vessbot

C'mon Avbug, don't play coy and make your point. Obviously you appreciate the value and effectiveness of differential braking when the other (front-line) directional controls fail, reach the limit of their authority, or are not installed to begin with.

JohnBurke

I made my point. You incorrectly stated that brakes are flight controls.

I correctly stated that they are not flight controls. Apparently you do not understand this.

Apparently you elect to fly in conditions that exceed the crosswind capabilities of the flight controls of the aircraft, and use brakes as a crutch when you run out of aerodynamic control. One day that will hurt or kill you. Or hurt or kill the students you encourage by demonstrating this poor judgement.

I understand differential braking. I have flown numerous aircraft that have no other steering, from single engine piston and turbine aircraft through large, four engine airplanes.

I have never used brakes as a flight control, because they are not.

JamesNoBrakes

The point had nothing to do with autobrakes being "flight controls" per say, it had to do with levels of automation we willingly accept in certain areas, while possibly irrationally rejecting in other areas.

JohnBurke

Autobrakes are not flight controls, either, and in fact, are a function of ground logic, tilt, etc.

Autobrakes are not automation that one is "willing to accept," but a useful, indeed critical function of landing performance prediction and a level of protection through the antiskid system which provide a uniform rate of acceleration (or "deceleration," if one prefers).

In the case of the fishtailing A380 or similar type aircraft, an autobrake function would not serve to worsen the situation, but to stabilize it, and would do so more effectively than a pilot trying to play catch-up with manual braking. A pilot attempting to use differential, alternate braking to right that situation would easily go phugoid and make it worse. Uniform braking on a large aircraft is in order. Autobrakes on a large airplane in the situation video, however will also apply a measure of differential in direct response to tire speed as well as overall acceleration, and the braking action at each tire will have a damping effect.

badflaps

How many side loads can you get away with before you have a big suprise.

Grumble

Obviously you need some tailwheel time.

JohnBurke

Do I?

30+ years in a very limited range of J-3's through DC-3's, Beech 18's, pawnees, air tractors, thrush's, ag trucks, super cubs, Cessna 180's and 185's, Dromaders, etc.

Perhaps you can straighten me out on the whole tailwheel thing. Go on.

It's only been a few weeks since my last conventional gear landing, so probably a lot has been forgotten. I'd really love to hear about your expert instruction on the subject.

I've never seen a conventional gear airplane with brakes for a flight control, either. Have you?

Dougdrvr

Such an eloquent post deserves to be placed in the time capsule.

vroll1800

To those who think that brakes are part of the flight control system: Next time you're in flight (climb, cruise, descent, whatever) please let us know how applying the brakes enabled you to comply with ATC heading or altitude change. Also please provide link to heavy iron electronic flight manual that has braking system in "Flight Controls" chapter.

Airhoss

Only in the world of the internet do wheel brakes become flight controls. Differential braking on the ground is a ground handling technique. Differential wheel braking in flight is kind of useless.