Appendix 2 to ETSO-C135a - MPS for Large Wheel and Brake Assemblies for Electrically Actuated Brakes

• ED Decision 2010/010/R found in: CS-ETSO Amdt 17 - European Technical Standard Orders (Oct 2026)

###### Appendix 2 to ETSO-C135a – MPS for Large Wheel and Brake Assemblies for Electrically Actuated Brakes *ED Decision 2010/010/R* **CHAPTER 1** **INTRODUCTION** 1.1 PURPOSE AND SCOPE. This Minimum Performance Specification defines the minimum performance standards for wheels, brakes, and wheel and brake assemblies to be used on aeroplanes certificated under CS-25. Compliance with this specification is not considered approval for installation on any Large Aeroplane. 1.2 APPLICATION. Compliance with this minimum specification by the applicant is required as a means of assuring that the equipment will have the capability to satisfactorily perform its intended function(s). Note: Certain performance capabilities may be affected by aeroplane operational characteristics and other external influences. Consequently, anticipated aeroplane braking performance should be verified by aeroplane testing. 1.3 COMPOSITION OF EQUIPMENT. The words “equipment” or “brake assembly” or “wheel assembly,” as used in this document, include all components that form part of the particular unit. For example, a wheel assembly typically includes a hub or hubs, bearings, flanges, drive bars, heat shields, and fuse plugs. A brake assembly typically includes a backing plate, torque tube, electro-mechanical actuators, pressure plate, heat sink, temperature sensor, and other axle mounted components integral to the braking activity. For the purpose of this specification, the interface boundaries of the equipment are the wheel and brake attachments to the landing gear and the electrical connectors to the aircraft brake control system. It should not be inferred from these examples that each wheel assembly and brake assembly will necessarily include either all or any of the above example components; the actual assembly will depend on the specific design chosen by the applicant. 1.4 DEFINITIONS AND ABBREVIATIONS. 1.4.1 Brake Lining. Brake lining is individual blocks of wearable material, discs that have wearable material integrally bonded to them, or discs in which the wearable material is an integral part of the disc structure. 1.4.2 BOP – Brake Off Position BOP is a retracted EMA position that permits free rotation of the wheel and brake assembly after a brake application and release cycle. 1.4.3 BRWL - Brake Rated Wear Limit. BRWL is the brake maximum wear limit to ensure compliance with paragraph 3.3.3, and, if applicable, paragraph 3.3.4 of this Appendix 2. 1.4.4 D - Distance Averaged Deceleration. D = (Initial brakes-on speed)2 - (Final brakes-on speed)2)/(2(braked flywheel distance)) D is the distance averaged deceleration to be used in all deceleration calculations. 1.4.5 DDL - Rated Design Landing Deceleration. DDL is the minimum of the distance averaged decelerations demonstrated by the wheel, brake and tire assembly during the 100 KEDL stops in paragraph 3.3.2 of this Appendix 2. 1.4.6 DRT - Rated Accelerate-Stop Deceleration. DRT is the minimum of the distance averaged decelerations demonstrated by the wheel, brake, and tire assembly during the KERT stops in paragraph 3.3.3 of this Appendix 2. 1.4.7 DSS - Rated Most Severe Landing Stop Deceleration. DSS is the distance averaged deceleration demonstrated by the wheel, brake and tire assembly during the KESS Stop in paragraph 3.3.4 of this Appendix 2. 1.4.8 EMA – Electro-Mechanical Actuator The EMA is the brake subassembly, typically comprised of but not limited to, the ball screw or roller screw, electric motor, and gear train that converts electrical power to brake clamping force. 1.4.9 Heat Sink. The heat sink is the mass of the brake that is primarily responsible for absorbing energy during a stop. For a typical brake, this would consist of the stationary and rotating disc assemblies. 1.4.10 IBMAX - Maximum Brake Current IBMAX is the maximum current drawn by the brake in the most critical of the dynamic tests of paragraph 3.3.3 or 3.3.4 of this Appendix 2.as determined by test or analysis of test results. 1.4.11 ISMAX – Maximum Brake System Current ISMAX is the maximum current the aircraft brake control system can deliver to the brake assembly in normal operation. 1.4.12 KEDL - Wheel/Brake Rated Design Landing Stop Energy. KEDL is the minimum energy absorbed by the wheel/brake/tire assembly during every stop of the 100 stop design landing stop test in paragraph 3.3.2 of this Appendix 2. 1.4.13 KERT - Wheel/Brake Rated Accelerate-Stop Energy. KERT is the energy absorbed by the wheel/brake/tire assembly demonstrated in accordance with the accelerate-stop test in paragraph 3.3.3 of this Appendix 2. 