Aero-Tips!

A good pilot is always learning -- how many times have you heard this old standard throughout your flying career? There is no truer statement in all of flying (well, with the possible exception of "there are no old, bold pilots.") It's part of what makes aviation so exciting for all of us... just when you think you've seen it all, along comes a scenario you've never imagined.

Aero-News has called upon the expertise of Thomas P. Turner, master CFI and all-around-good-guy, to bring our readers -- and us -- daily tips to improve our skills as aviators, and as representatives of the flying community. Some of them, you may have heard before... but for each of us, there will also be something we might never have considered before, or something that didn't "stick" the way it should have the first time we memorized it for the practical test.

It is our unabashed goal that "Aero-Tips" will help our readers become better, safer pilots -- as well as introducing our ground-bound readers to the concepts and principles that keep those strange aluminum-and-composite contraptions in the air... and allow them to soar magnificently through it.

Look for our daily Aero-Tips segments, coming each day to you through the Aero-News Network. Suggestions for future Aero-Tips are always welcome, as are additions or discussion of each day's tips. Remember... when it comes to being better pilots, we're all in this together.

Aero-Tips 04.02.06

A number of wheel fires resulting from repetitive or overly aggressive braking in Cirrus airplanes (see FAA Special Airworthiness Information Bulletin CE-60-30) reminds us that all aircraft brakes absorb tremendous stress and can get very hot if overtaxed.

No Anti-Lock Systems Here

The earliest airplanes had no brakes. Of course, they had tailskids (pretty effective brakes in their own right), they flew from grass airstrips (more wheel friction), rudders were typically more effective, and they generally took off and landed into the wind. Pilots also learned to use the adverse yaw of (typically large) ailerons with little wing washout for directional control.

About the time paved runways came into vogue (the late 1920s) brakes began to appear on airplanes. Early brakes weren’t terribly effective by modern standards, but most pilots were trained to maneuver without them. The tendency of tailwheel airplanes to nose over with aggressive braking quickly weeded out students and flying cadets that didn’t get the message.

Eventually modern, effective brakes emerged, capable of stopping far heavier, faster airplanes with much more idle-power thrust. Stopping power for high wheel speeds and inertia requires a great deal of friction—with the by-product of heat. Side-effects can loosen brake seals, leaking flammable brake fluid onto hot brake discs. Automotive-style anti-lock braking systems have not as yet made it to the lightplane market. Now that free-castering, non-steerable nosewheels are making a comeback (Cirrus, Diamond and others) we depend even more on brakes to maneuver fast, powerful airplanes on smooth, paved surfaces.

The Slow Down Low Down

As SAIB CE-60-30 suggests, pilots must be careful to avoid overheating brakes. Loss of braking effectiveness and, in extreme cases, fires may result if we use brakes too much. Taxi slowly and use brakes sparingly. Avoid high-power taxi. Tap brakes when needed, don’t ride the brakes or stomp down hard. Anticipate the need to slow down and use power accordingly. After landing, slow until rudder effectiveness is reduced before applying brakes unless runway length or conditions require otherwise. If you’ve had to hit the brakes hard, sit in place a minute or two for them to cool before resuming taxi.

Aero-tip of the day: Airplane brakes are very susceptible to overheating. Use brakes sparingly and expertly. 

FMI: Aero-Tips