Lookforshooter, any aircraft fitted with ACAS – commercial or GA – will only have vertical, climb or descend type commands. There is no turning flight associated with ACAS in any aircraft type.
ACAS is designed not ‘to fly you in to trouble’, indeed it does the very opposite and provides information of how to avoid trouble.
All aircraft have essentially the same system, thus whether a large or small aircraft, commercial or GA, all pilots must follow the commands; if someone does not, then there is an accident waiting to happen.
Commercial aircraft are flown by professionals who have the required airmanship / discipline to obey ACAS.
History may identify the one dominant accident involving ACAS as a problem of worldwide communication – ensuring that all crews, operators, and national authorities work to the same set of rules. The lessons have been learnt from that accident; the international rules are now firmly established.
A remaining weakness is with those humans who do not seek the necessary knowledge to understand both the principles of the system and the rules for its operation. Yet even with these, the individual must overcome bias and mis-belief, and follow the ACAS commands.
I and probably other pilots would have concerns about your apparent weaknesses in knowledge and resultant attitude about ACAS, but the most worrying aspect is that if you don’t correct these, you might be in the same airspace as us.
Re brakes; apart from mixing up anti skid with autobrake – functionally different systems, but usually combined in the same box; you are correct about the effectiveness of manual braking. In fact any pilot can better the braking distance achievable with RTO/Max autobrake providing that s/he applies the brakes quickly and maintains maximum pressure until stopped, i.e. follows the rules.