CIRRUS DESIGN 2220, Руководство по эксплуатации для пилотов

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S
ECTION
10: S
AFETY
I
NFORMATION
C
IRRUS
D
ESIGN
T
AXIING
, S
TEERING
,
AND
B
RAKING
P
RACTICES
SR20
10-4 P/N 11934-005
Operating Practices
When taxiing, directional control is accomplished with rudder deflection
and intermittent braking (toe taps) as necessary. Use only as much power
as is necessary to achieve forward movement. Deceleration or taxi speed
control using brakes but without a reduction in power will result in
increased brake temperature.
On flat, smooth, hard surfaces, do not exceed 1000 RPM maximum contin-
uous engine speed for taxi. Power settings slightly above 1000 RPM are
permissible to start motion, for turf, soft surfaces, and on inclines. Use
minimum power to maintain constant taxi speed.
“Riding the brakes” while taxiing is similar to driving a car with one foot on
the brake and one foot on the gas. This causes a continuous build up of
energy that would otherwise be moving the airplane.
Observe the following operating practices:
•
Verify that the parking brake is completely disengaged before taxi.
• The rudder is effective for steering on the ground and should be used.
• Use only as much power (throttle) as is necessary to achieve forward
movement. Keep in mind, any additional power added with the
throttle will be absorbed in the brakes to maintain constant speed.
• Use rudder deflection and the minimum necessary inputs of differen-
tial braking to achieve directional control.
• Do not “ride the brakes”. Pilots should consciously remove pressure
from the brakes while taxiing. Failure to do so results in excessive heat
buildup, premature brake wear, and increased possibility of brake
failure or fire.
• Avoid unnecessary high-speed taxiing. High-speed taxiing may result
in excessive demands on the brakes, increased brake wear, and the
possibility of brake failure or fire.
• Brakes have a large energy absorbing capacity; therefore, cooling time
should be considered. Energy absorbed during a few seconds of decel-
eration can take several minutes to dissipate. Always allow adequate
cooling time after brake use.
• Allow a cooling period following a high-energy braking event.
High-energy braking can include an aborted takeoff or the equivalent
energy required for a Maximum Gross Weight full-stop from 70 knots
in less than 1000 feet.
Brake Maintenance
The brake assemblies and linings should be checked at every oil change (50
hours) for general condition, evidence of overheating, and deterioration.
The aircraft should not be operated with overheated, damaged, or leaking
brakes. Conditions include, but are not limited to:
Reissue A