Are you using the rudder pedals correctly? | Flight safety | Loss of control

[@skychaserA330]

100% agree with you. Flying for 51 years of which 45 years on Boeing and Airbus... I totally agree with you!!! My technique is " gear down, feet up ", "gear up, feet down "... always being ready to steer & brake in whatever condition! Thank you for your vid!

[@IntoTheNothing1]

yep agreed. its so annoying commuting back home and the pilots are riding the brakes on the first 500ft of the take off.. GET YOUR FEET OFF THE BRAKES. unless you like pushing v1 hundreds of feet down the runway.

[@JC-ms6rf]

I don't agree gear down feet up n gear up feet down In modern airliners, autobrake is the key to brake the airplanes. With the feet on the pedal what if you have an eng failure how are you going to control the directional control. With feet on the floor, your heels are acting as pivots that you have much better control of the direction of the airplane.

[@IntoTheNothing1]

@@JC-ms6rf except when some are equipped and some aren’t. Sometimes you fly both in one day. Changing the way you do a takeoff for auto brake equipped vs non is not only less safe but harder for the pilot to remember. Come back once you actually fly for an airline and are on leg 4 of the day after a 5am show time in Atlanta. Faa has done studies on pilot reaction time for engine failures before v1. This delay is accounted for in the performance numbers.

[@AwesomeAngryBiker]

bragger

[@TadeoArmenta]

" gear down, feet up ", "gear up, feet down "... i will steal that one! thanks

[@colinthepilot]

I love how the animation shows Converse All Stars! I discovered these as great flying shoes about 17years into my flying career, and with a job that would allow them. They're thin, so I can feel the pedals, but they slide a little because of lack of agressive tread. The aggressive tread found on athletic shoes and boots can bind on the pedals, and the thickness and padding muddles the feedback from the rudder.

[@The_ZeroLine]

They’re a bit similar to my racing boots in that way. I love the racing boots. Kind of wants to wear them in everyday life. They’re so comfortable, but your feet start hurting quickly if you actually walk around a lot in them because of how thin the soles are.

[@junggunsuh]

I am just a flight sim enthusiast and have been curious about the rudder pedals with my feet positions. This video gave me a clear guidance on how to use correctly. I appreciate for this creation.

[@johnaclark1]

Excellent video. I've been flying professionally for over 30 years, the last 25 in biz jets, and the last 3 in an aircraft with autobrakes. In all my many visits to the most well known training facility nobody ever discussed this topic and I had to figure it out myself. I quickly realized when moving into transport category biz jets that the "heels on the floor" technique we all learn from day one of flying does not translate. After a couple of simulator sessions in crosswinds or with certain hydraulic failure scenarios I quickly realized feet need to stay on the pedals. If I tried to slide my feet up during the rollout on landing or an abort the airplane can quickly weather vane and I have lost control in the sim using that technique and no instructor ever even mentioned it. Now, even in an airplane with autobrakes I ALWAYS keep my feet fully on the pedals. It's easier to learn not to touch the brakes on landing with autobrakes, or on take off roll than it is to try and slide up, even to disconnect auto brakes when desired on landing. Thanks for posting this video. It teaches and validates what I had to learn on my own.

[@AwesomeAngryBiker]

another bragger

[@marketacumenacuity625]

I have recently fallen in love with aviation, and I would like to thank you for this video and the hard work you’ve put into this channel.

[@JulianShagworthy]

I keep my heels on the floor - I have large feet and struggle to achieve full rudder/nose wheel travel in most aircraft when my toes are covering the brakes. If I really need the tighter turning radius or need to apply some asymmetric braking on landing, I slide my feet up quickly, it's like a muscle memory. I do, however, agree with all your points, and if I was blessed with smaller feet I would definitely do it the way you mention!

[@TOAJET]

Glad to see this age old question addressed. I am a Heal on the floor, I fly a part 25 jet and has a very challenging crosswind control that require alot of rudder deflection on take off. Pilots tend to make brake inputs during these take off's if you use your full foot on the rudder pedal and this can cause a brake drag issue. Also in a engine failure after take off you need to have full control of the rudder and this is a challenge with the heal of your foot. In the event of a rejected take off sliding your foot up to the brake comes natural. So the pro's of using your toes for both scenarios give much more control than trying to control with the heal of your foot. Done this in the sim many times and there is no increas in stopping distance during an abort but you have alot more authority with directional control using your toe during take off and a engine failure after V1.

[@scheusselmensch5713]

Wholeheartedly agree.

[@sahouagouma7469]

Agree

[@iphoneupdate]

I’m an Airbus driver and fully agree, I believe Airbus has come out in effect that it’s ultimately up to the pilot. There is no wrong or right.

[@noka5778]

Totally agree

[@NickyHonings]

Not to mention, when you need a lot of rudder and therefore accidentally press one of the brakes, it may disconnect the autobrake, making it an even more sketchy situation

[@ManNomad]

You covered nuances of brake usage I did not expect and were spot on. Flying a AA5B with a castering nose wheel 1000 hrs on sloped taxiways, strong gusty crosswind taxi and takeoff/landing. I it is a unique usage of braking and rudder control both independent and or combined depending on conditions. I actually prefer the flexibility and maneuverability of this setup and it fit the flight characteristics of the AA5B well.

[@antonioelias3996]

Magnar: great video, as usual! I’d like to share with your viewers - especially the GA pilots - my experience with rudder pedals. I’m 66 inches (1.68 cm) tall and in most GA aircraft the rudder pedals cannot be adjusted, only the seat. I flew Cessna piston twins (421, 310) for many years, and I used to go to Flight Safety Long Beach for my annual training. Because of my height, I always had to have the simulator seat full forward. But even with that, for the first two or three years my single engine failure at takeoff performance was mediocre at best until one year I asked for a cushion behind my back to get even closer to the pedals. Like magic my single engine performance went from mediocre to outstanding. That’s how important is being able to fully move the pedals forwad. On the real aircraft the fully forward seat position was good enough for takeoff and landing; I could fully depress the pedals without a back cushion, but then my position was quite cramped during cruise. So after reaching altitude I slid the seat back for comfort, and had a new before landing checklist item: pilot seat…fully forward. Then a few years ago with only 50 hours or so on my Piper Meridian, I was landing on a relatively narrow runway when suddenly I lost directional control and almost departed the runway - I had slid the seat back during cruise as I did on my 310 but forgot to slide it forward before landing. As a consequence, WITH MY LEGS EXTENDED MY TOES WERE POSITIONED AT THE BOTTOM OF THE PEDALS and as I attempted to push a pedal forward, all I was doing was pressing DOWN rather than forward. Fortunately, I realized what had happened and slid the feet UP on the pedal so I could both steer and brake, although with reduced authority because the set was far back - but enough to keep the airplane on the runway… barely! So now on my Piper M600 I have the old checklist item again: pilot seat…forward! And, yes, not having autobrake, I position my feet up on the pedals, but I taught myself to steer with the HEEL of my feet until I needed/wanted brake action, and only then rotate my feet toe forward.