1.4.14 KESS - Wheel/Brake Rated Most Severe Landing Stop Energy. KESS is the energy absorbed by the wheel/brake/tire assembly demonstrated in accordance with paragraph 3.3.4 of this Appendix 2. 1.4.15 LBMAX - Maximum Brake Load LBMAX is the nominal maximum clamping load the brake is designed to generate with maximum brake control system command under normal conditions established by analysis or test. 1.4.16 LDL - Brake Design Landing Load LDL is the average of the 100 peak clamping loads generated in the brake assembly during the KEDL stop test of paragraph 3.3.2 of this Appendix 2 as determined by test or analysis of test results. 1.4.17 LLMT - Brake Limit Load LLMT is the maximum clamping load the brake structure may be subjected to in its operation which would not result in permanent deformation that would prevent it from performing its intended function. 1.4.18 PBMAX - Maximum EMA Brake Power PBMAX is the maximum power supplied to the brake during the most critical of the dynamic tests of Section 3 of this Appendix 2 as determined by test or analysis of test results. 1.4.19 PSMAX - Maximum Brake System Power PSMAX is the maximum power that is available to the brake assembly from the aircraft brake control system. 1.4.20 PBC – Parking Brake Command PBC is the configuration to which the EMAs are commanded following a high energy stop as normally defined by the aeroplane manufacturer associated with the parking brake applications in paragraphs 3.3.3.5 and 3.3.4.5 of this Appendix 2. 1.4.21 R - Wheel Rated Tyre Loaded Radius. R is the static radius at load “S” for the wheel rated tyre size at WRP. The static radius is defined as the minimum distance from the axle centreline to the tyre/ground contact interface. 1.4.22 S -Wheel Rated Static Load. S is the maximum static load (Reference CS 25.731(b)). 1.4.23 STR - Wheel/Brake Rated Structural Torque. STR is the maximum structural torque demonstrated in paragraph 3.3.5 of this Appendix 2. 1.4.24 TSBR - Brake Rated Tyre Type(s) and Size(s). TSBR is the tyre type(s) and size(s) used to achieve the KEDL, KERT, and KESS brake ratings. TSBR must be a tyre type and size approved for installation on the wheel (TSWR). 1.4.25 TSWR - Wheel Rated Tyre Type(s) and Size(s). TSWR is the wheel rated tyre type(s) and Size(s) defined for use and approved for installation on the wheel (TSWR), normally by the aeroplane manufacturer. 1.4.26 TTBT - Suitable Tire for Brake Tests. TTBT is the rated tire type and size. TTBT is the tyre type and size that has been determined as being the most critical for brake performance and/or energy absorption tests. The TTBT must be a tyre type and size approved for installation on the wheel (TSWR), normally by the aeroplane manufacturer. The suitable tyre may be different for different tests. 1.4.27 VBMAX - Maximum EMA Brake Voltage VBMAX is the maximum voltage applied to the brake assembly during the most critical of the dynamic tests of Section 3 of this Appendix 2 as determined by test or analysis of test results. 1.4.28 VSMAX – Maximum Brake System Voltage VSMAX is the maximum voltage that is available to the brake assembly from the aircraft brake control system. 1.4.29 VDL - Wheel/Brake Design Landing Stop Speed VDL is the initial brakes-on speed for a design-landing stop in paragraph 3.3.2 of this Appendix 2. 1.4.30 VRT – wheel/brake accelerate-stop speed VRT is the initial brakes-on speed used to demonstrate KERT in paragraph 3.3.3 of this Appendix 2. 1.4.31 VSS - wheel/brake most severe landing stop speed VSS is the initial brakes-on speed used to demonstrate KESS in paragraph 3.3.4 of this Appendix 2. **CHAPTER 2** **GENERAL DESIGN SPECIFICATIONS** 2.1 AIRWORTHINESS The continued airworthiness of the wheels and wheel and brake assemblies must be considered. See paragraph 4 of this Appendix 2 titled “DATA REQUIREMENTS”. 2.2 FIRE PROTECTION Except for small parts such as fasteners, seals, grommets, and small electrical parts that would not contribute significantly to the propagation of a fire, all solid materials used must be self-extinguishing. See also paragraphs 2.4.5, 3.3.3.5 and 3.3.4.5 of this Appendix 2. 2.3 DESIGN Unless shown to be unnecessary by test or analysis, the equipment must comply with the following: 2.3.1 Lubricant Retainers Lubricant retainers must retain the lubricant under all operating conditions, prevent the lubricant from reaching braking surfaces, and prevent foreign matter from entering the lubricated cavity. 2.3.2 Brake Release And Wear Adjustment The brake assembly and its control system must provide a suitable means to maintain an appropriate running clearance throughout the entire heat sink wear and thermal range when no braking is commanded. 