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MAT Bottom View.JPG MAT Bottom View.JPG
2008-01-30 20:28:14
MAT Side View.JPG MAT Side View.JPG
2008-01-30 20:28:14
MAT Top View.JPG MAT Top View.JPG
2008-01-30 20:28:14
The new rotors arrived and to my surprise they were steel (not ductile cast iron) and about ½” larger in diameter (see 3-New Rotor) with the same rim bolt pattern. Note- if you have the old rotors they are the same size as the rims, the new ones stick up about ½” above the rim. The new rotors arrived and to my surprise they were steel (not ductile cast iron) and about ½” larger in diameter (see 3-New Rotor) with the same rim bolt pattern. Note- if you have the old rotors they are the same size as the rims, the new ones stick up about ½” above the rim.
2008-01-29 09:24:25
The old rotor was heavily scored as were the pads after about ten hours with the new metallic brake pads and maybe 60 landing and taxi cycles (see 1-Old Rotor & 2-Wear on Old Rotor).  I decided to consult with my good friend and International racing driver Amos Johnson.  One look at the old rotor and his comment was that the pads were too aggressive for the rotor!  Amos decided to bring two close associates into the discussion, one an expert on brakes and especially pad material and his former machinist that worked for his company building & racing cars for GM, AMC, & Mazda.  Our discussions settled on two approaches, first slotting the rotors to vent the pads and second the possibility of changing to some formulation of Carbon-Metallic brake pads. I decided to go one step at a time to test the improvements. Since the original rotors we in poor condition I decided to order a new set of rotors. The old rotor was heavily scored as were the pads after about ten hours with the new metallic brake pads and maybe 60 landing and taxi cycles (see 1-Old Rotor & 2-Wear on Old Rotor). I decided to consult with my good friend and International racing driver Amos Johnson. One look at the old rotor and his comment was that the pads were too aggressive for the rotor! Amos decided to bring two close associates into the discussion, one an expert on brakes and especially pad material and his former machinist that worked for his company building & racing cars for GM, AMC, & Mazda. Our discussions settled on two approaches, first slotting the rotors to vent the pads and second the possibility of changing to some formulation of Carbon-Metallic brake pads. I decided to go one step at a time to test the improvements. Since the original rotors we in poor condition I decided to order a new set of rotors.
2008-01-29 09:24:25
1-Old Rotor.jpg 1-Old Rotor.jpg
2008-01-29 09:24:24
6-Slotted Rotor Outside.JPG 6-Slotted Rotor Outside.JPG
2008-01-28 21:39:57
Preliminary results with a new set of your pads (after brake-in) show a very even pad wear path, smoother steering (differential braking), and during high speed (70 kt) braking (two stops back to back) with little fade I still had adequate braking for steering and taxi.  Using a laser optical IR pyrometer showed reasonable pad & disk temperatures. Preliminary results with a new set of your pads (after brake-in) show a very even pad wear path, smoother steering (differential braking), and during high speed (70 kt) braking (two stops back to back) with little fade I still had adequate braking for steering and taxi. Using a laser optical IR pyrometer showed reasonable pad & disk temperatures.
2008-01-28 21:39:38
I decided to start with slotting the rotors and sent them to Amos’s machinist for slotting. (See photos 4-New Slotted Rotor Inside, 5-Slotting Close-up, and 6-Slotted Rotor Outside) They received three slots, 45 degrees to the pad path and 120 degrees apart and slightly wider than the actual pad path to minimize material removal.  The opposite side slots are offset 60 degrees from the other side.  The slots are 1/8” wide and 0.025” deep and their wiping action allows the liquid and gas to vent from the area between the pad and rotor thus increasing friction and assisting cooling.  The slots also act as rotor wear indicator and when they are gone the rotors are at minimum specs. I decided to start with slotting the rotors and sent them to Amos’s machinist for slotting. (See photos 4-New Slotted Rotor Inside, 5-Slotting Close-up, and 6-Slotted Rotor Outside) They received three slots, 45 degrees to the pad path and 120 degrees apart and slightly wider than the actual pad path to minimize material removal. The opposite side slots are offset 60 degrees from the other side. The slots are 1/8” wide and 0.025” deep and their wiping action allows the liquid and gas to vent from the area between the pad and rotor thus increasing friction and assisting cooling. The slots also act as rotor wear indicator and when they are gone the rotors are at minimum specs.
2008-01-28 21:39:10
Right side, notice no screws!!  Scott Derrick STD RG Right side, notice no screws!! Scott Derrick STD RG
2007-06-29 16:49:34

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