[@FlywithMagnar]

Thanks for sharing

[@jimlthor]

Dang. Sounds like a scary experience. I could see myself scolding myself for forgetting such a "minor" detail in the middle of trying to keep control

[@77thTrombone]

@@jimlthor First aviate, then scold. I didn't learn this in the cockpit. I learned it from my wife, who scolds first and then calls the insurance company.

[@sergeykim591]

​@@FlywithMagnarhello

[@Skyhawk656]

Being somewhat short I have the same issue, but I was always feet fully planted on the pedals. I also drive professionally and have great footwork, I know when I’m on the brakes and when I’m not and I accepted the CFIs instructions with heels on floor but it feels like I’m giving up control of a vital system instead of improving it. Rudder with the heels, brake with the toes is how I’m wired. Granted I fly small single pistons, so no auto brakes… If I was flying professionally, that would be something to pay attention to, but not today lol.

[@se2103]

What a nice Gentleman. Very informative and good video. 22yrs in the A320 family and that’s how I keep my feet in the pedals.

[@skyhawk_4526]

Thank you for the history of the controls in earlier planes. I did not know about the Spitfire braking system or that the job of a wing-walker was to assist in making tight turns. Interesting stuff. One of my pre-takeoff memory items was always "feet to the floor" upon lining up on the runway. I always said it to myself out loud (as I often do with other checklist items) to remind myself to lower my feet so I don't inadvertently "ride" the brakes during takeoff. But your explanation and examples are very educational.

[@mayadaniel9]

Nice video! Even flying an airplane with autobrake I would say its useful to put the whole foot on each of the pedals just in case there is a low speed RTO… sometimes those low speed RTO’s require full rudder imput plus differential braking so the plane wont end up on the grass due to the high power assymetry and low rudder efficiency.

[@FlywithMagnar]

Thatæs a very good point!

[@tmymzr]

Nice video Magnar. I guess I fit in the "it depends" category. Heels on the floor give stability and reference. During Crosswind OPS and Engine failure during T/O we encourage students to "squeeze and freeze" (meaning: Dig the heel into the floor) to avoid pumping the rudder. This assumes no braking though. The problem with heels on the floor arises, when braking becomes necessary during full rudder deflection e.g. low speed rejected take off with large thrust asymmetry and little rudder authority (on the B737 auto brake is not available until reaching 90kts) or when overriding auto brake during the landing roll with strong crosswinds. Therefore on the Boeing: During take off below 90kts heels on the pedals flexing the feet back to stay off the brakes, above 90kts, drop the feet down for more finesse on the rudder (and comfort). Landings: Heels on the floor except during strong cross winds. And, ...we are discouraged from flying without shoes ;)

[@AzzaAgai]

nice video! I'm early in my training (PA28) and this has never been brought up, I just always have my feet fully on the pedals expecting to brake during TO/Landing. This will be a nice discussion point next lesson :)

[@FlywithMagnar]

I did most of my PPL training in a PA28 as well.Happy landings!

[@a.nelprober4971]

I was taught heels on floor by a retired ATP with 40k hours (or something crazy like that) he was very old. We had a crap ASDA but good stop margins anyway with a nice grass stopway. Edit: funny about your point on control, I actually prefer less rudder control to avoid overcontrol yaw during takeoff.

[@tedstclair7145]

Must be a newer PA28. The only one I've ever flown was a 1966 Cherokee 180--It really doesn't matter where you put your feet in those--the only brake you have is a handbrake hanging under the dash beside your right knee! Only problem with that is doing touch-and-goes you gotta quickly let the brake off and reach for the throttle--not as ideal as keeping your hand on the throttle and braking with your feet

[@skyhawk_4526]

I learned in a C172 and also had a retired ATP as an instructor. He always taught me "heels to the floor" on takeoff. Looking back, I think I typically also kept my heels on the floor during most of my taxiing (especially on straight segments where there was no anticipated need for brake use. I would slide them back up if approaching a turn or an intersection where a vehicle or another plane was approaching or waiting, just in case I needed to stop because someone pulled out in front of me, or needed differential braking on a turn.)

[@wyatt92563]

I’m a new student pilot. I have size 15 (US) feet. When my heals are on the the floor my toes are still at the top of the toe brakes. I always wonder that right after touchdown if my rudder inputs are also applying brakes causing me to over correct. I just ordered some driving shoes. I hope it helps 🤷🏻‍♂️

[@guruprasad4239]

Capt. The technique of feet up on rudder pedals during Taxi, Take Off and Landing is absolutely right.... ....A nice educational video indeed.

[@MegaPeedee]

Feet on the rudder pedals for Directional Control, during the take-off run, the climb out and when on the landing approach and then on the pedals during landing. Control is everything in my books. Thank you for a great clip: I have subscribed..

[@skyhawk_4526]

I tend to agree with that and do the same. I also tend to slide my heels to the floor during taxiing on any long straight segments (I think mainly I do it because I find it a more comfortable position), but then back up onto the pedals whenever I'm approaching turns and intersections (the former for differential braking and the latter for safety in case someone pulls into the intersection and I need to stop quickly). The airport I trained at had a noticeable downhill slope at the end of the main taxiway leading to the most often used runway, and I remember always sliding my feet back up as I reached that point, because I sometimes needed to add just a little braking on the downslope to maintain a proper taxi speed, even if I pulled the throttle back to idle.

