I'm pretty sure that there are no aircraft equipped with a brake on its nose wheel, however two of my colleagues think there might have been. Are there?
Aircraft with retractable gear of course have devices to stop the wheels from spinning when retracted, but I'm asking about brakes used to stop or slow down the aircraft. Please don't consider aircraft with a tail wheel, gliders, experimental aircraft, or aircraft used for flight testing (certified aircraft only).
There are quite a few 727 that actually had nose wheel braking, however they utilized it only for maximum breaking power. (Also they were proven to be ineffective and unreliable, so a service bulletin was written to remove the system).
Saab Gripens use nose wheel brakes to stop as well, the main gear sits farther aft than most planes, so there is quite a bit of weight on the nose gear, which makes it effective for stopping.
I'm pretty sure that there are no aircraft equipped with a brake on its nose wheel, however two of my colleagues think there might have been. Are there? Aircraft with retractable gear of course have devices to stop the wheels from spinning when retracted, but I'm asking about brakes used to stop or slow down the aircraft. Please don't consider aircraft with a tail wheel, gliders, experimental aircraft, or aircraft used for flight testing (certified aircraft only).
Why has someone not designed a landing wheel with a fin or fins on it so that the air will start the wheels turning before the wheels touch the ground? Wouldn't that preserve the tires longer from wear? Or would it make the control of the aircraft more dangerous in some circumstances, such as rain or snow, to have the wheels already turning when landing? If so, perhaps the fins could be manually or computer controlled for various weather conditions.
I've noticed that on almost all aircraft (Boeing, Airbus etc.) the nose gear rotates forwards for retraction. However, on a some aircraft, in particular a few Russian models, the opposite is used: the nose gear is rotated towards the rear for stowage: (this includes the Tu154, Tu134) Is there any logic behind this decision? I imagined it was better to place it folding forwards, such that the gear was assisted into place by the air, especially for manual free fall. Looking at pictures of the TU-154 with its gear down, there seems to be plenty of space forward.
Preflight checklists often contain the item Flight controls: Free and correct However, if the rudder is tied to nose-wheel steering, is it even possible to check if the rudder is correctly connected (unless have a rear window and can see the rudder during taxi)?
An autobrake is a type of automatic wheel-based hydraulic brake system for advanced airplanes. The autobrake is normally enabled during takeoff and landing procedures, when the aircraft's longitudinal deceleration system can be handled by the automated systems of the aircraft itself in order to keep the pilot free to perform other tasks - Wikipedia How does the aircraft "know" when is time to activate the autobrake systems on a rejected takeoff and landing? Does it apply full brake to all the aircraft's wheels? Is it really used by commercial jets?
Are airspace violations (e.g. entry to class B without clearance) based on primary radar and/or Mode C transponder, or something else? I read that Mode C altitude is based on pressure altitude, i.e., set to 29.92" ... but presumably that's adjusted at the ATC facility based on the current pressure before being used for altitude enforcement. This begs the question, what would stop one (hypothetically), just winding back the altimeter pressure reading to appear to be at a lower altitude? So to summarize: How are airspace violations detected: What data input is used? If Mode C reading
As a private pilot I have zero knowledge about how big jets are being flown so I was a little surprised to see that smaller Airbuses (A32x) only use spoilers for roll control on final approach. During the initial phase of the approach ailerons are being used but at a certain point they stay put in the neutral position and roll is controlled by the spoilers. When I mentioned this to the pilot when exiting the aircraft he was a little annoyed by the question and he said I must have seen it wrong. I've seen this numerous times since then so I'm pretty sure I wasn't mistaken. Is this actually
As a follow up to "What is the measurement system used in the aviation industry?" which specified about measurement units during operations, another question that comes to my mind is: are there differences used in tools for maintenance and repairs for aircraft produced in different countries? Although things have been standardized these days, in the automotive industry you still get differences in the types of tools that are required for repairs. For example, the old British cars such as Land Rover or MG used imperial spanners until not long ago (3/8, 5/16 etc) whereas other cars used more
If I understand correctly, when a plane transitions from takeoff roll to being airborne, it is not something that happens "by itself" when the airspeed is high enough, but is caused by deliberate pilot input somehow. Which control surfaces are involved in causing the plane to lift off? Is it an ordinary nose-up movement of the elevators? That is, the elevators create negative lift that pushes the tailplane down, which makes the entire aircraft pivot around the main gear and increases the wings' AoA enough to create lift that takes the plane off the ground. Or is it something that increases
In companion to the other question asking about wheel tire tracks. Planes come down and stop with a significant amount of force which I would expect to cause either rutting or potholes. Are runways susceptible to ruts and potholes? And do these cause significant issues for landing planes?