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The anti-skid system, through various mechanisms, compares the speed of the aircraft with the rotational speed of each main wheel. If the speed of any wheel is too slow for the existing aircraft speed, the brake on that wheel (or wheels) is released momentarily to allow the wheel speed to increase and prevent the wheel from skidding.
The system is fully automatic and is active from immediately after initial wheel spin up on landing (during which time brake activation might (or might not) be inhibited) down to a design limited minimum speed; usually about fifteen knots.
Anti-skid, auto-brake, brake temperature indicators and brake fans are all systems which enhance the performance of the aircraft brakes.
Anti-skid systems are designed to minimise aquaplaning and the potential tyre damage which can occur when a wheel is locked or rotating at a speed which does not correspond to the speed of the aircraft. Anti-skid removes the possibility of reverted rubber skids caused by locked wheels.
An anti-skid system also greatly improves stopping distance on substandard surfaces such as gravel or grass and is particularly effective on surfaces contaminated with frozen contaminants such as ice or slush by ensuring maximum effective breaking.
The Global Aircraft anti-skid system Market accounted for $XX Billion in 2022 and is anticipated to reach $XX Billion by 2030, registering a CAGR of XX% from 2023 to 2030.
New anti-skid braking system launched for Pilatus PC-12 Advent Aircraft Systems has launched certification on the Pilatus PC-12 of its proven, advanced technology, light weight anti-skid braking system (Advent eABS).
Once certification is complete, the PC-12 would be added as an additional model to Advent’s existing STC for the system on the Eclipse EA500/550 and the King Air B300/300C series aircraft.
Advent eABS benefits for the PC-12 operator include: improved braking in all runway conditions without the risk of flat spotted or blown tires, reducing risk to the aircraft and flight schedules; an alternative to the use of reverse thrust to reduce prop erosion and the risk of FOD ingestion; and the ability to confidently apply the brakes immediately after touchdown or in situations where hard braking is desired, such as a rejected takeoff.