[@bytio]

Very interesting video, i have to say it depends on the situation. I am a LTC/TRI/TRE/SE on the ATR, if i was taking off on that short limiting runway I would have feet on pedals. 99.9% of runways we operate from the aircraft would easily stop at V1. The greater risk i see often during training is people inadvertently applying brake on take off when they apply corrective rudder. Always caution Capts turning through the wind (e.g. turning onto stand) and the nose goes through the wind with the rudder swinging sharply down wind, causing harsh Inadvertent brake application. The transition from heels on floor to on brakes during landing is something I encourage pilots too practise and to do on all landings even if directional brake application is not needed (which is most of the time) so if it was required then its a natural and rapid process. As always Magnar a good video with great discussion points. David Mcmullon

[@FlywithMagnar]

Thanks for your input , David

[@Blkity77]

Agreed! When ever I used to be taking off on the saab 340, the feet where on the rudders and on the brakes. For landing i would have them, heels on the floor. Like you mentioned. Incase you have to abort. I’m now flying the 737 and I still use the same concept. I never liked the transition from floor to brakes.. always seemed sketchy to me. Since for 1 second the airplane doesn’t really have any directional control. Which on a strong crosswind landing, like we usually get here in MIA, can be critical.

[@ferdinandpollak8545]

I have to agree with James White above. Although if during a check ride the candidate demonstrates that he is as accurate with his feet on the pedals, I do not see any problems. In general, I see more unwanted brake application with this technique of feet on the rudder vs heels on the floor. This is why I prefer heels on the floor, as long as the transition to brake application is effective. It also depends on your heel flexibility, which is not the same for anyone. Thanks for this video that does not say right or wrong but gives your personal preference.

[@lemd49]

Thanks for this interesting topic. Thinking back, in my initial training on PA28, “heels on the floor” was the standard drill. Then further training on the AA5A & AA5B thought me the more extensive use of differential breaking as those planes have a free Castor ING nose-wheel. I never heard my instructors say “heels on the floor” in the Grumman Americans, the practice was much more feet on the pedals. An then in the BE76, same deal, feet on the pedals.

[@arlindodacostarosario457]

very interesting video! I have starting my flying lessons and one of the issue which I face it was how to use the ruder pedals. I am glad to know that the way I was doing its correctly and safe above the all.

[@asd1454]

Having been with Airbus and Boeing for 19 years and now with ATR72, it's hard to let go of the old habit but I'm trying to putting my feet on pedals like you do. Especially when I land on an extremely short RWY, I would have to say, keeping the feet on pedal is the only way without any luxury like an autobrake. Thank you very much.

[@chomanthapa]

Could do a detailed video on ATR landing techniques. Headwind tailwind rate of descend , transitioning to flare. Pitch attitude etc. I think this is the most awaited video. We have searched for it every where but there is very very few material on it. Perhaps a detailed one will be most welcome.

[@FlywithMagnar]

The reson why it's so difficult to find such videos, is that it's near impossible to explain everything that happens during a landing. There are so many variables and "if this then that, but if this happens, then you do that, but don't do this, or that will happen." But I will thing about it.

[@Hyliea]

Magnar's videos are magnetic

[@wernerschulte6245]

Great and explained with details. As a glider and ultralight pilot I haven´t really learned to use separated brakes. Most of the little ultralights don´t have it separated. Some even don´t have any brakes - especially the older ones. However, I now have got an SD1, the smallest aircraft you can buy, and . . . it´s a taildragger. Originally it had had heel brakes but my large feet couldn´t reach them without sticking under the petrol tank which is right before the pilot. As I said, the airplane is really small. The "pedals" are only short pieces of iron tubes. I do not have experiences with taildraggers. Only model aircraft I flew with such wheel constellation. Friends told me I will need the brakes on my SD1 to keep the direction after touch down. Now I am constructing a special brake system with a 3D-hand lever at the stick which can be pulled and additionally moved sidewards to increase one of the two brakes more than the other. I don´t know whether it will work. I will carefully test it before flying. Generally those planes have less danger because most of the airfields are more than big enough for them.

[@bruno84]

I'm not sure if people outside of the airline flying industry know how controversial and polarized this topic is. After nearly 10 years of flying airbuses, I have to tell you that your take on this was probably the most sensible one I came across. Thank you and safe flights!

[@jimmydulin928]

Having grown up in small airplanes with poor brakes, I have always kept my heels on the floor with my toes on the rudder and used rudder exclusively except to make tight taxi turns. This has worked for me, even in TW like your Maule, because i also use the apparent brisk walk rate of closure technique to decelerate on short final so as to land slowly and softly enough using both pitch and power to touchdown. This slower approach to the beginning of the runway allow an angle across in strong crosswinds using the entirely adequate thousand feet between the downwind corner and the upwind big airplane touchdown zone marking. Cubs, Champs, Taylorcraft, and Luscombe had only cable control of a mechanical non hydraulic brake. If you applied the maximum breaking taught today, the pulleys routeing the cables would break.

[@user-tg1ni3gw7e]

hello i am training now，and had my first flight several days ago and i can not control the taxi direction how should i place my feet and what should i do😢😢😢😢

[@Ingobuc]

Congratulations, precious and accurate informations, I agree 100%. I’ve been flying 30+ years, Airbus, Boeing, Embraer and Fokker. Taxi, take off and Landing ready to steer and brake if needed. Heels on the floor on these phases is like taking off or landing without your hand on thrust levers.

[@MrGoldman9]

hello captain Me, I agree with you completely, and this is what I have been doing for 28 years, meaning since I graduated from the academy until now, and on all kinds of planes in anticipation of any emergency in any of the stages of the flight , Thank you for sharing these excellent and valuable videos

[@andygourav]

Why am I here? I dont even have a driving licence yet

[@richardkean1559]

Should totally get a Ppl or at least do a discovery flight. It's a life changing and amazing experience. Individual opinions may vary.

[@salmanrizvi360]

😂

[@jordanak5418]

In future might be you don't need any license 😉 just remember the number 3 😂

[@twwc960]

Some people do get a pilot's license before they get a driver's license.

[@TheMesMes341]

I don’t have legs, yet…

[@PedroMaurer]

Super interesting video! I never gave this much thought. I'm still in my training phase (commercial pilot, Cessna 152/172; Embraer Seneca III) so I'm not yet familiar with autobrake systems. I tend to always keep my entire foot on the pedals during taxi, take-off & landing for the same reason, it's quicker to use the brakes in case I need them. While in the air I slide my toes down to the "heels" of the pedal, since there is no need for brakes up there (obviously).

[@schakalix]

Hello Captain! I'm an F/O, I fly Airbus A320 and I keep my feet fully on the pedals. Very informative video! 👍🏼

[@anangga84]

Nice insight capt. I’ll try for this technique. Til now i am used to put my heel on the floor. I feel like it’ll ease my leg for any rudder maneuvers. Such as, put more friction at right rudder with heel so my left leg can loose the pressure. But i always have a problem to hit the brake, i need some seconds and gut to not loosing directional control as well as moving my feet slightly up. I know it seems lazy, so that’s why I’ll try to change it. Thanks sir!

