How do Aircraft BRAKES work?!
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- Опубликовано: 7 июн 2024
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Have you ever thought about what the aircraft brakes are made of and how they work? What about how much energy an Airbus A380 excerpts during a Rejected takeoff at maximum takeoff weight?
In todays Video I will go all in about brakes, anti-skid, auto-brakes and all you never knew you needed to know about the brakes on the Boeing 737NG so stay tuned!!
---------------Video highlights👇---------------
00:00 Intro
01:58 Overview
03:36 Break Energy calculation:
05:27 B737 Brake system:
07:23 B737 Brake Materials:
12:52 Anti-skid system:
15:39 System Backup:
16:46 Auto-Brake system:
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Below you will find the links to videos and sources used in this episode. Enjoy checking them out!
Airbus - A380 tests
• A380 from dream to rea...
Gmpanazzolo - A380 Brake test
• Airbus A380 brake test
Boeing - 747-8 RTO test
• Boeing 747-8 performs ...
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Hej!
i got a good one. What is that noise in the gear bay that is a low pitch tone followed by a higher tone beep? I think it has something to do with a systems test or resetting the FMS or something. I hear it from time to time while fueling the 737 NGs.
During a normal landing, under calm and dry conditions, typically what percentage of speed reduction can be attributed to: brakes vs spoilers vs reverse thrust ?
Exactly how bad is it to do 2 rejected landings 40 minutes apart? I was flying from Fiji to LA and apparently a fuel pump wasn't working. The pilot waited for a plane to land that was supposed to have a replacement, but it didn't, so he tried and failed to take off... Then waited for the another plane to arrive that also might have a spare pump, but the didn't, so 40 minutes after the first rejected take off, we had a second one... About 10 minutes later he said, 'Ok, lets just try that again...' Third time lucky I suppose - we got airborne! And had a completely uneventful flight to LA. Would a third rejected take off in an hour have been bad?
Mentour Pilot ( Wow !!!) SHEIKH MD. SHADDAT HOSSAIN .
For those who wasn't struck by lightning: 2.2 GJ is approximately the explosive energy of half a ton of TNT.
Who does that equal to a gigawatt?
@@Joeybagofdonuts76 it's 0.61 megawatt-hour, if anyone is interested.
@@Joeybagofdonuts76 If you release 2.2GJ in ~1.8s you get 1.21GW
@@maxsz91 thanks
@@Joeybagofdonuts76 a Watt is defined as J/s, so the wattage depends on how much time it takes to convert that energy to heat. It took the 747-8 in the video about 20 seconds to stop so if we assume the A380 and 747 are similar, you're looking at 110 MW of brake power. To put this in perspective, if you could convert that to electricity, you could power about 65,000 households for those 20 seconds!
When you were talking about failures in both braking systems, and the need to apply the brakes only once, it reminded me of the story of the B-17 bomber returning to its base in England during WWII. Its hydraulics were shot up and the pilot didn’t know if he even had one brake application. His choice was to either hope he had brakes and land back at base where their Christmas dinner would be waiting for them, or land at one of the bases with an ultra-long runway, but then spend Christmas Day in the back of a deuce and a half ton truck and miss dinner. The captain polled the crew and they all wanted Christmas dinner, so they landed at their base. Luckily, the backup system worked and they had that one application remaining.
In regards to brakes being the primary well... Braking method on the aircraft that is exemplified best in the C-17. Such an enormous aircraft designed for short feild landings with huge amounts of weight on board, it uses 12 MASSIVE carbon fibre brake packs, in conjunction with spoilers covering 3/4 of the wing span to dump all of the lift, but the thing making it so much more extreme than other aircraft is that the thrust reversers direct all thrust upward, with no openings on the lower half. So all of the thrust is in effect pushing down on the brakes even harder, in effect making the aircraft even heavier to allow harder braking without locking at all. One hell of am impressive aircraft
Good ol' Moose!
@@roriquevernonii8439 she's definitely a beast 😁
@@yukionna1649 Don't know if it's just JBER, but she's called a moose up here.
@@roriquevernonii8439 i think we've all always known her as the moose. She's got the call after all 😁
@@yukionna1649 love that sound!