2.3.3 Wear Indicator A reliable method must be provided for determining when the heat sink is worn to its permissible limit. 2.3.4 Dissimilar Materials When dissimilar materials are used in the construction and the galvanic potential between the materials indicate galvanic corrosion is likely, effective means to prevent the corrosion must be incorporated in the design. In addition, differential thermal expansion must not unduly affect the functioning, load capability, and the fatigue life of the components. 2.3.5 Insulation Resistance The equipment shall have an adequate insulation resistance level to ensure the design is robust to leakage current paths in accordance with established industry standards. 2.3.6 Dielectric Strength The equipment shall have a suitable dielectric withstanding capability for the voltages and voltage surges to which it will be subjected in accordance with established industry standards. 2.3.7 Bonding, Grounding The equipment shall employ suitable electrical bonding and grounding techniques in its design to protect ground personnel and the equipment, from fault currents and from the potentially high voltages that may be present, in accordance with established industry standards. 2.4 CONSTRUCTION The suitability and durability of the materials used for components must be established on the basis of experience or tests. In addition, the materials must conform to approved specifications that ensure the strength and other properties are those that were assumed in the design. 2.4.1 Castings Castings must be of high quality, clean, sound, and free from blowholes, porosity, or surface defects caused by inclusions, except that loose sand or entrapped gases may be allowed when serviceability is not impaired. 2.4.2 Forgings Forgings must be of uniform condition, free from blisters, fins, folds, seams, laps, cracks, segregation, and other defects. Imperfections may be removed if strength and serviceability would not be impaired as a result. 2.4.3 Bolts and Studs When bolts or studs are used for fastening together sections of a wheel or brake, the length of the threads must be sufficient to fully engage the nut, including its locking feature, and there must be sufficient unthreaded bearing area to carry the required load. 2.4.4 Environmental Protection All the components used must be suitably protected against deterioration or loss of strength in service due to any environmental cause, such as weathering, corrosion, and abrasion. 2.4.5 Magnesium Parts Magnesium and alloys having magnesium, as a major constituent, must not be used on brakes or braked wheels. **CHAPTER 3** **MINIMUM PERFORMANCE UNDER STANDARD TEST CONDITIONS** 3.1 INTRODUCTION The test conditions and performance criteria described in this chapter provide a laboratory means of demonstrating compliance with this ETSO minimum performance standard. The aeroplane manufacturer normally defines relevant test parameter values, however these may also be derived from published aircraft data for applicants for supplementary type certificates (STC). 3.2 WHEEL TESTS The wheel should be tested, results documented, and reported per Appendix 1, paragraphs 3.2, 4.1.1(a) and 4.1.4. 3.3 WHEEL AND BRAKE ASSEMBLY TESTS. 3.3.1 General 3.3.1.1 The wheel and brake assembly, with a suitable tyre, TTBT, installed, must be tested on a testing machine in accordance with the following, as well as paragraphs 3.3.2, 3.3.3, 3.3.5 and, if applicable, 3.3.4 of this Appendix 2. 3.3.1.2 For tests detailed in paragraphs 3.2.2, 3.3.3, and 3.3.4 of this Appendix 2 the test energies KEDL, KERT, and KESS and brake application speeds VDL, VRT and VSS are as normally defined by the aeroplane manufacturer. 3.3.1.3 For tests detailed in paragraphs 3.3.2, 3.3.3, and 3.3.4 of this Appendix 2 the initial brake application speed must be as close as practicable to, but not greater than the speed established in accordance with paragraph 3.3.1.2 of this Appendix 2, with the exception that marginal speed increases are allowed to compensate for brake clamping force release permitted in paragraphs 3.3.3.4 and 3.3.44 of this Appendix 2. An increase in the initial brake application speed is not a permissible method of accounting for a reduced (that is, lower than ideal) dynamometer mass. This method is not permissible because, for a target test deceleration, a reduction in the energy absorption rate would result, and could produce performance different from that which would be achieved with the correct brake application speed. The energy to be absorbed during any stop must not be less than that established in accordance with paragraph 3.3.1.2 of this Appendix 2. Additionally, forced air or other artificial cooling means are not permitted during these stops. 