Improved Aircraft Tire Life through Laboratory Tire Wear Testing and Computational Modeling

Zakrajsek, Andrew J.; Naboulsi, Sam; Bohun, Michael H.; Vogel, Martin; Fiepke, Brett J.; Vogel, Ryan N.; Bena, Ryan M.; Howell, Stephen; Alsobrook, C. B.; Childress, Jonathan M.

doi:10.2514/6.2015-1125

Cited by 7 publications

(4 citation statements)

References 17 publications

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“…15 The plots of tyre load by ANSYS and MATLAB Fig. 16 The tyre patch area plot produced by ANSYS and MATLAB The data is plotted in Fig. 16, and the FEA result is also plotted as a reference.…”

Section: Landing Gear Dynamic Resultsmentioning

confidence: 99%

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Temperature elevation of aircraft tyre surface at touchdown with pre-rotations

Wang

2023

CEAS Aeronaut J

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The runway and landing gear speed difference causes non-negligible friction at touchdown, generating vital heat to raise the tyre tread temperature. The resulting material decomposition reduces tread thickness and significantly impacts flight safety and the environment. Airline operators also need to pay the cost of frequent tyre replacement. The pre-rotation strategy has been proposed to prevent high-speed friction at touchdown. Therefore, a mathematical algorithm is established on MATLAB to simulate the tyre friction and heat generation with various pre-rotation levels. The algorithm is validated by experiments, and a transient thermos-mechanical analysis on ANSYS is used as a reference. The presenting work is one of the few that uses theoretical modelling to simulate tyre heat generation. The formulas presented therein, including Laplace's equation, make the results reliable and traceable. It can be seen that the developed algorithm is capable of calculating the tyre temperature. The pre-rotation can efficiently reduce the friction strength at touchdown. However, when the pre-rotation speed is relatively low, a slight increase in maximum tyre temperature may occur, and the specific reasons for this will be in the discussion.

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Section: Landing Gear Dynamic Resultsmentioning

confidence: 99%

“…The USAF also conducts an evaluation programme of tyre life cycle cost. The wear prediction can help select a more appropriate tyre and save 14 million dollars over the lifetime of specific aircraft [16].…”

Section: Introductionmentioning

confidence: 99%

Temperature elevation of aircraft tyre surface at touchdown with pre-rotations

Wang

2023

CEAS Aeronaut J

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“…Aircraft tire research has shown that wear is a complex phenomenon that depends upon a multitude of different interdependent variables [9]. A tire wear study showed that the tire failure distribution for a A319/20/21 had a mean of 338 cycles between failures, and a 132 cycles standard deviation [10].…”

Section: Introductionmentioning

confidence: 99%

“…Climate and seasonal changes have an impact on tires and influence on tire wear. It has been said that tire manufacturers have been reluctant to sign contracts with precise wear requirements as influential wear factors are outside of their control [9] The principal tire testing technique is based on a predefined "energy" wear cycle which reflects operational conditions [11]. This wear test is not meant to provide an absolute wear rate nor is it meant to provide a specific number of landings before tires need to be changed.…”

Section: Introductionmentioning

confidence: 99%

Iterative Prototyping of Aircraft Tire Wear Measurement Using Laser Profilometer

Schuurman

Groves

2019

AIAA Aviation 2019 Forum

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Today's aircraft are equipped with multiple sensors, which monitor the integrity of aircraft systems and support predictive maintenance to increase aircraft operability and safety. Although the tires are only functional in a small time frame during flight, tire failures can have a huge operational impact on both the aircraft and airport. The Airbus Global University Partnership Program (AGUPP) has the objective and vision to foster relationships between Airbus and partner universities. One of the axes clearly identified within AGUPP is providing universities and students access to the means and facilities within Airbus. Following the AGUPP in 2017 call Delft University of Technology pitched the idea to a determine tire wear using a laser profilometer to Airbus. The idea was accepted, and for the project access to Airbus test facilities were granted with a tight time schedule and technical constraints. Having strict deadlines and short time periods where test facilities would be available meant that an iterative test development process was required to stay on schedule. The developed laser profilometer to measure main landing gear tire wear needed to be tested before being integrated into the Airbus A350 flight test aircraft and the Airbus Test Rig for Aircraft Tyres (TeraTyre) facility. The technical constraints set by Airbus was that the profilometer system should be stand-alone and not interfere or damage test facilities. These two technical constraints influenced the design and implementation of the laser profilometer system. This paper will provide a development overview of the laser profilometer system. Furthermore, preliminary results of the laser profilometer data which was gathered during ground tests will be presented.

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Remaining Useful Life for Tires on Aircraft’s Main Wheels: Prediction Based on Quick Access Recorder Data

Rozhkova

Tyncherov²

2021

Lecture Notes in Networks and Systems

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Improved Aircraft Tire Life through Laboratory Tire Wear Testing and Computational Modeling

Cited by 7 publications

References 17 publications

Temperature elevation of aircraft tyre surface at touchdown with pre-rotations

Temperature elevation of aircraft tyre surface at touchdown with pre-rotations

Iterative Prototyping of Aircraft Tire Wear Measurement Using Laser Profilometer

Remaining Useful Life for Tires on Aircraft’s Main Wheels: Prediction Based on Quick Access Recorder Data

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