Anecdotally I have heard of various things that I can do to make steel brakes last longer before they have to be replaced, and they make sense but how much does it really help?
Things that I have heard:
Are there any studies that have been done to show how much these things help and whether or not it makes a measurable difference?
I can't speak to techniques for for larger aircraft like the ones you're describing (reverse thrust, etc.), but for light GA aircraft one of the best things you can do to extend the life of your brakes is to not use them for directional or speed control during taxi1.
Most aircraft brake linings are "heat glazed" as part of their initial conditioning, and the heat from normal use (slowing down after a landing) maintains that glaze, but light brake use wears away the glaze on the surface of the brake linings, which reduces brake effectiveness and increases wear.
As far as landings go, I was always taught to use "aerodynamic braking" as much as possible (keeping the yoke back on the landing rollout). I don't know how much it helps with brake wear, but I find I don't need to be on the brakes as long, and anything that reduces the amount of time the linings and discs are rubbing on each other is probably saving a few millimeters of wear.
1 – Obviously safety is paramount here - if you're on a downhill taxiway you might have to ride your brakes unless you can get reverse thrust from your engine(s). Also on planes where differential braking is your sole means of directional control while taxiing just try not to drag the brakes the whole time you're moving.
Anecdotally I have heard of various things that I can do to make steel brakes last longer before they have to be replaced, and they make sense but how much does it really help? Things that I have heard: Land at the minimum recommend speed Use maximum reverse thrust (if you have it) Delay braking after landing (if on a sufficiently long runway) to allow slowing before brake application Various taxi techniques (taxi on one engine, don't ride the brakes, but instead build up speed and then brake to slow down. Rinse and repeat.) Are there any studies that have been done to show how much
It's easy to go online and look at prices of a Cessna 172, but what are some examples of how to breakdown the real world costs of ownership? how much other maintenance should you plan for? How much does an engine overhaul cost? Insurance hangar etc.. It would be great to also get some typical costs and ranges, since some element are more predictable than others. Obviously the costs will vary based on individual aircraft and location, as well as over time, but I'm looking for information that would help someone make the buy/rent decision. Prices can also vary geographically. I'm asking
or Airbus/Boeing certified pilots or even pure civil/(former) military pilots. Does any of you have any reference? ...Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection of the stick will command a certain rate, releasing it will make the system maintain the current attitude. See the Airbus Normal control law. direct control: a deflection of the yoke will directly
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?
I'm interested in short, or trick, take-offs - such as from platforms, tall trees, etc. I think that I should have a wind speed and direction measure an understanding of my wing surface area This will let me add to my intuition from regular launches (from sites with known-good launch conditions), and estimate how much velocity I need to add via a run / push. The methodology to count the wind measure seem a bit more grey, right now. I can have a sense of the wind where I am, but it may quickly change beyond my launch site. Since I'm considering how to launch from a stationary
. This "mushing" went on for what seemed ages before I eventually applied power and pushed the nose down to gain airspeed again. We tried it again after that and the same thing happened. I had an instructor... this to happen? (My guess is it is CG related) And most importantly: If I would have continued this "mushing" flight, would it be possible to have entered a flat spin or a simple "drop out of the sky...When I took delivery of a new Cessna 182T last year, I did a test flight for certification purposes. During the test flight we had to perform a power off stall but that didn't go as planned
The alpha vane is an external probe used to measure the angle of attack. I have been trying to understand how exactly it works, but I can't find any clear explanation or simulation. Is the vane static or dynamic i.e. does it rotate along its central axis? Given that it has a significant surface area, I think that it would either: Rotate because of the force/drag exerted by the airflow, and give an angle of attack proportional or equal to its angle of rotation Measure the force being exerted on it via a force sensor embedded in the surface Is either of these correct? In short, how
I had never really heard of OpSpecs until I started a new flying job that was at a Part 135 company. So for those people who are new to this (or are just interested): What is an Operation Specification and how does it relate to the actual CFR regulations? What kinds of things are they used for? Who uses OpSpecs? In general terms, how is an OpSpec obtained?
.) Bonus points: How much fuel does an aircraft retain after an emergency dump? I'm assuming they don't dump it all or they would have no fuel to maneuver with. Examples would be great. ...I've heard that in a lot of instances a jet that is making an emergency landing is required to dump excess fuel. In a lot of instances this would make a lot of sense. For example, if the gear cannot be lowered and the plane must land on it's belly. The last thing you want is a hundred tons of jet fuel involved. But, I have to assume there are also emergencies where a plane isn't required
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).