Excellent explanation...as usual. My grandfather was an engineer at Boeing in the late 60's. He told me that he was on the development team for the 747. One of the stories he told was fascinating. The engineers had to calculate the maximum heat generated in a 747 during a rejected takeoff. To prevent the tires from bursting, they had to determine the pressure rise in the tire and then design a special plug in the wheel that will pop out (relieving pressure) just prior to the tire self-destructing. If a tire bursts, it can do severe damage to nearby components in the landing gear. A bursting tire also damages adjacent tires and can lead to a chain reaction in tire failures.
Between you, captain joe, and 74 gear, I get all the different types of aviation content I need!
Interesting, I'm expecting ground staff with leaf blowers like in F1 next time I fly 😀
I woundet how it work in like middle east where the runway can be really hot
Yeah, and others packing the inner wheels with dry ice.
Some airliners do have brake fans that the pilots can turn on to cool the brakes down after they get hot
I thought of F1 when he talked about pump braking (aka cadence braking)...
I have seen videos of aircraft brakes being hosed off on some island hopper routes.
Interestingly, the brakes are very similar to "race" clutches in a car, or clutch packs in an automatic transmission.
Yes! very much like wet clutches on motorbikes also which use this "pack" method to be more space efficient, i'm surprised that cars still use a single plate, large diameter clutch actually, such are the benefits of a multi-plate friction system like this
This is the kind of content that makes me glad I found this channel. Thank you Peter for producing great content:-)
So glad you like it my friend! Feel free to share it around
FYI, his name is Petter not Peter.
@@richardbutler9466 Really!?! Are you that bothered by one single letter?
@@AntonioCunningham Would you be happy if your name got written Antoni? Cuningham? His name is PeTTer, not PeTer. It matters to us Scandinavians! :)
@@cieludbjrg4706 Considering I get called Toni, Anthony, Tonio etc, no I don't mind. Not everyone speak and pronunciate in the same way.
I find being such a grammar Nazi to be more offensive than calling me the N word. Seriously when someone does, this, there's vertically no reason to communicate further because instead of dealing with what's being said or conveyed, they're nic picking irrelevant crap.
_"The antiskid system in airplanes works like that in cars..."_
Historically speaking switching that around to _"in cars it works like in airplanes"_ would even be more "correct" as when the automobile industry began to adopt that system for cars in the 1970s it was already in use for airplanes.
One more “what has NASA done to improve our lives here on Earth?” example.
Dunlop Maxaret, eh?
really as a fully electronic system like today ? In cars there were many ABS ish systems around also in the 60s and earlier but the challenge for a modern system as we know it today was that the electronic ECU is able to proccess all information and controll the actuators fast enough.. that was not possible before the invention of modern transistors, micro processsors and other hugh speed digical electronic components
@@bobl78 I studied EE in the mid 1970s and my Professor teaching "electronic circuit design" owned a company which had developed an ABS for a German car manufacturer. (ABS at that time was an "extra" you had to pay for and was typically only available for the more expensive line of models.)
At that time transistors were available since more than a decade and electronic circuit designs had started to incorporate analog ICs (like simple OpAmps as the uA 741 or timers like the NE 555). Digital ICs were quickly growing out of providing just the most basic building blocks, as they had been the years before, which had given us the 7400 (4 x dual NAND) or the 7490 (4 flipflop chainable counter stage). Now we could also have ADCs and DACs, which formerly needed to be built from discrete components.
While I concede car ABS then was far from the "stability control" we have today, which e.g. incorporates inputs from MEMS acceleration sensors that are processes in real time and can recognize a car starts to turning around its vertical axis. Such an advanced system as we have it today can give control back to the driver by asymmetric application of the brakes on all four wheels.
A very basic ABS can be much simpler and still be effective: The key understanding is there a substantial difference between static friction and sliding friction of the tires on the asphalt.
If all four wheels go from static to sliding at about the same moment in time (if the driver simply pushes the pedal as hard as he or she cab) the brakes are just less effective as they could be.
Worse if the road is more slippery on one side of the car than on the other, because the asymmetry then creates a force that makes the car turn around its vertical axis, making it uncontrollable for the driver. (And when friction becomes stronger again all of a sudden the car would also be in danger to roll over "sideways".)
Therefore experienced drivers at that time applied a technique called "Stotterbremse" in German, which means full force is applied intermittently only, giving you a shorter distance to a full stop as constantly applying the brake and risking the tires to block.
Which explains the name ABS: It means *Anti Blocking System* and the goal is (or then was) to avoid the wheels to go into sliding friction in the first place.
This actually can be achieved quite simple: the electronics would only have to determine whether a wheel still rotates and if NOT to cut the pressure in the break cylinders of that wheel until the wheel starts to turn again.