[@josdijkstra5937]

This was really very well done ! My instructor taught the heels on the floor at first but later in the training he added some edge cases when not to do this. Would be interested in a video about rudder/yoke control in gusty landings😊

[@markhilsen2528]

Magnar: Good video! I can sure tell it comes from not only an airline Captain, but one who cares about the little details that set you apart from those who don't care so much. Many years ago I was a B737-300 Captain and flying with many pilots new to the airplane. Most understood that in all phases of flight except active braking, your heels must be firmly on the deck [floor] and the top of your toes *not touching* the top brake part of the foot pedals. Every now and then I'd fly with a pilot who only knew how to fly with their feet in one position: high on the pedals, heels on the rudder bar, toes on the brakes. This created *interesting situations* on both takeoffs and landings. Takeoffs in windy, gusty conditions would see these pilots correcting the track to the runway center line not with rudder and nose wheel steering (the correct way) but with *touching the brakes*! When I pointed out the use of brakes on takeoff in the debriefing, as often as not the pilot get angry and deny using brakes. Good leadership does not need anyone to be friends so the issue should be pressed until there is clarity of some sort -- I might have been wrong. But there was no good method of showing the pilot what he had really done. Only in one case did a pilot riding as passenger ask after landing, "Why were you guys stabbing the brakes on takeoff?" You can feel it in the back when the pilots use brakes on takeoff., and it's a big NO NO. Landing, the B737-300 preferentially used Autobrakes to save wear and money. If the pilot had his or her feet too high on the pedals, upon the touchdown it was common for the minor "jolt" to have the pilot accidentally touch the brake tops -- and this would disarm ("kick off") the Autobrakes and we would be free-wheeling down the runway with only thrust reverse to slow us. (Thrust reverse works great to reduce cost but does not stop the airplane as well as wheel brakes.) Thrust reverse a lot makes noise and shaking and *sounds* like you're stopping, but without wheel brakes you may quickly use up too much of your landing runway.) I could discuss the proper technique and, after 2 or 3 landings where it was clear the guy was not really even trying to change, I'd have to *require* it. So I briefed that once on final, his heels had to be on the floor with his shoe toe visibly below and off the brake pedals. I know these guys were trying but since it didn't *feel right*, it was difficult to get them to actually land and touch down with feet in the correct position. Our airline procedures did not include a call-out of "Autobrakes OFF" and we were supposed to not utter anything not in the book. But I briefed that if he accidentally kicked the Autobrakes off on touchdown, that I would make that call to let him know we were MANUAL braking -- and the implication was that I didn't want to see us coming hard up on the end of the runway *again.* On touchdown, he had lifted his feet up and accidentally kicked off the Autobrakes. I made the call; he denied doing it, it "must have been a defect in the airplane"; and I said "You're MANUAL BRAKING." The debrief was, again, not very successful. But since it was the B737-300 and we took off and landed A LOT during a 4-day trip, and since we traded legs for flying, I kept notes of every tail number we flew, who landed, and what the Autobrakes did. Summary: 100% of the time, my Autobrakes worked normally; %100 of the time when he landed, even on airplanes that I had landed successfully using Autobrakes, on touchdown I made the call "Autobrakes OFF." Some guys are slow learners. Don't be a slow learner! At the end of the month I suggested, "Don't use Autobrakes. When you do, the system doesn't seem to work and the Captain is faced with a routine distraction wondering why the airplane isn't responding to braking normally. Just use manual brakes. Our company can afford it." (What I couldn't say is, the company can afford it because it was cheaper to pay for his manual brake stops than it was to risk a runway over run. The runway in question was Burbank, California, runway 8 -- where the joke was that you were getting your "carrier quals" signed off on the B737-300. The risk of overrun was not hypothetical: a few years later a B737-300 ran off the end of the runway and ended up perched on top of a gas station. Another professional NO NO. Last thought: I live on a little airport and typically see 20-30 Cessna 172s taxi by my house for student and private pilot practice. I have a couple of thousand hours as a Cessna 172 flight instructor, too, and my family owned a Skyhawk for about 30 years. When they taxi by (and the pilots usually wave to me), 90%-95% are not steering with the rudder and steerable nose wheel; they are "steering" by the much easier method of lightly using toe brakes! I can tell because a pilot properly taxiing uses only 900 rpm and weaves ever-so-slightly along the center-line. Taxiing with toes brakes, however, the pilots are using 1200-1300 rpm and holding the center-line *perfectly.* (It really is easier!) (And I can easily tell the engine RPM by sound, it's like a flight instructor Super Power.) Why is this a problem? Because their takeoffs typically use 300'-500' more ground run before getting to flying speed, since every touch retards acceleration! On landing, with their feet up on the brakes the tires make a loud "CHIRP!" rubber sound on touchdown, accompanied by puffs of blue rubber smoke. When I said 90%-95%, I absolutely mean it: only one guy, my neighbor, Mike, a retired FAA inspector, routinely does it correctly. And when I mention it to the flight instructors (who were mostly young time builders, but a few old guys like me), 100% of them were angry and said they didn't do it and I was wrong! (Thank god for modern cellphone video cameras: "Would you like to see yourself taxiing by my hangar porch? Now would you like to see your takeoff, followed by your landing. Want to see 6 more of them you did?" Now would you like to see my C172N-model, just like yours, with my son/daughter flying, full fuel and 4 people inside? Yeah, they rotated one taxiway before yours and you can see that you cross by my hangar just as you rotate where my kids pass by my hangar at about 50' height.") Pay attention to Capt Magnar, kids. He's telling you the truth. And a smaller lesson is that when you get corrected, at least politely consider the possibility you might actually be better off adopting the correction. Maybe not, but if it comes from a quiet Old Guy with 30,000 hours in all kinds of airplanes -- at least consider the possibility.

[@Uncommon_Sense01]

Interesting video. I'm over half way to getting my cpl and have always been taught to keep my heels on the floor during take off and landing, i believe my instructors have been concerned about accidental use of the brakes. You make a decent point though

[@skyhawk_4526]

I was taught the same. I would even call out "heels to the floor" after lining up on the runway as habit from my instructor. I also typically slide my heels down during taxi, especially on straight stretches where no need for brake use is anticipated. Looking at it now, I think that habit was not just to avoid an inadvertent brake application, but because it's also more physically comfortable position. As I came up on an intersection or somewhere where I needed to turn, I would slide my feet back up onto the pedals to be able to use differential braking or to come to a quick stop if needed (particularly when approaching an intersection with another aircraft waiting to join or cross or approaching my taxiway since you never know if they see you or not, and might pull into your path.)

