Originally Posted by
Heavy D
Hello FDR!
Thank you for enlightening me on the braking system logic of the Airbus A330 series. I did not know that nose strut compression was necessary for TR use, but I would think it would be a safeguard against a sudden deceleration causing the craft to slam down on its nosegear and possibly damaging same. The 737NG/MAX will autobrake as soon as the MLG wheels spin up past 60 knots. The airplane is prevented from impacting its nosegear after sudden deceleration by a redundant, failsafe system: two well-trained and proficient pilots applying aft elevator.
We are AVIATORS, gentlemen! Let's not get so complacent that we allow system shortcomings to catch us in the weeds. Happily, no one was injured, but I might guess that the return Cebu-Inchon flight may have been cancelled or severely delayed.
Your comment "lift up your feet" had me in stitches! Thank you for such an informative post!
Fly Safe!
have another read of the comment please.
The NLG controls the autobrake max rate application, the rate is modulated at a lower rate until the NLG strut compression occurs. Stops wrinkling tubes ..
The TR logic comes from the MLG untilt sensors. And I will stand corrected, but any one of those being made will permit TR to be used by the selection of TR by the flight crew.
Sorry if that was suggesting otherwise.