Houston, TX, USA
N56FT
CIRRUS DESIGN CORP SR22
Following a full-stop landing, the pilot taxied the airplane from the runway toward a fixed-base operator (FBO) and then reported to the FBO that the airplane's brakes were hot before getting to his parking spot. Several FBO personnel reported to the control tower operator that the airplane appeared to be on fire. The pilot exited the airplane, and the fire subsequently consumed portions of the fuselage and cockpit. Data extracted from the airplane revealed that the airplane taxied about 3.7 miles with the engine operating between 1,200 and 1,600 rpm. The airplane's pilot operating handbook warns that, if the 1,000 rpm taxi power limit and proper braking techniques are not used, the brake system may overheat, which could result in a brake fire. It is likely that the pilot's operation of the engine at a higher-than-recommended rpm level during a long taxi resulted in the brake system overheating and a subsequent fire.
On July 10, 2013, about 1500 central daylight time, a Cirrus SR22 airplane, N56FT, experienced a brake fire while taxiing after landing at George Bush Intercontinental Airport (KIAH), Houston, Texas. The airline transport rated pilot was not injured. The airplane was substantially damaged. The airplane was registered to Cirrus Uno LLC and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight originated from Garner Field Airport (KUVA), Uvalde, Texas, about 1310.Information collected by the responding Federal Aviation Administration inspectors, revealed that after landing on runway 27, the pilot taxied the airplane toward a fixed base operator (FBO) when he reported that the airplane had hot brakes. FBO employees reported to air traffic control tower personnel that the airplane appeared to be on fire. The pilot exited the airplane and the fire consumed portions of the fuselage and cockpit. Data from the airplane's Avidyne Entegra Primary Flight Display and Multi-Function Display was downloaded by the NTSB laboratories. The data revealed that the airplane landed at KIAH about 1447 while travelling about 100 knots and brakes were applied shortly after landing. The airplane exited the runway using the high speed taxiway at sierra golf and then turned on to taxiway sierra alpha. The airplane taxied west on sierra alpha at 10-30 knots ground speed and 1,000-1,500 engine rpm. The airplane was then slowed to below 10 knots to make a right turn on taxiway sierra charlie at 1450:18. The airplane proceeded north on sierra charlie at 5-10 knots before turning left at taxiway romeo alpha at 1451:42. The airplane proceeded west on taxiway romeo alpha while making several 45-degree turns at speeds ranging from 3-24 knots with the engine operating from 1,200-1,550 rpm. At 14:55:12 the airplane turned left on taxiway whiskey bravo. The airplane proceeded southeast on whiskey bravo between 10-30 knots with the engine operating from 1,400-1,600 rpm before slowing and reaching a stop at 1458:40 off the southwest side of taxi whiskey bravo between taxiways whiskey lima and whiskey mike. The PFD stopped recording data at 1459:18. The airplane had travelled about 3.7 miles from the approximate first point of brake application. The outside air temperature at the time of the accident was approximately 95 degrees and the wind about 3 knots. The pilot operating handbook "Taxiing" section reads, "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." The section contained a warning: Maximum continuous engine speed for taxiing is 1,000 rpm on flat, smooth, hard surfaces. Power settings slightly above 1,000 rpm are permissible to start motion, for turf, soft surfaces, and on inclines. Use minimum power to maintain taxi speed. If the 1,000 rpm taxi power limit and proper braking procedures are not observed, the brake system may overheat and result in brake damage or brake fire.
The pilot’s failure to use the proper taxi procedure, which resulted in a brake system fire.
Source: NTSB Aviation Accident Database
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