the brakes cooler than would a steady application of light brake pressure (i.e., riding the brakes).

• During short-flight operations, flight crews can take steps to pass on a cooler set of brakes to the next crew. Crews can carefully manage brake energy during landing and taxiing by: Maximizing the use of thrust reversers and minimizing the use of brakes; using autobrakes or symmetrical pedal braking and avoiding riding the brakes during taxi and taxi at slower speeds.