Aircraft Brakes

Very early aircraft have no brake system to slow and stop the aircraft while it is on the
ground. Instead, they rely on slow speeds, soft airfield surfaces, and the friction
developed by the tail skid to reduce speed during ground operation. Brake systems
designed for aircraft became common after World War I as the speed and complexity of
aircraft increased and the use of smooth, paved runway surfaces proliferated. All
modern aircraft are equipped with brakes. Their proper functioning is relied upon for
safe operation of the aircraft on the ground. The brakes slow the aircraft and stop it in a
reasonable amount of time. They hold the aircraft stationary during engine run-up and,
in many cases, steer the aircraft during taxi. On most aircraft, each of the main wheels
is equipped with a brake unit. The nose wheel or tail wheel does not have a brake.

In the typical brake system, mechanical and/or hydraulic linkages to the rudder pedals
allow the pilot to control the brakes. Pushing on the top of the right rudder pedal
activates the brake on the right main wheel(s) and pushing on the top of the left rudder
pedal operates the brake on the left main wheel(s). The basic operation of brakes
involves converting the kinetic energy of motion into heat energy through the creation of
friction. A great amount of heat is developed and forces on the brake system
components are demanding. Proper adjustment, inspection, and maintenance of the
brakes is essential for effective operation.

Multiple-Disc Brakes
Large, heavy aircraft require the use of multiple-disc brakes. Multiple-disc brakes are
heavy duty brakes designed for use with power brake control valves or power boost
master cylinders, which is discussed later in this chapter. The brake assembly consists
of an extended bearing carrier similar to a torque tube type unit that bolts to the axle
flange. It supports the various brake parts, including an annular cylinder and piston, a
series of steel discs alternating with copper or bronze-plated discs, a back-plate, and a
back-plate retainer. The steel stators are keyed to the bearing carrier, and the copper or
bronze plated rotors are keyed to the rotating wheel. Hydraulic pressure applied to the
piston causes the entire stack of stators and rotors to be compressed. This creates
enormous friction and heat and slows the rotation of the wheel.
As with the single and dual-disc brakes, retracting springs return the piston into the
housing chamber of the bearing carrier when hydraulic pressure is relieved. The hydraulic fluid
exits the brake to the return line through an automatic adjuster. The adjuster traps a
predetermined amount of fluid in the brakes that is just sufficient to provide the correct
clearances between the rotors and stators. [Figure 8] Brake wear is typically measured with a
wear gauge that is not part of the brake assembly. These types of brake are typically found on
older transport category aircraft. The rotors and stators are relatively thin, only about 1/8-inch
thick. They do not dissipate heat very well and have a tendency to warp.
Please watch the following videos.
https://www.youtube.com/watch?v=Olg1pNxN0Z4
https://www.youtube.com/watch?v=yPJAbEAHJRI
https://www.youtube.com/watch?v=suMitOB5aJY
https://www.youtube.com/watch?v=9qd5-2dKbD4
https://www.youtube.com/watch?v=V6PQRswMu84
https://www.youtube.com/watch?v=V4ymAODCfTY
https://www.youtube.com/watch?v=D008yZJXw4k