Brake seizure on landing

Brake seizure on landing

During a recent annual, the SC replaced the brake linings on one main gear wheel (and only one wheel) of my 1964 model 180.  On the second flight after the annual and brake service, the brake with the new linings seized on landing, causing the plane to veer uncontrollably off the runway.  The brake linings seized without any pilot input, as the brakes were not applied during this landing before the plane veered off the runway.  Is anyone aware of a similar result from a stuck brake?  Can anyone explain what could cause a new set of linings to bind without any pilot input?  Explanations would be appreciated.

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Re: Brake seizure on landing

I had this problem a few years back on our 172F.  It uses hard piping from the cabin to the caliper assembly.  Apparently during reassemble after and annual in which the rotors were replaced, the piping got bent and the caliper assembly would not slide back out without binding.  It caused the pads to drag on that side and heat up and and ultimately caused the rotor and pads to seize.  The mechanic was able to straighten piping and it fixed problem.  I have seen modifications made on other 172's where the hard piping ends right below the foot step and they use flexible hydraulic hose to go to the caliper.  I think this was done in response to the same problem.

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Re: Brake seizure on landing

Interesting.  I don't believe that explains my brake seizure, however, as I have the flexible hydraulic hoses and they seemed to perform just fine.  I suspect my problem was caused by the new brake linings, though it is not clear to me yet exactly why they seized.

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Re: Brake seizure on landing

OK, without second guessing the mechanic,or passing judgment on anybody, here's a scenario, seen many times in my career. When changing the linings, the tech fails to fully seat the brake piston in the bore, simply riveting the pads in place, placing the carriers on the brake, and simply pulling everything into place with the 1/4" AN bolts.(He neglects to ensure free rotation of the wheel/brake disc before taking it off jacks.) This causes the carriers (the metal plates the linings are riveted to) to drag on the disc. They are in a 'bind' and while not really "braking" are generating heat, and if a long taxi can warp the disc, binding it more. Sometimes you notice it, sometimes not. With tricycle gear, you just flat spot a tire, with conventional gear, you're in the weeds. Anytime you put a cleveland style brake back together, new linings or not, make sure there;s some 'play' in the brake cylinder, and the wheel turns freely, after everything's torqued up, including axle nut. Occasionally, new linings require a shim for clearance, between the casting halves.For the same reasons noted above- brake dragging.

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