3.3.1.4 For brake stopping performance tests, the brake assembly must be tested using a control system and electrical power source providing representative characteristics of the actuating means to the EMAs, including limitations, specified for the aircraft braking system. IBMAX, VBMAX and PBMAX shall not exceed the capabilities of the aircraft brake control system, ISMAX, VSMAX and PSMAX, for which the equipment is intended. 3.3.1.5 For brake structural tests, the brake assembly may be tested with an alternate control system to that required for the brake stopping performance tests. The control system must be capable of structurally loading the EMA load path and brake structure to the static values required by the test conditions. 3.3.2 Design Landing Stop Test 3.3.2.1 The wheel and brake assembly under test must complete 100 stops at the KEDL energy, each at the mean distance averaged deceleration, D, normally defined by the aeroplane manufacturer, but not less than 10 ft/s2 (3.05 m/s2). (Reference CS 25.735(f)(1)). 3.3.2.2 During the design landing stop test, the disc support structure must not be changed if it is intended for reuse, or if the wearable material is integral to the structure of the disc. One change of individual blocks or integrally bonded wearable material is permitted. For discs using integrally bonded wearable material, one change is permitted, provided that the disc support structure is not intended for reuse. The remainder of the wheel/brake assembly parts must withstand the 100 KEDL stops without failure or impairment of operation. 3.3.3 Accelerate-Stop Test 3.3.3.1 The wheel and brake assembly under test must complete the accelerate-stop test at the mean distance averaged deceleration, D, normally defined by the aeroplane manufacturer, but not less than 6 ft/s2 (1.83 m/s2). (Reference CS 25.735(f)(2)). This test establishes the maximum accelerate-stop energy rating, KERT, of the wheel and brake assembly using: a. ISMAX, VSMAX and PSMAX; or b. The maximum brake current, voltage and power inputs consistent with the airplane's braking force limitations (tyre/runway drag capability based on substantiated data). 3.3.3.2 For the accelerate-stop test, the tyre, wheel, and brake assembly must be tested at KERT for both a new brake and a fully worn brake. a. A new brake is defined as a brake on which less than 5 percent of the usable wear range of the heat sink has been consumed. b. A worn brake is defined as a brake on which the usable wear range of the heat sink has already been fully consumed to BRWL. The proportioning of wear through the brake for the various friction pairs for this test must be based on service wear experience or wear test data of an equivalent or similar brake. Either operationally worn or mechanically worn brake components may be used. If mechanically worn components are used, it must be shown that they can be expected to provide similar results to operationally worn components. The test brake must be subjected to a sufficient number and type of stops to ensure that the brake’s performance is representative of in-service use; at least one of these stops, with the brake near the fully worn condition, must be a design landing stop. 3.3.3.3 At the time of brake application, the temperatures of the tyre, wheel, and brake assembly, particularly the heat sink and EMAs, must, as closely as practicable, be representative of a typical in-service condition. Preheating by taxi stops is an acceptable means. These temperatures must be based on a rational analysis of a braking cycle, taking into account a typical brake temperature at which an airplane may be dispatched from the ramp, plus a conservative estimate of heat sink temperature change during subsequent taxiing and takeoff acceleration, as appropriate. Alternatively, in the absence of a rational analysis, the starting heat sink and EMA temperatures must be that resulting from the application of 10 percent KERT to the tire, wheel and brake assembly, initially at not less than normal ambient temperature (59°F/15°C). 3.3.3.4 A full stop demonstration is not required for the accelerate-stop test. The test brake clamping force may be released at a test speed of up to 23 mph (10 m/s). In this case, the initial brakes-on speed must be adjusted such that the energy absorbed by the tyre, wheel and brake assembly during the test is not less than the energy absorbed if the test had commenced at the specified speed and continued to zero ground speed. 