Exactly that was what early ABS did in cars and you would well notice it if you e.g. pushed the brake hard on a snowy road: the rattling of the "stuttering breaks" could be easily heard (and felt too).
@@mittelwelle_531_khz very interesting, thank you. The first german electronic ABS I know of was introduced in the Mercedes W116 around 1978 or so .. most like a 2 or 3 cannel sytem... So what was the challenge to bring an electronic ABS into a car ? I started drivin in the 90`s and remember that back then the systems were great compared to non ABS cars but compared totoday´s systems react and pulse much faster and contain many many more functions .BTW is a modern ABS system able to adapt the way it works to speed and ground / friction levels? Does it work different on snow than on dry road ? I remember when my dad got his first W126 in 1982 with ABS as a super expensive option ...
My dad used to build autobrake/anti-skid control modules for the 737 back in the 1990s. Great video as always, Petter!
Didn't ask
I'd love to see an animation showing how the stator and rotor plates all get pushed together.
Fascinating info Petter, I love these technical videos!
Love the animations! These technical videos are the best!
The c141 had anti skid system . We had to change 8 wheels after hard landing. They all blew out. A person approaching the plane from the side got hit with the wheel rim in the chest and died. The wheels can be very hot and dangerous. They are rather heavy.
I want 22" rims with low profile tiers on my 737
22" rims would actually be pretty small on the main wheels. 😉
With spinners.
I’ll loan you the 22’s on my vehicle. Don’t trash them because I’ll need them back!!! 🤣🤣🤣
American: Tires. British: Tyres. Definitely not Tiers.
That's just some absolutely fantastic material. It's great to get into so much technical detail without boring the audience one second. I'm only experiencing aviation via flight sims and after watching this video I kinda feel content that in sims brakes work 100% of the time in maximum efficiency.
Thank you so much! I really enjoyed this, I love systems videos, really interesting!
In fact, the brakes are more closely related to the multi-plate clutch on a motorcycle than a car disc brake ('though the clutch default is ON and the brake OFF of course).
Thanks again for videos like this. Love the technical videos. Every video i learn just how amazing aviation is.
Loved the video, great explanation and good demos. I hope to see more of these!!
Great explanation. A very felt THANK YOU! Happy new year, Mentour Pilot ..
Fascinating, especially the physics of the kinetic energy calculation.
I love these tech videos. The A-6 Intruder I was married to for fifteen years had a problematic (unreliable) anti-skid system and it was not unheard of to blow tires or have brake fires after an aggressive brake application. BTW, we disarmed the anti-skid system and increased tire pressure
for aircraft carrier operations. The latter could make for an exciting arrival when flying off the boat to a shore base.
I’m impressed that as well as being a pilot you know the physics and engineering very well. I hadn’t appreciated the brake cool time was even an issue before
What I use to picture what 2,2 Gigajoule of energy means is: This would be sufficient energy to bring 6579 liters of water from 20° to 100° (not including evaporating it). Everyone who has been waiting in front of his noodle pod with a few liters water to finally start boiling now can imagine, that you use a lot of energy for 6579 liters.
Excellent analogy. If you can imagine a 1000 liter water tank and its mass (1 tonne) multiplied by 6.579 - that's a lot of water and mass to heat up! Interesting to know how long it would take to reach 100 deg boiling point.
Release this energy in less than ~1.8s and you have enough power to power the flux capacitor and jump back to the future
@@maxsz91 As long as your speed is 88mph = 76.5kn.
The Flux Capacitor is very reliable.
@@rainscratch Minimum speed requirement goes without saying - it's basic knowledge
@@maxsz91 Only genius mad scientists can design the system though.
Early B-727 had nosewheel brakes. Due to reliability issues, a service bulletin (SB) was issued and they were removed. Later 727's were manufactured without them.
It's been a long time ago but I can remember 727 and DC 9 occasionally arriving at the gate with very hot brakes. If it was dark outside you can actually see a glow from them and we were always told that that was burning magnesium. When we would see hot brakes we were always told to never approach the gear from the side and to the only approach from the front or the back in case it was to explode and the split Rim separated said it would blow out to the side. You definitely never wanted to throw water onto a hot break or it would explode. Usually the fire department would put fans in front and behind the landing gear to try to cool them off slowly.
Having helped our mechanics replace brakes before, it's is surprising how heavy those things are.