[@Uncommon_Sense01]

@@skyhawk_4526 Yep, i was taught the exact same and that's how i still do it too. I think my legs would cramp up if i had them up on the pedals the whole time.

[@wadesaxton6079]

I like heels up on the pedal, I started doing that flying a Ce-185 because adjusting your feet to add any brake while your applying full rudder without changing the rudder input is nearly impossible. For the same reason in the Gulfstream G4 we are required to have our feet up on the pedals. This is required by an AD note in the G4 to address nose wheel steering hardover failures where you have to keep full rudder and brake and a delay repositioning your foot to add brake will result in a runway excursion. It’s not required in the G6 but I like how it feels better and I’ve never had an issue tripping off the auto brake by inadvertently adding brake.

[@8literbeater]

I was taught in a 152, "heels on the floor" he would say, on every takeoff and landing. First of all, I have a size 13 foot. My heels are always on the floor. He wanted my feet off the brakes. I never saw it as an issue. Since then, I've flown with a few people that jab the brakes while steering on takeoff. I wanted to slap them. They were doing it by accident. I doing understand pushing or activating a control by accident. You shouldn't be making accidental movements at all. Then, I learned to fly tailwheels. I had to relearn to keep my feet up on the brakes instead of "toes off the brakes" like my original instructor wanted. Sometimes you need a little more than the rudder alone can provide, and you don't have the time to readjust your feet. You need a brake NOW, or you'll ground loop. Not all tailwheel airplanes have the same ground handling characteristics. Cubs are easy. Some of the all-aluminum taildraggers you have to battle with. Keep your feet in the best position to have full function of all controls with no hesitation and no notice, then only use the inputs that you need. No riding the brakes. No jabbing the brakes on takeoff, and don't touch down with the brakes applied. If you can't apply only the controls you need, only when you need them, then you need more training.

[@colonyresident7151]

Boeing 737 pilot here. From what I read from FCTM, the manual writes that when operating rudder, heels should be on the floor. When braking applied, pilots should move feet on to the pedals so that the upper of the pedals part can be operated to apply brake. It works well for me since I was from PA42 directly to B737NG. I clicked this video for one situation that my technique could be challenged, but still didn’t get a clear answer. When autobrake and antiskid inop, flying the plane in strong cross wind, QRH asks to apply manual brake without delay upon touchdown. With the heal down technique, rudder pedal displacement increases as the plane touches down in a strong crosswind condition. The pressure and the rudder deflection on the downwind pedal increase as the plane slow down, so there will be no chance to slide your foot to the top part of the pedal. The solution I would have to use could be that during briefing, I would ask my copilot to hold rudder pressure for me to slide my foot up, or I would ask him to apply manual brake on my call upon touchdown. Other situation, such as engine failure below Vmcg, just bring the throttle back hold the tiler, then apply brake; and whenever immediately stop has to be carried out, when taxi, both pilots should avoid heads down work to minimize the situation of immediately stop. For those situation, foot on and foot down technique didn’t make any difference of prevention disaster happening. Still, I prefer put foot down to enjoy daily flying, but keep heads up. It seems Airbus pilots would have totally opposite technique as their pedals are designed to have your feet fully on the pedal as far as I know on A320.

[@JSmith777]

Boeing pilot here. Totally agree with you to have your heels on the floor it's impossible to hold the rudder pedal without any leverage in the event of engine failure.

[@colonyresident7151]

@@JSmith777 Some daily workout might be needed to handle EO situation.😄

[@79sketch]

Thanks for an excellent breakdown. I am definitely feet-up and always have been, and I've had arguments with senior instructors in my airline about it when they see me in the sim. You've already got two of my points (reaction time improvement, impossibility of shifting foot position if full rudder is already applied without releasing pressure). Our flight manual states directional control at max crosswind may only be possible with full rudder deflection + assymetric brake input. My third point is the importance of the PM (pilot monitoring) role. According to our ops manual we *must* monitor all control inputs made by PF at all times. No way to detect inadvertant brake application during T/O roll other than with feet fully up. There is a caveat though, my brain has been wired since the beginning of flight training to separate heel and toe pressure, I have never inadvertently applied brake pressure with rudder deflection. I don't know how easy it would be to retrain the heels up technique to someone used to having their heels on the floor.

[@FlywithMagnar]

Thank you for your feedback. You are absolutely right; using the heels for rudder control might require a rewiring of the brain.

[@collectorguy3919]

(non-pilot asking) Suppose you're PM during takeoff roll with heels on the floor (toes on the bottom of the pedals) and the PF applies some brake inadvertently. Would your pedals lift your toes? I don't see why not.

[@pt5465]

Feet up pros: quicker response to braking. Feet up cons: inadvertent application leading to brake overheat during takeoff roll/wheel well fire, and on landing, bald spots on tyre/tyre burst/loss of control. Feet down pros: no chance of inadvertent brake application. Feet down cons: slower application of brakes, (however RTO calculations allow for delay in braking) and minor yaw when transiting from feet down to feet up during landing roll in high crosswinds. Feet down seems the safer option.

[@RivieraStar]

I so agree with you. Great vid. Thanks. I always make a demo to my students in the sim. (B737) Full TO thrust, Xwind, RTO at low speed before auto brake activation, you always end up in the grass.

[@andrekostuk]

Good overview! Heels on flow on heavy and medium , heels on pedals on light without autobrake that is a rule of thumb .

[@JustMe00257]

Been flying Boeings only for many years so my thoughts are relevant to this manufacturer. During my first TR, I was taught heels on the floor. The main concern was inadvertent braking. I also noticed that feet up promoted inadvertent AB RTO disconnects. On the other hand, it does indeed take a second to move your toes up when you need to brake. Typically not a big issue but not always comfortable to maintain smooth directional control and less easy than with toes up. I also find it easier to lock the leg with the heel on the floor on EFATO's. As for many things in this job, there are several ways of achieving the goal while complying with SOPs as they usually leave some leeway. It's not always easy to differentiate between personal preference and correct technique when the FCTM or the OM B aren't specific about a technique and opinions vary. Let's look at it with an open mind... I personally don't have a definitive opinion as both techniques seem to make sense.