3.3.3.5 Within 20 seconds of completion of the stop, or of the brake clamping force release in accordance with paragraph 3.3.3.4 of this Appendix 2, apply the Parking Brake Command (PBC) and maintain for at least 3 minutes (reference CS 25.735(g)). No sustained fire that extends above the level of the highest point of the tire is allowed before 5 minutes have elapsed after application of brake clamping force; until this time has elapsed, neither fire fighting means nor coolants may be applied. The time of initiation of tyre pressure release (for example, by wheel fuse plug), if applicable, is to be recorded. The sequence of events described in paragraphs 3.3.3.4 and 3.3.3.5 is illustrated in Figure 3-1 of this Appendix 2. 3.3.4 Most Severe Landing Stop Test 3.3.4.1 The wheel and brake assembly under test must complete the most severe landing braking condition expected on the aeroplane as normally defined by the aeroplane manufacturer. This test is not required if the testing required in paragraph 3.3.3 of this Appendix 2 is more severe or the condition is shown to be extremely improbable, normally by the aeroplane manufacturer. This test establishes if required, the maximum energy rating, KESS, of the wheel/brake assembly for landings under abnormal conditions using: a. ISMAX, VSMAX and PSMAX; or b. The maximum brake current, voltage and power inputs consistent with the airplane's braking force limitations (for example, tyre/runway drag capability based on substantiated data). 3.3.4.2 For the most severe landing stop test, the tyre, wheel, and brake assembly must be capable of absorbing the test energy, KESS, with a brake on which the usable wear range of the heat sink has already been fully consumed to BRWL (reference CS 25.735(f)(3)). The proportioning of wear through the brake for the various friction pairs for this test must be based on service wear experience or wear test data of an equivalent or similar brake. Either operationally worn or mechanically worn brake components may be used. If mechanically worn components are used, it must be shown that they can be expected to provide similar results to operationally worn components. The test brake must be subjected to a sufficient number and type of stops to ensure that the brake’s performance is representative of in-service use; at least one of these stops, with the brake near the fully worn condition, must be a design landing stop. 3.3.4.3 At the time of brake application, the temperatures of the tyre, wheel, and brake, particularly the heat sink and EMA, must, as closely as practicable, be representative of a typical in service condition. Preheating by taxi stops is an acceptable means. These temperatures must be based on a rational analysis of a braking cycle, taking into account a typical brake temperature at which the airplane may be dispatched from the ramp, plus a conservative estimate of heat sink temperature change during taxi, takeoff, and flight, as appropriate. Alternatively, in the absence of a rational analysis, the starting heat sink and EMA temperatures must be that resulting from the application of 5 percent KERT to the tyre, wheel and brake assembly initially at not less than normal ambient temperature (59°F/15°C). 3.3.4.4 A full stop demonstration is not required for the most severe landing-stop test. The test brake clamping force may be released at a test speed of up to 23 mph (10 m/s). In this case, the initial brakes-on speed must be adjusted such that the energy absorbed by the tyre, wheel, and brake assembly during the test is not less than the energy absorbed if the test had commenced at the specified speed and continued to zero ground speed. 3.3.4.5 Within 20 seconds of completion of the stop, or of the brake clamping force release in accordance with paragraph 3.3.4.4 of this Appendix 2, apply the Parking Brake Command (PBC) and maintain for at least 3 minutes (reference CS 25.735(g)). No sustained fire that extends above the level of the highest point of the tire is allowed before 5 minutes have elapsed after application of brake clamping force; until this time has elapsed, neither fire fighting means nor coolants may be applied. The time of initiation of tyre pressure release (for example by wheel fuse plug), if applicable, is to be recorded. The sequence of events described in paragraphs 3.3.4.4 and 3.3.4.5 is illustrated in Figure 3-2 of this Appendix 2. 3.3.5 Structural Torque Test The Wheel/Brake Rated Structural Torque, STR, is equal to the torque demonstrated in the test defined in paragraph 3.3.5.1 of this Appendix 2. 