You should never approach mains straight in. Aircraft wheels have thermal plugs that melt & deflate the tire if the brakes get too hot but you shouldn't bet on it. You really should never bet on anything an engineer designed.
Loving These Technical Videos
It send chills down my spine when I see that Helios livery 😔
Dear Petter, I love your channel. MentourPilot, BlancoLirio and VASAviation (all with a Spanish connection!) are my go-to sites for all things aviation. But I do have one BIG criticism to make: Your programs, barring those to do with sad events, are not the same without your adorable pooches, they never fail to bring a smile to my face!
They will be back. Molly has just given birth and Patxi is keeping my mother-in-law company after she lost her little dog.
Excellent teaching about aircraft braking. Thank you for your wonderful videos.
Great explanation. I’m amazed that steel brakes can build and retain heat over a day on short haul as each subsequent flight at minus 30-50 degrees would “suck” the heat out of them. It’s like being in a very interesting engineering class
Just goes to show the myriad of physics, aerodynamics, electrical, aircraft systems, and engineering topics pilots have to be familiar with.
Does RTO also arm spoilers for rejected takeoff ?
Yes, but it’s a different system that activates it
Partly. You arm the spoilers to deploy automatically by (1) selecting RTO on the Autobrakes dial as Mentour showed and (2) move the spoiler handle to the "ARMED" position. Moving the spoiler handle to the ARMED detent will also cause the ground spoilers to automatically deploy during not only a rejected takeoff but during landing as well.
Love the technical videos! It was fun trying out a rejected takeoff with the brakes set to RTO in my sim. I normally set them to RTO but I had no idea how it would actually feel rejecting the takeoff after 80kts.
I enjoy your very informative videos, your are not only a pilot, but
your are a very good teacher
loved the technicality of this video and i loved the images and videos used! keep up the great content!
huh, interesting. I didn't figure the brakes would be a clutch-pack, makes a lot of sense
727 actually did have nose wheel brakes as an option, I believe for unimproved runways. Pretty sure some did exist but most 727s did not have the option added.
Those were air brakes
Timed so well! I was literally wondering that this week
The most useful channel I have ever found. It makes my life easier . Thank you👏🏻
Love your content😄🤗
Love the two pictures behind you. Someone has great taste! Oh yeah, love watching you, I learn a lot from your clips.
The link to the artist is in the description. Check him out! instagram.com/plakaty_lotnicze?igshid=yltik8pqq8mt
Hey! New house?
A natural teacher, love it.🙂
Always love your cogent explanation Pettar
Thanks for the great content!
Hey mentour pilot love your videos:) would love to see a video about aircraft maintenance and what goes around in the hangers.
Thank you Petter! This was very informative.
Very interesting video. I do enjoy the more technical aspects of aircraft design. Thanks!
If doing multiple short legs on a busy day, would pilots ever go gear-down early on approach to cool the brakes more if ground cooling fans arent available? Obviously the pilot would have enough temp 'reserve' to land if they were good for a take-off, but to prevent delays on the next departure? Would that be a company procedural thing? I.e. bean-counters determined that the increased fuel-burn was cheaper than 10-20 minute delay waiting on brakes for whatever reason, so gear down x miles further out from touchdown then they normally would be?
They would delay landing gear retraction on take offs ...
Very early! Can tell this will be great! :)
Always a great learning experience!
Thanks for responding. I’m a senior citizen/wannabe pilot who’s accepted the fact that won’t happen unless I win the lottery! I treasure your videos and I love learning so I study anything I can find. Thank you for the detailed and often novice explanations!
What a great explanation! Your videos are so great, thank you for the work and effort you put into these!
"1.21 Jigawatts!!! (Gigawatts)" -Doc Brown
If the A380 stopped in about 2 seconds, than yes :-)
@@zapfanzapfan That call a crash, my friend
It's as much as lightning strike!
You good mentour,,, your vedios are just good,🤗
Thanks for an interesting video Mentour. Yes, I really enjoy the technical videos.
Thank you for the video. Superb explanation.
Well, that was a lot more interesting than I thought it would be.
These always are
I’ve heard of some of the 727s having the nose wheel breaks but got removed
Years later, sadly, the 727s got removed. ;^)
I really love these more technical videos sir! Thank you!
I love your technical videos too!
I thought: "Brakes? What's there to talk about?" Boy, was I wrong!! Thanks for a very interesting video.
Ditto that!