[@nathanwildthorn6919]

Hi. Good video presentation! I use both methods. When taxiing, my heels are off of the floor so that I can brake more quickly. During the takeoff roll, my heels are slightly off of the floor until rotation, then fully on the pedals just after liftoff so that I can easily tap the brakes prior to retracting my gear. I use the same post-takeoff foot position in fixed gear airplanes. 😊

[@FlyingIceman198]

Just what i needed before my prog flight, thanks chief!

[@karhukivi]

I was told off several times as a student pilot for having my feet fully on the pedals. I wasn't pressing the brakes on take-off as they implied, but I later realised that with the entire foot on the rudder pedal one has less sensitivity about moving the rudder in turns and tends to use them as foot rests! It is better to only have the toes on the rudder during flight - best to get that habit from the outset.

[@rnzoli]

Great explanations. I usually fly with heels down on the floor, due to horror stories told by GA aircraft owners how tires can be punctured by pressing the toe brake accidentally during touchdown, at the moment of de-crabbing and aligning with runway direction, with a strong crosswind, on paved runways. On narrower and shorter grass runways however, I keep my feet up, because the tires won't be damaged, just slip on the grass and I need quicker reaction to any directional anomaly.

[@josephdittrich2006]

Heels on the floor. When I was training I had my toes on the brakes while landing and inadvertenly applied partial brake on landing which led to an extremely unstable landing where the wheels were skidding rather than rolling. With more experience it becomes safe to have your toes on the brakes, but for newer pilots, the pressures on the peddals are less automatic and tensing up on the controls could lead to inadvertent brake use and skidding rather than rolling, which is much less stable.

[@DrivingPsychology]

Fantastic. Really really good. Thanks for reaching us. Can you do a video on the psychology of flying, what an airline pilot must keep in mind and what they are thinking about during flight?

[@williambrandt9254]

I got a harsh lesson in proper use of the Rudder pedals when I had my solo all these years ago. A strong crosswind had come up and I use the Rudder pedals as a footrest After two landing attempts swerving all back-and-forth across a 200 foot wide runway on the third try I ran off the runway and bounced among the tumbleweeds at 70 miles an hour. This was an uncontrolled airport and there was a tractor-trailer right in front of me about 200 yards that used to service the crop dusters I thought the only option I had was to give it full throttle and fortunately I cleared it by about 50 feet I spent about a month trying to go over what I did wrong and got a new instructor. And later on he told me how to stay out of a spin by constantly using those rudders and "centering the ball". The little piper Cherokee just sort of mushed down rather than stalled So to answer your question I learned through the school of hard knocks that the feet are always on the Rudder pedals They are as important as the stick in controlling a critical axis - yaw. To take your feet off the Rudder pedals would be akin to saying "I don't need to control the yoke and let the plane do what it wants" on that axis Actually the other two axis since the yoke controls both pitch and roll Seems I've always gotta learn through the school of hard Knocks but once I learn it… I've learned it EDIT: I think initially I misunderstood the question. To qualify when I used to fly feet would be on the toe brakes when I'm ready to land and heal would be on the floor in the air. But of course always on the Rudders.

[@bv3700]

Airline pilot of 24 years; currently flying B767. I've always kept my full feet in the pedals to have use of brakes when needed. Taxi/Takeoff: full feet on pedals until airborne, then I slide them down. Landing: full feet on pedals at 1000ft, when I place my hands on throttles.

[@JeffinAbraham-kw7nq]

I could say i would love to learn flying after watching your videos but i think i passed that golden age of time.

[@Treadstone7]

I did my PPL at a commercial flight school and they taught also to keep the heels on the ground. Mainly because they don't want students to ride the brakes during taxi and so they don't accidentally brake during takeoff or before landing. Nowadays I feel more comfortable with whole feet on the pedal though. It provides faster reaction and more force can be applied if necessary. I personally have no issues with sensitivity of my legs vs. my toes, that's just a subjective thing, probably. To avoid accidental braking, I just make sure to put a bit more pressure on the heels, so the tilting motion of the pedal would be up and not down. In the end, it just a matter of personal preference - if so many airline pilots do it all differently, there probably is no 100% correct way 🤷🏻‍♂️

[@CruisersCorner]

Great video! I appreciate all the hard work you put in. I think I’ll practice having the feet on the pedals at all times during taxi, takeoff and landing.practice makes perfect. That’s interesting about the piper cub heel brakes. Cool. 👍

[@erich930]

I'm a new pilot learning on the PA28 Warrior, and I am a heels to the floor person for takeoff and landing. I'm a pretty tall guy, so it can be somewhat challenging to have my heels up and NOT apply any brakes! My muscles also get tired fast because they're not meant to be holding the foot up like that for so long. On the other hand, I have experienced the problems it brings when doing short-field landings. The need to come on fairly quickly and it can be easy to create pilot-induced oscillations if you bring your feet up asymmetrically. Luckily, I have managed to avoid that so far on our shorter 2600 by 75 foot runway!

[@AviAeroAsis]

This was helpful. Thank you. - From a new ATR captain.

[@shawnnance3670]

I want full control of the airplane at all times, practice makes permanent. Reaction to emergency or changes in external conditions happen quickly and without warning. I have several instances where feet on the controls has avoided dangerous conditions. Recently I avoided a costly prop strike while landing at night and avoiding a deer on the runway. I used a combination of brake and rudder input to maintain control. I'm with Magnar on this one.

[@devansh8846]

Really impressive video. You've discussed a really important topic.

[@captainrahulray]

Awesome explanation Sir. Thank you very much for providing such a knowledge on KZbin. Best Wishes

[@marcellobo9711]

Jag håller vänster fot på kopplingen och höger fot till gas och broms :-D Det är så skönt och uppleva klockhet applicerat till 'Aviation' ! keep up the good job!!

[@GWAYGWAY1]

We had a 172 crash through the hedge at our grass strip, he had plenty of distance and within the weight with two people on board. He never accelerated to a proper speed to fly, because he was steering it with the top of the rudder pedals and pushing the brakes all the time, the more he needed speed the more anxious he got and tensed his legs more and more.