3.3.5.1 Apply to the wheel, brake and tyre assembly, the radial load S and the drag load corresponding to the torque specified in paragraphs 3.3.5.2 or 3.3.5.3 of this Appendix 2, as applicable, for at least 3 seconds. Rotation of the wheel must be resisted by a reaction force transmitted through the brake, or brakes, by the application of at least LBMAX, or equivalent. If such clamping force or its equivalent is insufficient to prevent rotation, the friction surface may be clamped, bolted, or otherwise restrained while applying the clamping force. A fully worn brake configuration, BRWL, must be used for this test. The proportioning of wear through the brake for the various friction pairs for this test must be based on service wear experience of an equivalent or similar brake or test machine wear test data. Either operationally worn or mechanically worn brake components may be used. The EMA may be cooled and/or restrained at the source of electromotive force generation after initial application of LBMAX in lieu of maintaining application of electrical current throughout the test. 3.3.5.2 For landing gear with one wheel per landing gear strut, the torque is 1.2(SxR). 3.3.5.3 For landing gear with more than one wheel per landing gear strut, the torque is 1.44(SxR). 3.3.5.4 The wheel and brake assembly must support the loads without failure for at least 3 seconds. Abrupt loss of load-carrying capability or fragmentation during the test constitutes failure. 3.3.6 Wheel to Brake Clearance There must be no interference in any critical areas between the wheel and brake assembly (with fittings) up to limit load conditions, taking into account the axle angular orientation. Lack of interference can be established by analyses and/or tests. If chosen, testing shall be conducted per the following methods: 3.3.6.1 Radial Limit Load Wheel and Brake Clearance Test. With a suitable tyre, TTWT, installed, mount the wheel and brake on a suitable axle, and position it against a flat, non-deflecting surface. The wheel axle must have the same angular orientation to the non-deflecting surface that it will have to a flat runway when it is mounted on an airplane and is under the maximum radial limit load, L. Inflate the tyre to the pressure recommended for the Wheel Rated Static Load, S, with gas and/or liquid. If liquid inflation is used, liquid must be bled off to obtain the same tire deflection that would result if gas inflation were used. Liquid pressure must not exceed the pressure that would develop if gas inflation were used and the tyre was deflected to its maximum extent. Load the wheel through its axle with the load applied perpendicular to the flat, non-deflecting surface. Reference CS 25.471 through 25.511, as appropriate. If the radial limit load of paragraph 3.3.6.2 of this Appendix 2 is equal to or greater than the radial limit load specified in this paragraph, the test specified in this paragraph may be omitted. Determine the most critical wheel orientation with respect to the non-deflecting surface. Apply the load with the tyre loaded against the non-deflecting surface. If multiple critical orientations are determined, repeat the testing for each critical orientation. The bearing cups, cones, and rollers used in operation must be used for this loading. If at a point of loading during the test bottoming of the tyre occurs, then the tyre pressure may be increased an amount sufficient only to prevent bottoming. 3.3.6.2 Combined Limit Load Wheel and Brake Clearance Test. With a suitable tyre, TTWT, installed, mount the wheel and brake on a suitable axle, and position it against a flat, non-deflecting surface. The wheel axle must have the same angular orientation to the non-deflecting surface that it will have to a flat runway when it is mounted on an aeroplane and is under the maximum radial limit load, L. Apply to the wheel and tyre assembly radial and side loads not less than the respective ground limit loads. Reference CS 25.485, 25.495, 25.497, and 25.499, as appropriate. If at a point of loading during the test bottoming of the tyre occurs, then the tyre pressure may be increased an amount sufficient only to prevent bottoming. Determine the most critical wheel orientation with respect to the non-deflected surface. Apply the load with the tyre loaded against the non-deflecting surface with the wheel in the most critical orientation. The bearing cups, cones, and rollers used in operation must be used in this test. A tube may be used in a tubeless tyre only when it has been demonstrated that pressure will be lost due to the inability of a tyre bead to remain properly positioned under the load. The wheel must be tested for the most critical inboard and outboard side loads. If multiple critical orientations are determined to apply, repeat the testing for each critical orientation. 