Williston, FL, USA
N381CP
CIRRUS DESIGN CORP SR-20
The student pilot was conducting a solo flight and had completed two full-stop landings with the intention of completing three more; however, he aborted the subsequent takeoff twice. When the student pilot attempted to stop during the second aborted takeoff, he noticed that the brakes were not functioning properly. As the airplane exited the runway on to the taxiway, smoke was emanating from under the wings. The student pilot, airport supervisor, and fire department extinguished fires on both main landing gear. Data retrieved from the airplane’s primary flight display and multi-functional display revealed that the student pilot executed two landings, followed by two sequential aborted takeoffs, within a time frame of 22 minutes. During that time, ground speeds reached 73 knots and engine power during taxi ranged from 920 to 1,270 rpm. Review of the airplane’s pilot operating handbook (POH) revealed that the maximum recommended continuous engine power for taxiing is 1,000 rpm. If the engine power is exceeded and proper braking procedures are not observed during taxi, wheel brake damage or fire could occur. The student pilot also did not comply with the safety information section in the POH, which recommended adequate cooling time for the brakes after heavy use. Examination of the landing gear brake assemblies revealed no evidence of a mechanical malfunction. The combination of the high-speed aborted takeoffs and the excessive taxi speed resulted in both wheel brakes failing and catching on fire.
On June 20, 2008, at 1020 eastern daylight time, a Cirrus SR-20, N381CP, had the wheel brakes catch fire at the Williston Municipal Airport (X60), Williston, Florida. The student pilot reported no injuries and the airplane incurred substantial damage. The flight was operated by Commercial Airline Pilot Training, LLC, under the provisions of Title 14 Code of Federal Regulations Part 91, as an instructional flight. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed. The student pilot, with 82 hours in the Cirrus SR-20, stated he was on a solo instructional cross-country flight from Flagler County Airport, Palm Coast, FL. While at X60, he completed 2 full stop landings and taxied back to the runway with the intent to make three additional landings at the airport. The pilot’s initial takeoff was aborted and he taxied back to the runway for a second takeoff. The pilot aborted the second takeoff. When he attempted to stop, he noticed that the brakes were not functioning properly. As the pilot exited the runway he noticed smoke coming from under the wings. He quickly secured the fuel and avionics and grabbed the on-board fire extinguisher before exiting the airplane. Despite the efforts of the pilot, the airport supervisor, and fire department, the right main landing gear was completely destroyed by the fire. The fire burned through the bottom of the fuselage, and continued up the right side of the cabin behind the wing. The lower surface of the right wing incurred thermal heat damage. The left main landing gear incurred thermal heat damaged on top of the wheel pant assembly. The left main landing gear assembly and the remaining components from the right main landing gear assembly were sent to the Parker Hannifin Wheel and Brake Division, Avon, OH, for a teardown examination with Federal Aviation Administration oversight. The examination revealed that the O-rings from the left-hand brake cylinder had deformed and taken on a “square appearance”. A subsequent functional inspection showed that the brake assembly held pressure in accordance with established production parameters. The right-hand landing gear assembly was destroyed by the magnesium fire and the remnants could not be tested. The airplane was equipped with an Avidyne avionics system which consisted of a primary flight display (PFD) and a multi-functional display (MFD). Each of these had the ability to store data. The data from the PFD and MFD were extracted and analyzed by the National Transportation Safety Board’s Vehicle Recorder Division. The data indicated that the pilot, within a time frame of 22 minutes, executed two landings at X60 followed by the 2 aborted takeoffs, with ground taxi speeds ranging from 35 knots to 73 knots between each event. The engine speed during taxi ranged from 920 RPM to 1270 RPM. The Cirrus SR-20 Pilot Operating Handbook (POH) states that the maximum continuous engine speed for taxing is 1000 RPM and if the engine speed is exceeded and proper braking procedures are not observed, wheel brake damage or fire could occur. At the time of the accident there were no references to high-speed aborted takeoff limitations in the POH.
The student pilot’s failure to follow the manufacturer's recommended taxiing procedures.
Source: NTSB Aviation Accident Database
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