[@richardpark3054]

Thanks! I didn't know there was so much depth in rudder pedals! I always have my feet on the rudder pedals unless clearly airborne. Then, my legs will relax to rest my heels on the cabin floor. I do not care if I wear the brake pads, they are easy to replace and cost a tiny fraction of my airplane (which is a taildragger, Seabee N6007K). Ground looping is a common taildragger accident (I have seen it at my airport only a few months ago) and the damage varies from none to loss of hull and death. So, the risk of excessive brake wear for the benefit of instant directional control by differential braking presents, for me, a no-brainer decision. Also, the risk of overheating the brakes seems very far-fetched. Thanks, again!

[@gaspargasparoni2011]

Nice video! I like very much the part about taildraggers. In this case I think it is so different than trycicle gear because if you apply erroneously a little bit of more pressure than needed you can get the tail so up until touching the prop with the ground. I was always taught to use my feet out of the brakes due that, but it's also important to have good directional control with the brakes so quickly.

[@slowtraveler]

No using pedal brakes on the glider :) Thanks for good explanation... Only one reminder - when you keep feet on the pedals, ALWAYS check if you are not incidentally pressing the brakes during takeoff roll.. Tragic reminder - YAK-Service Flight 9633...

[@oldschoolmotorsickle]

Yes, always be ready with feet on the pedals.

[@dcxplant]

My last AQP (annual sim training) I tried using the heels on the floor method. I was not able to smoothly brake during a crosswind landing. Using rudder to stay on the centerline, to be able to hold the rudder input and slide my foot up the pedal took some effort and the aircraft yawed a bit during the transition. I returned to my normal habit of having my feel ON the pedals. I am always mindful to use my heels for rudder control and toes for brakes.

[@alvinuselton912]

I completely agree with you , keep your feet on the pedals

[@andresteeg]

Great video and explanations. Thanks for sharing.

[@алексейподкопаев-я1и]

Вы доходчиво всë пояснили. Большое спасибо. 👍

[@gordonquinn]

Great video, very well put across. I think I'm in another category as my Europa has finger brakes 😂

[@billmoran3812]

I always have my feet on the rudders during takeoff and landing. I slide my feet down with my heels on the floor except when I’m planning to use the brakes.

[@FrankTheTank-nl4vx]

I prefer to put my heel on the floor, except during landing (after touchdown) or braking. This ensures I am not inadvertently applying the brakes, and it makes it easier to apply precise rudder control during flight when I am using the ball of my foot on the bottom portion of the pedals.

[@boyvanurk9854]

What I found in general is that most pilots are convinced that their personal viewpoint or opinion on a technique is the most correct one the world has ever seen. Without much scientific evidence. I tried the different feet positions on rudder through the years and decided to make 'your' technique (and always being able to brake immediately) my preferred method. When converting to the 737 however I had to reprogram my muscle memory as to not kick off a perfectly working auto-brake when stopping before V1. Took some getting used to but still kept believing in this technique. Auto-brakes can fail and sometimes we dispatch via MEL without them. ✈🙂

[@WingsOfMetal]

Excellent video, thank you so much!

[@taikongrivers1179]

Brilliant instructions! Can't agree more 👍

[@ragzpar]

Against the recommendations of all my CFIs who have all asked me to keep heel on the floor, I keep my feet on rudder pedals and toes barely touching the brakes ready for anything. Sliding the feet up is a delay which is unnecessary and risky.

[@oldglory1944]

As an industry, we are failing our students, by no longer (post WW2) utilizing the most powerful of the three controls....AILERONS ADVERSE YAW for directional control on the ground. The sequence for landing directional control (pre WW2) was (out of necessity) always rudder, tailwheel steering/aileron yaw, and lastly the brakes for turn off. With the advent of the Cessna LAND O MATIC system (nose wheels) the industry began to use hydraulic brakes for stearing instead of the AERODYNAMICS of the larger (2 to 4 times the surface area of the rudder) ailerons. We have now transitioned from, ground looping tail wheel planes, to flipping nose wheel planes onto their backs with excess airspeed, braking & improper use of the larger ailerons. Cheers CFI/ATP 1507987

[@FlywithMagnar]

Hi, thanks for your feedback. You are absolutely right. A lot of skill went out the window with the introduction of the nose wheel. A video about the ailerons is on my to-do list.

[@mrcat5508]

I fly the bf 109 in msfs

[@Chris-hq7nl]

I was taught to put feet on the pedals while taxiing and then to move my heels to the floor once I started the takeoff roll.

[@larrydockery7201]

thanks capt i sure miss the l-1011 great vid s

[@trows-bridgedale-brush2963]

I agree with what you're saying here 100%. I'm currently almost done with my commercial and my instructors would be surprised when I mentioned I kept my feet fully on the pedals and operated the rudder with my heels. In my mind, that's how it should be done. What is the sense in having the brakes if you have to shift your feet and change rudder pressure to use them? It would be much easier just to learn with your feet fully on the pedals and maintain positive control all the way down the runway.

[@antonioiozzi9171]

I am a glider pilot thus for us the correct use of rudder is a must. You learn it in the first school days.

[@mouhcinesouabni5656]

Hello Magnar, Great video, although I disagree with your recommendation at the end of the video, I also understand that because I don’t have transport category aircraft experience, there might be other considerations, including those you mentioned , which I don’t fully appreciate. Nonetheless, your way of explaning things logically make even those that disagree with you, agree in a way, even if at least through respecting your opinion. From my personal experience instructing in light piston and turboprop aircraft with no ABS, definitely heels on the floor. I have flown with many people who apply continuous brake pressure during taxi, takeoff and landing without feeling it because of their habit of keeping their feet entirely on the rudder pedals/brakes. This is also specific to certain aircraft pedal design, for example, on the Quest(now Daher) Kodiak, the rudder pedal design is such that it’s very easy to be pressing brakes without feeling it, as it doesn’t take much pressure. Whereas in the Twin Otter I also fly, it takes noticeable pressure to depress the brakes. The twin otter has relatively strong brakes that when operating at light weights, it’s easy for those landing with feet on the brakes to tense up on landing and apply too much brakes, resulting in a burst tire. Ofcourse the correct technique would be Beta then shortly after brakes(if required). Regards, Mo

[@mouhcinesouabni5656]

Yes, crosswind landing in challenging crosswinds does delay application of brakes as it would only be smart to start applying brake pressure when the aircraft is under control. Perhaps adding a margin to the landing distance in strong crosswind landings would be wise, accounting for delayed brake pressure application(in aircraft without auto brake)

[@mouhcinesouabni5656]

In regards to your experience in the Maule, perhaps full aileron into wind during landing rollout would have mitigated the issue with the wind gust. And thank you for all the material you share with us and your hard work!

