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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 heat buildup,
possible fuseplug release, hydraulic rupture and in extreme cases may result in fire in the wheel
well. Use the BRAKE KINETIC ENERGY COOLING CHART to determine the cooling
requirements.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
C-4 FAA APPROVED
31 May 2001
BRAKE TEMPERATURE MONITORING SYSTEM (BTMS)
For those airplanes equipped with ASC 167, the Brake Temperature Monitoring System
(BTMS), BKE’s can be estimated by using the BTMS peak temperature. The BTMS peak
temperature will occur within approximately fifteen (15) 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 400°C and indicates the possibility of a fuseplug release.
Procedures described in the Section identified as "DANGER ZONE" should be followed in this
situation.
NOTE: See BTMS OVHT procedure Section 3, Abnormal Procedures.
The BKE scale on the BKE Cooling chart equates the BTMS "PEAK TEMPERATURE" to
the energy absorbed 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 paired on the same
strut and differential braking that may be required for crosswind landings. For these conditions,
a noted Brakes On speed should yield the same BKE and the noted BTMS peak temperature.
Uneven or partial brake pressure, use of reverse thrust and worn brakes will alter the calculated
BKE vs. 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 brake peak temperatures are an indication of the past performance of the brakes. An
estimation of the additional BKE that can be absorbed can be made from these temperatures.
The peak brake temperatures can be obtained from either use of the BKE Cooling chart to
estimate the peak brake temperature or by direct measurement of these temperatures by the
BTMS.
FUSEPLUG INTEGRITY ZONES
Each main wheel is equipped with three (3) fusible plugs in each wheel (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 (3) fuseplug integrity operating zones
have been defined to indicate the likelihood of fuseplug release. These fuseplug integrity zones
relate to the accumulated BKE levels developed during braking. Appropriate actions in each
zone are listed below:
NORMAL ZONE: Fuseplug release not likely; BKE is less than 40 MFP.
1. Delay subsequent activity to provide cooling times required to restore required level of brake
energy capability.
2. Avoid the use of parking brakes (use chocks) when possible.
GULFSTREAM AEROSPACE
GIV AIRPLANE FLIGHT MANUAL
BRAKE KINETIC ENERGY &
CARBON BRAKE COOLING
APPENDIX C
FAA APPROVED C-5
31 May 2001
CAUTION ZONE: Fuseplug release is possible; BKE is between 40 - 65 MFP.
1. Move airplane from runway as uneven braking could cause one or more tires to deflate.
2. Use brakes sparingly to maneuver.
3. Do not set parking brakes; chock nose wheel if required.
4. Allow brakes to cool per the BKE Cooling chart cooling times.
5. After cooling, make visual check. If fuseplugs have released, remove wheels, brakes and
tires, and inspect per the equipment component maintenance manuals.
DANGER ZONE: Fuseplug release is probable; BKE is greater than 65 MFP.
1. Clear runway immediately as fuseplugs will blow 2 to 30 minutes after last major braking
activity.
2. Evacuate airplane.
3. Do not apply "ansul" dry chemical or quench until fuseplugs have released the tire pressure.
4. Do not set parking brakes; chock nose wheel if required.
5. Do not approach airplane for thirty (30) minutes or until all fuseplugs have blown.
6. When artificial cooling is not used, allow adequate cooling time per the BKE Cooling chart
for safe removal of the wheel / brakes.
7. After cooling, make visual check. If fuseplugs have released, remove wheels, brakes and
tires, and inspect per equipment component maintenance manuals.
These BKE fuseplug integrity zones are guidelines and assume properly functioning brakes and
　
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