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tailwind, subtract for headwind), and then this wind adjusted airspeed must be converted to a true
ground speed using corrections for pressure altitude and temperature. If the inertial navigation
system ground speed is used to determine BKE, these corrections are not required.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
C-2 FAA APPROVED
31 May 2001
FLIGHT PLANNING
During preflight planning, Brakes On speeds for takeoff and landing can be determined using the
V1 and VREF charts, respectively in the Airplane Flight Manual (AFM). The AFM V1 and
VREF speeds are presented in terms of calibrated airspeeds and therefore require the same wind,
temperature, and pressure altitude corrections described previously before using the BKE
Cooling chart to compute BKE.
REDUCED BKE PROCEDURES
When landing on relatively long runways, delayed brake application speeds can be employed to
significantly reduce brake energy requirements. In particular, when the required AFM landing
distance is less than the runway length available, thus permitting a longer landing roll, reverse
thrust should be employed to decelerate the airplane at the higher speeds following touchdown.
The brake application should be delayed until lower speeds where energy requirements are
considerably less. When both field length and obstacle clearance are not limiting factors, use of
reduced V1 speeds will substantially lessen BKE requirements in the event of a rejected takeoff.
TAXI BKE’S
Energy absorbed by the brake during taxi is at a low level. However, a relatively long taxi
distance can be a significant factor in brake performance. This energy is absorbed from such
sources as engine idle thrust, runway slope, stops, and turns. To account for these factors an
estimate of brake energy requirement of 3.5 MFP per statute mile of taxi roll can be used. This
3.5 MFP BKE is based upon a 20 knot taxi speed and one (1) 20 knot stop per statute mile.
With the installation of ASC 166 reverse thrust can be used on an unlimited basis to control taxi
speed and to stop the airplane during taxi operations (without ASC 166, use of thrust reversers is
limited to one minute every 30 minutes.) When ASC 166 is used to control taxi speed and to
stop the airplane, no additional accountability of taxi BKE’s is required.
Also no taxi-in BKE penalty is required if the BTMS peak temperature is used to compute the
BKE from a previous braking operation.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
FAA APPROVED C-3
31 May 2001
BRAKE COOLING FOR QUICK TURN-AROUND AND MULTIPLE BRAKING
OPERATIONS
In the planning of quick turn-around operations (less than thirty (30) minutes ground time), pilots
must take into account the brake energy that will accumulate and the limited benefit of a short
cooling period. A typical scenario would be a deadhead flight to pick up passengers for a
subsequent intercontinental trip. The landing at the pickup point is at maximum landing weight
with the subsequent takeoff at or near maximum takeoff weight. The resulting brake takeoff
temperature becomes critical if a rejected takeoff is required.
For the above scenario, the pilots must track the cumulative energy inputs into the brakes which
include braking on landing, brake inputs during taxi-in and taxi-out operations, and brake
requirements in the event of a rejected takeoff. If the total airplane cumulative BKE for these
operations exceeds the maximum brake capacity of 76 million foot-pounds (MFP), a cool-down
period is required between the landing and the subsequent takeoff. The required cool-down time
can be determined from the BKE Cooling chart, using the cumulative BKE’s from previous
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.
BRAKE KINETIC ENERGY (BKE) CONSIDERATIONS DURING TRAINING FLIGHTS
Touch-and-Go and "abnormal" landing operations can also 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. It is recommended that restrictions be imposed on the conduct of "abnormal"
landings during training missions. These restrictions include limits on the number of "abnormal"
landings, maximum airplane weights and minimum runway lengths. For such operations, the
　
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