[@FlywithMagnar]

Wrong use of ailerons in crosswind can cause loss of control, but apart from that, the ailerons do not improve direcitonal control.

[@FlywithMagnar]

Hi Mo. Thank you for your feedback. Yes, some aircraft have near vertical rudder pedals, and that's a challenge. The main reason for inadvertent use of the brakes is that the pilots are not using their heels to control the rudder.

[@cyh4031]

Thanks for the lesson, I am getting my first set of flight sim rudder pedals today. Several perspectives out there as you noted...but my initial question was which pedal turns me what way? Having driven a home made gravity gocart before, if i pushed the wheel axel with my right foot, it would steer left, and if I pushed with my left foot, it would steer right. Looks like I need to relearn my foot steering...but thankful I learned 55 years ago ...so it shouls not be hard to untrail my muscle memory

[@stanislavkostarnov2157]

to be sure, we need to confirm that this is all for specific types of airplane, not industry wide... even today, certain types of GA & non GA aircraft (I started writing this before you mentioned about the Cub) require you to keep the heels on the floor ... I am particularly thinking of the traditional variants of the Yak 40, where, the angle of the pedals was such that it was impossible not to press the pedals in a jolt unless you support your foot on the bracing step. (this actually was a highlighted error resulting in a number of runway excursion incidents...) of course, on some really modern aircraft, a sidestick or other form of unified control system sometimes will have the rudder on the control column rather than feet operated. (but I think they are a special case enough that we can consider them to be clearly out of the scope of our discussion here in this video).

[@carloscarcamo3743]

Excelente video ,se agradece Esto es demasiado importante Nunca me explicaron esto en la escuela de vuelo Tuve que investigar por mi mismo .el mecanismo de freno y timon simultaneo

[@tylerfb1]

I do as you do. I’ve never flown transport category aircraft however. But, this must be the culprit in many loss of directional control accidents I’ve seen. I’ve always thought that so many of them could have been prevented with a little brake at the right moment. Maybe they didn’t have their toes on the brakes.

[@tansusevine8203]

It is super interesting for me as an aerodynamics engineer. Thanks 🙋🏻‍♂️

[@vivek6187]

I fly light aircraft. I used to keep my whole foot on the rudder pedal for steering and differential braking/steering while taxii and heels on the floor on Take-Off. For landing, if its a short runway, I keep my whole foot and control the yaw with my heel. Its not conplicated when you get used to it. Just that make sure that the toes are kept up. The sliding method, I never felt comfortable.

[@PeterNGloor]

The Antonov-2 is a nice example to watch and hear the pneumatic brakes. The lever is on the yoke.

[@scooteralvarez]

Great movie. Thank you for valuable information. I recommend it to everyone ... especially those who start their adventure with flying :) Świetny film, polecam gorąco wszystkim, którzy zaczynaja przygodę z awiacją 😀😀😀😀😀😀😀

[@henrikhansen1023]

@Fly With Magnar I do like you - I have no problem not accidently applying the toe brakes when using the rudder. I don’t even shy out of applying a little brake on either side to steer the plane.....a VERY little😄

[@susyrojas8645]

Excelente video 👌🏻 Muchas gracias.

[@PilotGery1]

On non autobrake aircraft i put my heel on the rudder... ( Mostly GA) Since i flew 737 with autobrake, cant do it anymore... Suddent jolt on the runway or unintended brake might turn the AB off... I had a lenghty discussion with my instructor on where to put my foot in my early days.. And recently, i was teaching some pilot that transitions to 737. What they flew before dont have AB.. and as habbit is quite hard to change.. the AB disarm light always turn on at touchdown and during high speed RTO 🤣 took em on the 7 SIM session to get used to it

[@MC-rs7si]

Thank you for explaining this

[@andredc9583]

It depends on the situation no doubt. During very strong crosswind from the right on landing a Dash 8 300 Pilot used the side slip method left rudder right aileron. It was up to max crosswind limitation (36 kts) so the pedal was almost at the stop to maintain directional control as the aileron was used to prevent any drifting. on touchdown with the upwind main gear touching down first then followed shortly thereafter the left main gear touching down. The Pilot had so much pressure on the left rudder pedal with His heels off the floor that upon touchdown one of the main tires on the left blew on landing from the fact that the brake was depressed on the left rudder pedal. Had the Pilot had His heels on the floor this would have been avoided. and during the rollout if rudder and nosewheel steering are not enough to counter any weather veining into the wind it takes less than a split second to reach up to the brakes and assist in directional control. Maybe in certain situations and depending on the actual rudder design where it is easier to use the heels to depress the rudder pedals and not accidently sliding to depress the brakes on touchdown it can work or grass landing in taildragger where minimal effect of having brake depressed on touchdown can cause tire failure? Having flown over 20 different light aircraft and 10 heavier aircraft the design of the rudder pedals can vary a lot. So hence My "All depends on the situation at hand.

[@venkybabu8140]

Mostly things work on some kind of pressure gradient. Engine speed acceleration deceleration and control. Sometimes pneumatic and sometimes air pressure gradient with strings attached like syphon. Take-off keep toes below and landing on breaks. Heal on floor is a relative judgement plan. Though gives you control.

[@ZeeroGamingTV]

i fly always heels up for taxiing, taking off and landing. I only fly small aircraft at my local flying club and usually do glider towing which is why i want to specifically make sure im able to brake during takeoff if something happens to the glider during the initial part of the ground run (which can be a bit tricky because the glider cannot keep wings level at low speed)

[@prabhakarkmv4135]

Do they have two sets of brake pedals (for both pilots in passenger planes!? 🤔

[@jakew9887]

Good info. Thanks for the video.

[@Marcosomenawu]

Magnar, congratulations!!!! I agree with you 100% , I was flight instructor and FSI too, I had the discussion with my fellows. Do you have any literature abou it subject?

[@FlywithMagnar]

Not specifically, but FAA and AOPA recommends the feet on the floor, while Airbus and Boeing recommends the feet on the pedals.

[@umi3017]

One thing I noticed is that the sim pedal (TFRP here as well as saitek/logitech one). the brake axis is quite in the middle of the pedal, thus you have great grip from heel and less likely to accidentally press on toe when using heel for rudder. But on 737 and most airliner I know of (have flown some LvD buses as well), the axis is almost at the button of pedals, you can still kick firmly on the axis for rudder, but I feel it's much more likely to accidentally press the toe brake when you are on heavy rudder.