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make the operator aware of the energy absorbed during braking operations and how much
cooling time is required between a landing and subsequent braking operation.
BKE LIMITS
If an energy level of 85 million foot-pounds (MFP) is exceeded during braking operations, the
brakes must be inspected per equipment component maintenance manuals.
The maximum BKE capacity of the GIV (ASC 190) carbon brake system was demonstrated
during rejected takeoff flight testing to be 100 million foot-pounds (MFP)
BKE DETERMINATION DURING LANDING OR RTO OPERATIONS
The energy that can be absorbed by the brakes during a stop is determined by the previous energy
absorbed, airplane gross weight and speed at brake application, taxi operations and the cooling
conditions. The Brake Kinetic Energy Chart may be used to determine the expected operational
brake energy levels and cooling times, if required.
The Brake Kinetic Energy presented in the Brake Kinetic Energy Chart is based on the total
kinetic energy with no credit for aerodynamic drag or reverse thrust, as these components are
most often offset by unequal energy distribution throughout the four (4) brake assemblies.
The Brake Kinetic Energy Chart can be used to determine BKE for completed braking
operations. It is necessary for the operator to note the speed at the point of brake application. If
the brake application speed is noted from the airspeed indicator, this calibrated airspeed must
first be adjusted by the wind velocity runway component (add for 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
GIV-SP 31 May 2000
FLIGHT PLANNING
During preflight planning, Brake 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 Brake
Kinetic Energy Chart to compute BKE.
REDUCED BKE PROCEDURES
When landing on runways with lengths in excess of that required per the Airplane Flight Manual,
the brake application can be delayed until lower speeds where energy levels will be 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 levels absorbed by the brakes during taxi operations are typically low, however, energy
absorbed from such sources as engine idle, thrust, runway slope, stops, and turns during long taxi
operations can be a factor. To account for these factors an estimate of brake energy requirements
of 3.5 MFP per statute mile of taxi roll is used. This 3.5 MFP BKE is based upon a 20 knot taxi
speed and one 20 knot stop per statute mile.
With the installation of ASC 166, reverse idle 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 reverse thrust is used to control taxi
speed and to stop the airplane, no additional accountability of taxi BKE’s is required.
BRAKE COOLING FOR QUICK TURN-AROUND AND MULTIPLE BRAKING OPERATIONS
When planning quick turn-around operations (less than 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 100 million foot-pounds, a cool-down period
is required between the landing and the subsequent takeoff. The required cool-down time can be
determined form the Brake Kinetic Energy Chart using the cumulative BKE’s from previous
　
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