I’ve read that Concorde was one of the first airliners to make use of Carbon Ceramic brakes, not only for the weight savings, but also because of the higher takeoff and landing speeds she had compared to her subsonic counterparts. She also had brake cooling fans to help keep the brake temperatures in check during taxi and after landing.
Hey Mentour, I hope you're doing absolutely fantastic. ❤
Interesting, as much technicals as fun... Been on this channel for (lost count already how many) days... Loves the styles of simple presentations n contents... 🌹❤️
Hi. This is interesting. As introduction, it'll be interesting to mention that airplane breaking is constitute by: aero brakes, tires brakes, and thrust reverse. Thank you.
Thank you for a new highly detailed video! Quite a lot new things to know.
The question on the autobrake (especially on the RTO braking).
As i understand the manual brake application disengage the autobrake system. But, as i understand the captain are mandated to manually apply near full manual braking at the rejected takeoff above 80 knots, so RTO just saves about a second or so and serves as failsafe for human error basically? Is that correct?
Been eating for this topic :)
Great technical video, thanks. I've only been through a rejected takeoff once, as a passenger of course since I'm not a pilot just always interested in how things happen with aircraft. It was in a Shorts turbo prop (or fan, don't recall) on a short runway at a relatively small airport (SBA). Passengers experienced that situation of hanging on our seatbelts during maximum braking but nobody panicked and we were at full stop with room to spare remaining ahead on the runway. I recall it turned out to be a false warning indicator that caused the rejected TO. It was tested, resolved and we proceeded back out to takeoff with nothing further of note. After initial concern, it became an interesting diversion from normal operation, at least for myself. Cheers and stay safe.
Haven’t seen this vid yet but know it’s good I’ve smashed the like first
i love watching your video's from the United states very intresting and great information and entertaining hope all is well with you and the family thank you
Great to hear that
absolutely fantastic video
MiG-21bis has brakes on the nose gear as well, with a handle on the instrument panel to enable for takeoff and landing, and disable for taxi. Its brakes are pneumatic and operate off stored pressure, which gets interesting if you use it all up.
Ah yes but the beloved Frog Foot?
My understanding is that some early model variants of the 727 200 had nosewheel brakes to supplement the main brakes. However, I believe they were ultimately removed due to ineffectiveness and relibility issues.
Whenever I read or see a video on brakes or braking, I remember Swiss Air 306. The Caravelle crashed because of overheated brakes stowed after takeoff resulting in fire and destruction of hydraulic systems. 80 lives perished.
Morbid, I know.
love that new intro!!!!!
Petter/Mentour - fantastic video thank you!
God bless
Paul (in MA USA)
Your animated 737 is spookily like Helios to look at.
It is from the Helios video so...🤭
@@speedbird9313 Oh right, I should have had my glasses on. LOL. Thanks for that.
I remember having seen the brakes of my parents car glowing red hot (had to stop on the side of the road) going down a mountain when I was a kit.
Also, when you turn off your car, you don't have hydraulic assistance anymore. If you need to brake, you also have to brake with one push on the pedal. Otherwise you will loose any braking assistance, like Peter explained for the plane.
The brakes on a car will still work even with no engine power, the pedal just gets very hard and you have to apply a lot of pressure. If you ever driven a old car or a race car, same story with them. 🤷🏼♂️
On most cars you have pneumatic brake boost. The brakes work with hydraulic fluid and work if the car is on or off and are divided in 2 seperate circles if one fails.
The pnuematic boost will work ONCE after the engine is turned off. . . until vacuum is lost.
I experienced something like that once. I was driving down the Rockies traveling west from Denver. Anyone who's driven there knows the freeway has steep descents for miles. I decided to put it in neutral and see how fast it would go just coasting. (My engine was choking in that high altitude, so I didn't do it just to see what would happen.) Well it ended up exceeding my car's speed limiter at 109 mph. I figured that would do nothing while the car was in neutral, but no, it still cut ignition and the engine just died. I lost power brakes and power steering while descending a hill and going around a curve. Then I had to slow the car down to get it to start up again. Losing power assist wasn't as bad as regaining it and having the steering suddenly become soft. I ended up rolling down the mountain and dying. It was a bad day.
A guy stole a car and proceeded to flee from the police on my town a little while back. The car was abandoned in the street in front of my alley, and my surveillance system caught the whole thing. The guy didn't even bother putting it in park it looked like.
Those brakes were glowing so hot in the footage you couldn't see the tire rim any more. It was just white hot on the screen. Absolutely nuts.
