I disagree with this notion. There is nothing wrong with "high speed taxi test". There is no certified production aircraft that has not gotten through that testing phase. High speed taxi will accomplish several items that must be determined as part of the certification process. For example, how maneuverable is the aircraft on landing or takeoff roll and what is the braking distance from the time you identify an emergency and apply brakes to the time the aircraft come to a stop. Will the temperatures exceed sub-component rating? Based on your weight and speed, you may not be able to stop the aircraft in sufficient time and may have to commit to take off. These are just a few things you need to understand/consider on a one-off type design.
What is critical to understand is brake temperature and what cool down period should be observed between each attempt. If component manufacturer does not provide such information, then is it left to the aircraft manufacturer/builder to determine what those should be. There are many things to determine at the onset to figure out which component drives your temperature consideration. Unfortunately, light GA airplanes don't typically have a probe at the wheel to give instantaneous temperature reading. A small infrared temperature from Amazon should do the trick. Stop and get out of the aircraft or have someone point it at the inboard portion of the wheel or caliper. Because most builders don't install wheel pants until much later, this issue may not manifest if at all. Just a thought. ________________________________ From: KRnet <krnet-boun...@list.krnet.org> on behalf of MS <propbala...@att.net> Sent: Monday, July 29, 2024 1:38 PM To: Larry Flesner via KRnet <krnet@list.krnet.org> Subject: Re: KRnet> KR Wheel Fire Write Up The story provides a great illustration of the good sense of not doing "high speed taxi texts" and the using of brakes for anything except holding and the occasional short runway. Mike Stirewalt KSEE
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