![]() What we tend to see is that the Cleveland brakes are generally overheated on landing. Taxiing is not typically where the brakes get overheated, though, but this is still a good practice to follow. This is not fool proof, since sometimes, depending on the grade, you will have no choice but to utilize brake tapping to keep the aircraft going straight. First, always taxi at 1000 RPM and use the rudder as much as you can while only tapping the brakes. Now you may be asking yourself, what can I do to extend the service life of my factory equipped Cirrus brakes? Here are some tips. ![]() This isn’t common knowledge because there is no mention of this additional indicator in the POH. The other is higher on the caliper in order to see it, the wheel pant must be removed. We can only see the bottom blue sticker from the inspection port on the wheel pants. The first things you may notice is that there are in fact two brake temperature stickers. This is an indication to the pilot that if the bottom sticker has turned colors, that the braking system has exceeded 330 degrees and is in need of servicing.Ībove is a photograph of an SR22 G1 braking system with turned brake temp stickers. The Yellow temperature indicator turns at 300 Degrees, while the bottom Blue indicator turns at 330 Degrees. Notice the Top Yellow sticker is far darker than the Bottom. There is also a very popular STC that allows upgraded brakes to be installed on all SR series aircraft. Following the procedures below can help make the brakes last a little longer. I would like to share some little-known facts about the Cirrus factory equipped braking system. You now start thinking that all the horrible rumors of Cirrus brakes are true. I don’t remember getting on the brakes hard, or riding the brakes while taxiing, but sure enough they aren’t white anymore. You remember from your transition training that any color other than white is a no go. You do some flying, and soon find yourself with a brake temp sticker that isn’t white anymore.
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