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The Boeing 777-9 underwent maximum brake energy certification testing at Edwards Air Force Base, demonstrating its ability to safely stop under demanding conditions following a rejected takeoff. During the test, brake temperatures reached as high as 2,500°F (1,371°C).

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36,372 Aufrufe • vor 7 Monaten •via X (Twitter)

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✔️Fully loaded ✔️High speed 🌡️ Brakes reached 2,500° F (1,371° C) 🛑 Full stop The 777-9 met the moment with maximum brake energy testing at Edwards Air Force Base - proving it can safely stop under challenging conditions after an aborted takeoff. Learn more:
1:45

✔️Fully loaded ✔️High speed 🌡️ Brakes reached 2,500° F (1,371° C) 🛑 Full stop The 777-9 met the moment with maximum brake energy testing at Edwards Air Force Base - proving it can safely stop under challenging conditions after an aborted takeoff. Learn more:

Boeing Airplanes

195,075 Aufrufe • vor 7 Monaten

#EXTREME: The Boeing 777-9 successfully completes maximum brake energy testing, aborting takeoff at 190 knots with full weight, relying entirely on brakes heated beyond 2,500°F (1371°C). #777X #Boeing777X
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#EXTREME: The Boeing 777-9 successfully completes maximum brake energy testing, aborting takeoff at 190 knots with full weight, relying entirely on brakes heated beyond 2,500°F (1371°C). #777X #Boeing777X

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The Airbus A330 brake system is subjected to extreme testing to determine how much thermal and mechanical stress the wheel, tire and brake assembly can withstand. During this type of test, the wheel and tire are accelerated to high rotational speed before maximum braking is applied. The carbon brakes then absorb the wheel's kinetic energy and convert it into heat. As the temperature rises, the brake discs begin to glow, followed by heavy smoke, sparks and severe wear of the friction material. The purpose is not simply to reproduce a normal landing. Engineers deliberately push the brake assembly toward its limits to measure its energy-absorption capability, thermal endurance and failure behavior. Extreme temperatures can accelerate carbon oxidation and eventually damage the brake, wheel and tire assembly. These tests help establish the limits the braking system must withstand during events such as a high-speed rejected takeoff or maximum-energy stop.
1:28

The Airbus A330 brake system is subjected to extreme testing to determine how much thermal and mechanical stress the wheel, tire and brake assembly can withstand. During this type of test, the wheel and tire are accelerated to high rotational speed before maximum braking is applied. The carbon brakes then absorb the wheel's kinetic energy and convert it into heat. As the temperature rises, the brake discs begin to glow, followed by heavy smoke, sparks and severe wear of the friction material. The purpose is not simply to reproduce a normal landing. Engineers deliberately push the brake assembly toward its limits to measure its energy-absorption capability, thermal endurance and failure behavior. Extreme temperatures can accelerate carbon oxidation and eventually damage the brake, wheel and tire assembly. These tests help establish the limits the braking system must withstand during events such as a high-speed rejected takeoff or maximum-energy stop.

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This is one of the most punishing certification tests any airliner must survive - Rejected Takeoff (RTO) For certification, Boeing accelerates the 777 to just below V1 at around 775,000 lb (351 tons), then cuts thrust and applies maximum braking. The airplane has seconds to go from full power to a complete stop. The sideways drift comes from pure physics: enormous inertia, uneven tire grip, and an anti-skid system riding the edge of a skid. Brake temperatures spike until they glow, and fuse plugs in the wheels are designed to let the tires deflate safely if they get too hot.
0:54

This is one of the most punishing certification tests any airliner must survive - Rejected Takeoff (RTO) For certification, Boeing accelerates the 777 to just below V1 at around 775,000 lb (351 tons), then cuts thrust and applies maximum braking. The airplane has seconds to go from full power to a complete stop. The sideways drift comes from pure physics: enormous inertia, uneven tire grip, and an anti-skid system riding the edge of a skid. Brake temperatures spike until they glow, and fuse plugs in the wheels are designed to let the tires deflate safely if they get too hot.

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216,543 Aufrufe • vor 1 Monat

This is one of the most punishing certification tests any airliner must survive - Rejected Takeoff (RTO) For certification, Boeing accelerates the 777 to just below V1 at around 775,000 lb (351 tons), then cuts thrust and applies maximum braking. The airplane has seconds to go from full power to a complete stop. The sideways drift comes from pure physics: enormous inertia, uneven tire grip, and an anti-skid system riding the edge of a skid. Brake temperatures spike until they glow, and fuse plugs in the wheels are designed to let the tires deflate safely if they get too hot.
0:54

This is one of the most punishing certification tests any airliner must survive - Rejected Takeoff (RTO) For certification, Boeing accelerates the 777 to just below V1 at around 775,000 lb (351 tons), then cuts thrust and applies maximum braking. The airplane has seconds to go from full power to a complete stop. The sideways drift comes from pure physics: enormous inertia, uneven tire grip, and an anti-skid system riding the edge of a skid. Brake temperatures spike until they glow, and fuse plugs in the wheels are designed to let the tires deflate safely if they get too hot.

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Back in 90s,the Boeing 777 extensive testing including stall,VMU, crosswind landing and brake tests.
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Back in 90s,the Boeing 777 extensive testing including stall,VMU, crosswind landing and brake tests.

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The 777-9 began certification flight testing at Boeing Field in Seattle, an important step as we work under the oversight of our regulator to get the airplane certified and deliver it to customers around the world.
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The 777-9 began certification flight testing at Boeing Field in Seattle, an important step as we work under the oversight of our regulator to get the airplane certified and deliver it to customers around the world.

