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operations and the estimated BKE for the next operation, including taxi. A case illustrating the
usage of this chart for this scenario is presented in an example given later.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
FAA APPROVED C-3
31 May 2000 GIV-SP
BRAKE KINETIC ENERGY (BKE) CONSIDERATIONS DURING TRAINING FLIGHTS
Touch-and-Go and "abnormal" landing operations can generate excessive equipment
temperatures. "Abnormal" landings are performed with "no-flaps", "10 to 20 degrees of flaps",
"thrust reverser inoperative", and "minimum run landings". This type of operation can result in
blown fuseplugs. For such operations, the gear should remain extended for 10 to 15 minutes
after becoming airborne to facilitate equipment cooling. Premature gear retraction under these
conditions can cause excessive gear heat, possible fuseplug release, hydraulic line rupture and in
extreme cases may result in fire in the wheel well. It is recommended that caution be used when
conducting "abnormal" landings during training missions. Use the Brake Kinetic Energy
Cooling Chart to determine cooling requirements for the performance of multiple brake
applications.
BRAKE TEMPERATURE MONITORING SYSTEM (BTMS)
For those airplane equipped with BTMS (Brake Temperature Monitoring System), BKE’s can be
estimated by using the BTMS peak temperature. The BTMS peak temperature will occur within
approximately 5 minutes after brake application. During this time period, one crew member
must regularly monitor the BTMS gauge with the selector switch set in the "all" position and
record the highest temperature observed. The BTMS temperature before or after the peak cannot
be used as a measure of expended or residual BKE. The OVHT light will illuminate at 625°C
and indicates the possibility of fuseplug release. Procedures described in the section identified as
"Danger Zone" on the following page should be followed in this situation. The maximum BKE
of 100 MFP corresponds to a BTMS peak temperature of 810°C.
NOTE:See BTMS OVHT procedure Section 3, Abnormal Procedures.
The BKE scale shown on the chart equates the BTMS ’PEAK TEMPERATURE’ to the energy
dissipated by the brakes. This equivalency was derived from GIV BTMS flight testing with no
use of reverse thrust and includes margins for new and worn brakes and differential braking that
may be required for crosswind landings. For these conditions, a noted Brakes On speed should
yield approximately the same BKE as the noted BTMS peak temperature.
Uneven or partial brake pressure, use of reverse thrust and worn brakes will alter the calculated
BKE ve BTMS peak temperature relationship. In these instances, a noted brake on speed will
not yield the same BKE as a noted BTMS peak temperature.
Actual peak BTMS temperatures are an indication of the BKE absorbed by the brakes. An
estimation of the additional brake kinetic energy that can be absorbed can be made from these
temperatures.
For just completed braking operations, the peak BTMS temperatures can be determined either by
direct measurement from the BTMS or by using the chart to determine the peak BTMS
temperatures corresponding to the estimated BKE level of the just completed braking operation.
The peak BTMS level that is expected to be reached during a future stop with a known BKE
level can also be determined from the chart. The temperature scales shown in the chart can then
be used to determine cooling requirements for the performance of multiple braking operations.
An example illustrating this usage of the chart is provided later.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
C-4 FAA APPROVED
GIV-SP 31 May 2000
FUSEPLUG INTEGRITY ZONES
Each main wheel is equipped with fusible plugs, (subsequently referred to as "fuseplugs").
These fuseplugs are designed to melt to protect the tire from blowout in the event of excessive
heat buildup during braking Three fuseplug integrity operating zones have been defined to
indicate the likelihood of fuseplug release. These fuseplug integrity zones relate to the
accumulated BKE levels absorbed during braking. Appropriate actions in each zone are listed
below:
NORMAL ZONE: Fuseplug release not likely; BKE is less than 57 MFP.
1. Delay subsequent activity to provide cooling times required to restore required level of
brake energy capability.
2. Avoid the use of parking brake (use chocks) when possible.
3. When operating in the normal zone at BKE levels above 50 MFP, care should be taken to
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湾4飞机飞行手册AFM Gulfstream IV AIRPLANE FLIGHT MANUAL 2(52)
