STICK AND RUDDER
BETTER PILOT
Hitting the Brakes
Tips and techniques for avoiding the traps
BY ROBERT N. ROSSIER
IT WAS A SUNNY morning in March when the pilot of a Cessna 177
Cardinal turned final for Runway 35 at Concord Municipal Airport
in Concord, New Hampshire. The winds were light, visibility was
unrestricted, and the temperature hovered around 18°F. The runways were clear and dry, and no other traffic was in the pattern.
What could possibly go wrong?
Touching down, the pilot held back on the elevator and
allowed the aerodynamic drag to slow the aircraft; there was no
need to use the brakes. As the aircraft approached the intersec-
tion, the pilot pushed the left rudder and gently tapped the left
brake to exit the runway, and then taxied briskly to the ramp in
front of the FBO. It seemed that the flight would finish without
a hitch, but such was not the case. The surprise came when the
pilot tapped the right brake to maneuver the aircraft for park-
ing—nothing. The pedal was firm, but totally ineffective. The
pilot jammed on the rudder to maneuver the aircraft and
pulled the mixture out to shut down the engine
as the wingtip narrowly missed another aircraft
on the ramp. Fortunately, the aircraft came to
rest without colliding with anything. The pilot
scratched his head, wondering what had
gone wrong, and what he missed on his pre-
flight inspection.
Brakes are often taken for granted. Sure,
we check them on preflight, and test them
before taxiing, but seldom do we find problems. So when a problem does arise, it
usually takes us by surprise, setting us up for
some serious damage. Considering the consequences of not stopping when necessary,
it pays to give our brakes some thoughtful
consideration, not only during the preflight,
but at various key points in flight.
PREFLIGHT INSPECTION
Perhaps the most obvious sign of brake
trouble is a puddle of hydraulic fluid near
the wheels, but not all leaks occur near the
calipers. A slippery feel to the floor mats is
a sure sign that a hydraulic brake cylinder
has developed a leak near the rudder pedals.
Likewise, pilots should carefully examine
within the cowl and beneath it for the telltale signs of a leaking cylinder or hydraulic
fluid reservoir.
If possible when checking the brakes,
we should examine the brake
pads and rotors. On most air-
craft, the pads should be no
thinner than a quarter. Any
thinner than this, and the
rivet head that holds the
pads in place will begin to
rub on the rotor. The rotor
should be smooth, and not
grooved or gouged.
Before starting the
engine, we should test the
brakes to make certain they