Man your Intro Animations are always on point 🔥🔥😍
Learnt a lot. Thanks.
Can you do a video on why airplanes don’t fly in a straight line even to short destinations?
Ahhh you got a heart I think that might mean a video is coming ...
I’d like know that,,too. Great suggestion!
@@gabrielsimon7944 I hope so! It’s been a dying itch to understand this! Especially between short flights. For example, San Diego CA - Las Vegas NV. Only a 45 minute flight but seems like it could be shorter if they would just fly straight!
my guess is the world is round...
Usually it's because of airways.
That is a good story about breaking. During all the flights I took,, on landing there was a regular descelerating movement. Just grab your seat bars and everything was fine.
On one landing in Washington DC. from Europe the plane was descelerating so heavily I was pushed forward strongly, I had to grab the backseat in front of me so not to get slammed against it.
I once got to experience max braking while standing up (in the cockpit, behind the captain during an accelerate/stop test). I was hanging on for dear life to the column of a temporary equipment rack behind me. Even back in my lean/40-pushups days, it was all I could do to stay out of the captain's lap.
A big thank you Petter for these technical podcasts you have been doing. Besides of being very interesting, they are helpful to complement the atpl theory for example.
A profound explanation, as always! I have learnt a lot from your videos ✈✈✈
This video was absolutely FANTASTIC!
Glad you liked it
@@MentourPilot 🤩
The third brake is the wall of the airport:))
The “brake pad” would be the cockpit and crew.
Great video! 👏🏻👏🏻
Thank you for a very informative video! I always enjoy your content!
Hey Rob, did you happen to retire recently?
They don't, a big burly wizard stands at the end of the runway and screams at the plane "THOU SHALT NOT PASS" and then the plane fills it's underpants and comes to a stand still.
All jokes asside love the content Peter, wishing you a happy new year!
Drop the landing gear for a few seconds at a couple thousand feet altitude to cool it off
Haha I thought the same thing. Wouldn't that be a drag? 😆
@@lordw9609 Well the extra fuel might be less than the extra revenue from reduced loading times. It's a cost-benefit.
This is a joke OFC
I'm sure there is a procedure to do this.
@@froggymicb Yes; Look it up in the manual *before* attempting the approach!
@@pilotavery
Whatever OFC denotes I had a girl friend whom held an MBA and obtained work at ( major carrier ) I can assure you is is no joke to them: If some person in that position reads this they might just do the calc's ~ the person expressed wonderment at how 2 major airframe had reported being under 1 mile separation - all the computing power we have nowadays can be brought to bear saving 0.000051 / seat-mile → Many do not realize the commercial carriers operate on thin margins
I love the paintings on the wall :o
Today was a great day so far! Because I learned something new! Thanks for the great content. Have a fantastic day! :D
the early 727s had an option for nose brakes.
The saab gripen has also nosebreaks. They really nake a diffenerce in combination with the canards pushing down
@@Leminge42 Was at Farnborough many years ago with a Saab pilot showing off the nosewheel brake whilst spooling up the engine. Then off he went! They don't let you that close now.
Concorde had breaks on the nose wheel, but only to stop the wheel spinning when it was being retracted
Concorde had wheel brake fans in its rear bogies.
I never thought this would be interesting but it's actually fascinating! 😎👍
The brakes information was excellent.
Is there any feedback in the pedals? In other words, does the pressure required to move the brake pedal change as the pedal travels?
That’s a great question.
In a way yes, the "feedback" you get on the pedals when braking on the 737 is very similar to when you brake in a car (or even a GA aircraft).
Artificial feedback, just a simple spring really, making it harder to push the further you apply them
@@yukionna1649 probably is an FBW servo thus just won't do it for me
Just by the way: if you try to drive a truck for the first time, fasten your seatbelt properly :-)
A truck has brakes controlled by an air pressure. There is no feedback in the pedal and there is a little delay. So let me explain one second when you try to brake:
Stepping a little bit - no feedback, no reaction, so increasing pressure to the pedal and still nothing hapening! Finally stepping very hard and sudenly kaboom! :-D All breaking force is applied!
Small point, but I recall Boeing once offered nose wheel brakes as an option on its high gross 727-200 ADV’s.
I would never even think of a fact that brake discs actually don't have the time to cool down during A WHOLE FLIGHT, although a short one. Amazing as always, thank you!
Great video Mentour have a great weekend my friend.