3.4 BRAKE TESTS It must be substantiated that standard production samples of the brake will pass the following tests: 3.4.1 Limit and Ultimate Load Test Alternative control systems and artificial cooling of the electromotive devices may be used for the following tests if needed to generate and maintain the required clamping forces. Limit Load: The brake must withstand for at least 5 seconds a force equal to the Brake Limit Load (LLMT) without permanent deformation that would prevent it from performing its intended function after the test. Ultimate Load: The brake, with EMAs extended to simulate a maximum worn condition, must for at least 3 seconds withstand a force equal to 1.5 times LLMT. If necessary, EMA extension may be adjusted to prevent interaction with any retention means during this test. 3.4.2 Endurance Test A brake assembly must be subjected to an endurance test during which structural failure or malfunction must not occur. If desired, the heat sink components may be replaced by a reasonably representative dummy mass for this test. The test must be conducted by subjecting the brake assembly to 100,000 cycles of an application of the Brake Design Landing Load (LDL) in the design landing stop test (paragraph 3.3.2 of this Appendix 2) and release to the Brake Off Position (BOP). The EMAs must be adjusted so that the cycles are equally divided among at least five or more equally incremented wear positions, including the new and fully worn positions, BRWL. The brake must then be subjected to 5000 cycles of application of force to the Maximum Brake Load (LBMAX) and release to BOP. The EMAs must be adjusted so that the cycles are equally divided between at least five or more equally incremented, wear positions including the new and fully worn positions, BRWL. The brake assembly must meet the integrity requirements of paragraph 3.4.4 of this Appendix 2 at the completion of this test. 3.4.3 Extreme Temperature Soak Test Subject the brake to at least a 24-hour hot soak at the maximum actuator housing temperature experienced during a design landing stop test (paragraph 3.3.2 of this Appendix 2), conducted without forced air cooling. While at the hot soak temperature, the brake must be subjected to the application of the Brake Design Landing Load (LDL) required during the 100 design landing stops and release to BOP for 1000 cycles, followed by 25 cycles of Maximum Brake Load (LBMAX) and release to BOP. The brake must then be cooled from the hot soak temperature to a cold soak temperature of -40°F (-40°C) and maintained at this temperature for at least 24 hours. While at the cold soak temperature, the brake must be subjected to the application of the Brake Design Landing Load (LDL) required during the KEDL stops and release to BOP, for 25 cycles, followed by 5 cycles of Maximum Brake Load (LBMAX) and release to BOP. The brake assembly must meet the integrity requirements of paragraph 3.4.4 of this Appendix 2 at the completion of this test. 3.4.4 Brake Assembly Integrity The brake assembly shall meet the functional test requirements (acceptance tests) established to assure continued airworthiness. **CHAPTER 4** **DATA REQUIREMENTS** 4.1 The applicant must provide the following data with any application for approval of equipment: 4.1.1 The following wheel and brake assembly ratings: a. Wheel Ratings See Appendix 1, paragraph 4.1.1a. b. Wheel/Brake and Brake Ratings Wheel/Brake Rated Design Landing Energy, KEDL, and associated brakes-on-speed, VDL Wheel/Brake Rated Accelerate-Stop Energy, KERT, and associated brakes-on-speed, VRT Wheel/Brake Rated Most Severe Landing Stop Energy, KESS, and associated brakes-on speed, VSS (if applicable) Maximum Brake Load, LBMAX Brake Limit Load, LLMT Wheel/Brake Rated Structural Torque, STR Rated Design Landing Deceleration, DDL Rated Accelerate-Stop Deceleration, DRT Rated Most Severe Landing Stop Deceleration, DSS (if applicable) Brake Rated Tire Size, TSBR Brake Rated Wear Limit, BRWL Maximum EMA Brake Voltage, VBMAX Maximum EMA Brake Current, IBMAX Maximum EMA Brake Power, PBMAX Maximum System Voltage, VSMAX Maximum System Current, ISMAX Maximum System Power, PSMAX 4.1.2 The weight of the wheel and brake assemblies, as applicable. 4.1.3 Specification of the voltage and current supply limitations used during the tests. 4.1.4 Analysis and/or data substantiating IBMAX, LBMAX, LDL, LLMT, PBMAX and VBMAX, as appropriate. 4.1.5 One copy of the test report showing compliance with the test requirements. NOTE: When test results are being recorded for incorporation in the compliance test report, it is not sufficient to note merely that the specified performance was achieved. The actual numerical values obtained for each of the parameters tested must be recorded, except where tests are pass/fail in character. 4.2 Prior to entry into service, a component maintenance manual (CMM), covering periodic maintenance, calibration, and repair, for the continued airworthiness of installed wheels and wheel and brake assemblies, including recommended inspection intervals and service life.  ***Figure 3-1 - Taxi, Accelerate-Stop, Park Test Sequence***  ***Figure 3-2 - Most Severe Landing-Stop, Park Test Sequence*** [Amdt ETSO/6]