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relatively even brake energies. It should be noted that dragging brakes or uneven brake pressure
may cause one wheel assembly to overheat and release a fuseplug while the total airplane BKE is
still in the "NORMAL ZONE". Also, fuseplugs on wheels containing "worn" brakes will release
at lower energy levels than "new" brakes.
USE OF BKE COOLING CHART
In preflight planning and for adjustment in flight plans during operation (which might occur
because of a required change in destination), there are two basic methods for estimation of the
braking system capabilities. One consists of calculating the current brake capacity using known
history of operation and projected capability, and one is to project brake capability from a
measured temperature from the BTMS.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
C-6 FAA APPROVED
31 May 2001
The following example solutions will illustrate these two methods.
EXAMPLE: Calculate landing, taxi, and RTO BKE, as well as cooling time requirements for
quick turn around operations.
Given:
Landing Gross Weight = 58,500 lbs Rwy Wind Component = 0 knots
Landing Taxi Distance = 5,280 ft Runway / Taxiway Slope = 0%
Landing Flaps = 39° Takeoff Gross Weight = 58,500 lbs.
Airport Pressure Altitude = 2,000 ft Takeoff Taxi Distance = 5,280 ft
Airport Ambient Temperature = 30°C Takeoff Flaps = 20°
Avg. Taxi Speed = 20 knots
Brakes, not reverse thrust, used during taxi operations.
Noted landing brake on speed = 100 KCAS
Noted peak BTMS temperature after landing and taxi-in = 245°C
First determine the landing BKE. For the 58,500 pounds gross weight, use the noted brake on
airspeed from the landing to determine the kinetic energy absorbed by the brakes. Enter the top
left of BKE Cooling chart at the landing gross weight and move horizontally to the intersection
of the noted brake on speed or estimated brake on speed of 100 knots. Drop vertically to the
reference line of the pressure altitude correction section of the chart. Move parallel to the
correction curves to the field pressure altitude. Drop vertically to the reference line of the
ambient temperature portion of the chart. Move parallel to the correction curves to the
intersection of the field ambient temperature. Drop vertically to the taxi distance correction chart
reference line, and then move parallel to the correction curves to the required taxi distances.
Drop vertically to the bottom of this section of the chart and read the landing BKE of 32.5 MFP.
Next determine the decision speed for the takeoff GW from Section 6, page 6.5-3. In this case
use V1 = VR = 127 KCAS. Again enter the chart at the takeoff gross weight of 58,500 pounds,
move to the intersection of the 127 knots speed curve and then drop vertically as before through
the correction section of the chart to determine the rejected takeoff kinetic energy of 51 MFP.
Adding these two energies will give the total required for this quick turn-around operation of
83.5 MFP. Since the maximum energy for the brakes with equal distribution between each brake
is 76 MFP, this indicates that this landing cycle has an excess of 7.5 MFP. The required cooling
time between landing and subsequent takeoff is read directly below the 7.5 MFP at the bottom of
the chart as 0.5 hours.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
FAA APPROVED C-7
31 May 2001
BKE CALCULATION USING BTMS
To determine the cooling time before takeoff when the airplane is equipped with BTMS,
calculate the expected abort energy as before and then drop vertically to the indicated peak
temperature to determine the expected increase in temperature due to a possible aborted takeoff.
Add this temperature to the noted Actual Peak Indication of the BTMS after the landing portion
of the braking to determine the expected peak temperature if an aborted takeoff occurs. If this
temperature is equal to or less than 550°C, which corresponds to 76 MFP, no additional cooling
time is required.
Using the RTO BKE of 51 MFP from the example above, drop down on the chart from the BKE
scale to the BTMS scale and determine the resulting BTMS temperature of 380°C. This
temperature can be added to the landing peak BTMS temperature of 245°C (given), to yield a
total expected temperature rise of 625°C. This is 75°C beyond the 76 MFP limit of 550°C. Go
to 75°C on the temperature scale and read the cooling time directly above the 75°C as 0.5 hours.
NOTES:
1. Actual PEAK INDICATION from the BTMS must be used to get an accurate determination
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湾4飞机飞行手册AFM Gulfstream IV AIRPLANE FLIGHT MANUAL 2(139)
