Reckon a B model would pull this ?

Yes, most of the axles on the trailer were actually trunions, with 8 tires instead of 4, sorry about that !!!!

I think with that amount of gear reduction and configuration, my B could pull it ;) The initial roll would be the problem that whole inertia thing.

Comparing aircraft vs. road tractor brakes, is an apples-to-oranges comparison.

Two of my biggest clients, as an instructor on high-speed passenger rail equipment, was Knorr-Bremse/NYAB and Westinghouse Air Brake.  One of my buddies at KB was Marty, a very bright, and insightful systems engineer who did load proofs on all sorts of really neat braking/restraint systems.  I got to 'hang out' with him frequently (actually, talking tractors, motorcycles, music, 'n barbeque).  The rough numbers I put up, and the reaction I posted, were done totally within the framework of his proofs and demonstrations, but there's some important factors that one needs to know to doing such a comparison.  I won't burn up the forum explaining them all, but I'll point out a few little things about braking that may be worth a chuckle.

Friction braking systems convert mechanical energy into heat.  Generating braking force is only the 'side effect'... once converted to heat, brake disks and drums need to 'get rid' of the heat in order to effect a repeat application.  Aircraft don't make 'repeat applications'... but they do need to be aerodynamically considered, lest the landing gear present incredible drag and noise (they already do, but any drag reduction in LG greatly improves takeoff capacity, and improves approach stability).  Aircraft brakes transmit heat into the WHEELS... and the restraint calculations are actually done with the intention that, in a situation where reverse thrust is not available, a full emergency stop can occur.  Unfortunately, the performance envelope without RT, means that tire strain will result in failure.  The aircraft tire's job is a pretty extreme thing, so they assume the tire will fail, and they actually calculate and engineer the tire's failure point, and make the mix of loads result in tires that fail, explode, and strip off about 300' before the aircraft stops.

WHY?

'cause burning tires under an aircraft full of passengers ain't 'cool'.  ;-)

But the reason I responded as I did, above, is the basic fact that absorption of energy is a function of mass- the braking systems need to absorb thermal energy, and the mass of Booger's braking surfaces exceeds not only the 747's, it equates to about the same as the aircraft's landing gear.  There's good reason:  Aircraft don't descend mountains.  ;-)

Oh, and yes, when those big trucks apply brakes, it DOES result in reaction of the pavement... having it spread across a long surface helps reduce that load, but the shear action against pavement is high.  There's a really good reason for 'bridge laws' and combined axle load limits, axle spacings, and heavy haul permits- these guys (both the highway guys, and the rig designers) do LOTS of homework... and of course, the gear-grinder up in the cab has to know his stuff.  I bump elbows with heavy-haulers every day...  You don't drive something like that without being top-notch.

In the end, keep in mind that a brand new Dodge Challenger may have 400+hp under the hood, and awesome tires, limited slip... all fine and dandy.  Hitch it up to my 57hp D17... and see who wins.  ;-)

Actually... that'd be a great thing to have as a series of Youtube videos...  ALLIS B vs. Porsche Boxter...  Allis WC vs. Ferrari 308...

747s may not descend mountains but semis aren't trying to stop over 900,000lb from over 120mph either so in a sense they are. And one Jac brake isn't going to make up for 4 large high bypass turbo fan engines in full reverse. And another factor that wasn't considered here is the carbon fiber brakes on the 747 that actually work better the hotter they get instead of the opposite on the semi.

"Based on that, and performance comments from my two corporate jet pilots, it's pretty clear that the mathematics I ran were very conservative.  One of our pilots is a Class A CDL driver, too (he frequently transports our antique trucks to shows all over the US and Canada), he says it's a no-contest situation."

No contest in what direction?

Well, since I am now retired and can't it would be impossible, but, I would really like to take wkpoor for just one little short trip, boy, would I ever open his eyes !!!