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WH001 (N779XW) is at Clinton Sherman Airport for certification brake testing with FAA oversight. The 777X brake testing ensures the aircraft's braking system meets safety and performance standards required for FAA certification. #777X #FAA #Boeing777X
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WH001 (N779XW) is at Clinton Sherman Airport for certification brake testing with FAA oversight. The 777X brake testing ensures the aircraft's braking system meets safety and performance standards required for FAA certification. #777X #FAA #Boeing777X

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131,260 Aufrufe • vor 1 Jahr

These continuous tire marks on the Munich runway after VN-A867’s takeoff are hard to ignore.. That strongly suggests the brakes were clamping or not fully released during the takeoff roll... possible Electric Brake Actuator issue, partial seize, or unintended input. Every main brake also hit the max temperature (9.9) just 15 minutes after becoming airborne. That only happens when a lot of energy goes into the brakes during the roll. Investigation will confirm the exact cause, but the marks and the temperatures point clearly toward a brake issue during takeoff.
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These continuous tire marks on the Munich runway after VN-A867’s takeoff are hard to ignore.. That strongly suggests the brakes were clamping or not fully released during the takeoff roll... possible Electric Brake Actuator issue, partial seize, or unintended input. Every main brake also hit the max temperature (9.9) just 15 minutes after becoming airborne. That only happens when a lot of energy goes into the brakes during the roll. Investigation will confirm the exact cause, but the marks and the temperatures point clearly toward a brake issue during takeoff.

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WOW: Boeing 777-9 puts its brakes to the test #boeing777x #boeing #avgeek
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WOW: Boeing 777-9 puts its brakes to the test #boeing777x #boeing #avgeek

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A U.S. Air Force B-52 Stratofortress Bomber Crashed Shortly After Takeoff at Edwards Air Force Base.
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A U.S. Air Force B-52 Stratofortress Bomber Crashed Shortly After Takeoff at Edwards Air Force Base.

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This is one of the most punishing certification tests any airliner must survive Rejected Takeoff (RTO) For certification, Boeing accelerates the jet to just below V1 at around 775,000 lb (351 tons), then cuts thrust and applies maximum braking. The airplane has seconds to go from full power to a complete stop.
0:54

This is one of the most punishing certification tests any airliner must survive Rejected Takeoff (RTO) For certification, Boeing accelerates the jet to just below V1 at around 775,000 lb (351 tons), then cuts thrust and applies maximum braking. The airplane has seconds to go from full power to a complete stop.

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An Air Force B-52 Stratofortress bomber crashed shortly after takeoff at Edwards Air Force Base in California on Monday, the base said. "Emergency crews immediately responded to the scene and the situation is ongoing," the base said in a statement.
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An Air Force B-52 Stratofortress bomber crashed shortly after takeoff at Edwards Air Force Base in California on Monday, the base said. "Emergency crews immediately responded to the scene and the situation is ongoing," the base said in a statement.

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Boeing 787-9 during VMCG testing: the aircraft must stay within 30 feet of centerline after a critical engine failure on takeoff. A crucial safety benchmark during certification called the Minimum Control Speed on the Ground.
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Boeing 787-9 during VMCG testing: the aircraft must stay within 30 feet of centerline after a critical engine failure on takeoff. A crucial safety benchmark during certification called the Minimum Control Speed on the Ground.

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A close-up look at the Boeing 787’s electric brake assembly, showing the electric actuators, wiring and carbon brake stack. The 787 uses four electric brake actuators on each main wheel, replacing the hydraulic pistons traditionally used to apply the brakes. The actuators convert electrical commands into mechanical force that clamps the carbon discs and produces braking torque. Boeing What looks like a relatively simple brake assembly is actually a highly integrated electromechanical system, replacing much of the conventional hydraulic actuation with electrical control while also providing brake-condition information such as real-time carbon-disc wear. 📹harishivamana9873
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A close-up look at the Boeing 787’s electric brake assembly, showing the electric actuators, wiring and carbon brake stack. The 787 uses four electric brake actuators on each main wheel, replacing the hydraulic pistons traditionally used to apply the brakes. The actuators convert electrical commands into mechanical force that clamps the carbon discs and produces braking torque. Boeing What looks like a relatively simple brake assembly is actually a highly integrated electromechanical system, replacing much of the conventional hydraulic actuation with electrical control while also providing brake-condition information such as real-time carbon-disc wear. 📹harishivamana9873

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🚨 BREAKING: 8 people KILLED after a U.S. Air Force B-52 bomber crashed shortly after takeoff from Edwards Air Force Base in California. Emergency crews rushed to the scene as thick black smoke billowed from the crash site.
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🚨 BREAKING: 8 people KILLED after a U.S. Air Force B-52 bomber crashed shortly after takeoff from Edwards Air Force Base in California. Emergency crews rushed to the scene as thick black smoke billowed from the crash site.

Megh Updates 🚨™

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A LATAM Boeing 777 aborted a high-speed takeoff last night (15). Via AEROIN The Boeing 777-300ER, registration PT-MUH, was in the takeoff roll when the pilots decided to abort at very high speed. According to our data, the decision was made at approximately 178 knots (330 km/h), at a moment when the nose gear had already lifted off the runway. The reason for the rejected takeoff has not yet been disclosed. 🎥 Video source: Aviação Guarulhos JPD ✈️ Flight data:
1:01

A LATAM Boeing 777 aborted a high-speed takeoff last night (15). Via AEROIN The Boeing 777-300ER, registration PT-MUH, was in the takeoff roll when the pilots decided to abort at very high speed. According to our data, the decision was made at approximately 178 knots (330 km/h), at a moment when the nose gear had already lifted off the runway. The reason for the rejected takeoff has not yet been disclosed. 🎥 Video source: Aviação Guarulhos JPD ✈️ Flight data:

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189,902 Aufrufe • vor 8 Monaten