Regional Jet 700 ER/LR (CRJ700)
Flight Crew Multiengine; Flight Crew Instrument; Flight Crew Air Transport Pilot (ATP)
Troubleshooting; Time Pressure; Communication Breakdown; Confusion
Aircraft Equipment Problem Critical; Deviation / Discrepancy - Procedural Published Material / Policy
Flight Crew Overcame Equipment Problem
Company Policy; Human Factors; Procedure
As we arrived at the end of runway 16 for takeoff the Pilot in Command (PIC) called for the Before Takeoff Checklist to the line. I noticed that the number 4 brake temp changed from 6 to 7; which means it also changed from green to white. I pointed this out to the PIC. A moment later; it changed from 7 to 8. The other brake temps were much lower. The PIC wanted to douse the brake with water. I expressed discomfort with that. He said; '... just like taxiing through a water puddle.' He said that he would need the ok from ATC to exit the aircraft to pour water on the brakes since we were located on a Movement Area. I indicated that I was ok with seeing how ATC felt about opening the Passenger door just short of the runway. I was expecting that the controller would not give us permission for that. I was wrong. ATC gave the PIC permission to open the Passenger door and for the PIC to walk about the aircraft; which the PIC did without hesitation. The brake temp came down immediately; but began to slowly rise again. Before the number 4 brake temp could increase to more than 6 again; we took off. The threats were: a no-go brake temperature indication; a PIC who lacked the professionalism to do the right thing even with a SIC voicing discomfort with his decision; an SIC who lacked the professionalism to more appropriately stand up to a renegade take-matters-into-his-own-hands PIC. The error was taking off without direction from Maintenance Control concerning the brake temp indication. As we climbed off the runway I noticed the brake temp decrease from 6 to 5; and the number 4 brake temp didn't indicate anything abnormal on arrival at the gate [at the destination]. Therefore; no undesired aircraft state existed. In the future; I can risk insubordination more than I did in this incident. I've given up on the company having the means to prevent this from happening in the future.
On taxi out I noticed the right outer brake was a 7 then went to 8 while the inboard was a 4. We were at the hold short line when tower cleared us for takeoff. We told them we couldn't take the takeoff clearance because of the brakes being hot. I have talked to maintenance people in the past and asked about if I could I cool the brakes using water and they said if done carefully this would work. This would have the similar effect of taxiing through a puddle in rain. I mentioned this to the First Officer (FO) and he said he didn't feel comfortable doing this. I did say if he didn't want me to do this I won't. At which point he said nothing. I asked the tower if it would be ok to open the main door at the hold short line and they said it was ok. Using a bottle of water from the galley I very slowly and intermittently applied water to the brakes. This process took about 4-5 minutes using one bottle of water. This procedure allowed us to continue our delayed flight back to ZZZ. Both engines were running so this was a threat to be careful approaching the brakes.What I should have done was called maintenance to tell them of our problem and see if this was an acceptable solution to this situation.
Regional Jet flight crew reported applying water to hot brakes in order to cool the brakes prior to takeoff.