How Aircraft Tires are Maintained for Extreme Heavy Landings
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- เผยแพร่เมื่อ 18 เม.ย. 2022
- Welcome back to the Fluctus Channel for a feature on the extreme process of maintaining the aircraft wheels as this component has to carry the weight of the aircraft, and absorb the shock of landing on the runway tarmac.
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Been working with Aircraft wheels for about a decade Boeing 727 737 747, Airbus 320 series, Gulfstream, Challenger, King Air and Dassault falcon aircrafts.. My primary role is to perform Non destructive test on wheelhubs and tie bolts to check for cracks mostly coming from Fatigue and Overheating. Working with Bigger Wheels from start to finish (Return to service) requires a lot of muscle Power. One really interesting experience one time we had is with this small kingair aircraft all of its four mainwheel brand new tires have flat spots that needed to be replace. Its pretty unusual though but we manage to replace it easily. But just after a few months same pilot but different aircraft worse thing happened all its four mainwheel tires had blown Fuseplug causing the wheels to release all its air pressure during landing. according to the Pilot he did nothing wrong. But upon investigation during landing The brakes on the wheels started heating up causing the brakepad and caliper to melt and fuse together. I myself inspected the wheel for cracks and even performed Hardness test but its pretty obvious all four mainWheels are busted! During the panel investigation it was found out he have a heavy foot just before the wheel touchdown he was already stepping on the brakes! He tried to defend himself but the Board wont take his alibi. The Pilot Got Fired the immediately after the Investigation!
Interesting. Thanks for sharing.
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Amazing 🤩
These tires are important for the transition between aircraft status and ground bus status.
Very nice job. I have always been under the impression that aircraft tires are 'retreaded'
or 'remolded', but that may have been a feature of past generations to tires.
Retreading of aircraft tyres is still very big business.
Dunlop specialises in the manufacture and retreading of aircraft tyres.
Aircraft tyres can be retreaded up to 8 times as long as they are not damaged
Salam ukhwah untuk semua dari Malaysia.. 🙋♂️🇲🇾Apa khabar kamu.. Terima kasih dengan informasi terbaru berkaitan penerbangan..
I wonder if it would bounce if we through one over the Kremlin
Good
Car tires are intimidating and scary enough... adding this much more complexity is terrifying lol
Muito legal
Damn. Those tires ain't tinny as I thought.
Interesting
Don't get the point where it shown the demo of tank treads was shown when it never gained 'traction'.
Good job, you always make good videos 👍
😀 tires ... good for jeep ..
Wow
G’day very interesting as usual thank you, regards John
I love the tweel design but that is unlikely to ever get approved to get used in our general day-to-day transportation, I bet. Imagine all the possibilities though...
Is cold or low temperature tire is better than to increase before take off and landing?
Perhaps this partly answers your question: Aircraft tires heat up as they roll (mainly from sidewall flexing), so for long taxis (several kilometers) between terminal and runway a higher pressure is better in order to minimize that heating. Heating matters because as tires get hotter, their strength is reduced.
Another aspect of landing gear servicing as it relates to temperature: In extreme cases, flying from a warm-weather airport to a very cold one (e.g. Moscow in winter) can create a problem for the shock strut, causing it to bottom (metal on metal contact -- ouch!) during landing. That situation can be seen by applying the "ideal gas law" (or "perfect gas law") to the nitrogen inside the strut. What was the proper pressure at a warmer temperature can become too low of a pressure after the nitrogen is chilled.
If the wheels of the landing gear are too hot before take off, when they are retracted into the wheel well after take off it could cause an overheat warning in the landing gear wheel well. This is a problem. I think you will find that the brakes cause more heat build up to the tyres that just the rubber flexing during taxing
RIP An 225 mriya
Don’t you have to use tread protection for the axel when you take the tire in and out ? If the tread damage it will be expensive to replace it.just saying .
You are correct. A thread protector is recommended to be used by the aircraft manufacturer
Tyre fits wheel. Wheel fits hub!!!
For a 737 example how many landings do you get from a tire before replacing it?
Yyyyyyyep.
That number, for any airliner type, is generally in the few hundreds. Depends on things like runway condition, brake utilization, and operating weights/speeds.
@@marcmcreynolds2827 all that included, there must be an industry average.
@@neumoi3324 Presumably each airline or operator knows what their average is, anyway. I don't know whether anything specific is published for an entire category, such as Part 25 transport aircraft (airliners). The only large aircraft type which I can put a specific number to is the Space Transportation System orbiter: 1 landing per MLG tire, and in some cases the tire barely survived even one landing.
I replaced a B737-800 main wheel tonight. The off going wheel had 274 landings before the tyre had reached its service limit. It was fitted onto the aircraft for around 2 1/2 months. I’ve never looked it up before but people ask this question all the time. I guess that would be fairly typical
7:30 one of most precious and extremely rare species that must be protected at all costs has been extincted in the world :(
aeroplane tyre made by micheline and bridgestone and dunlop
This what i like to see men
Vai naboz..
If you change from bias to radial, it will be about 300 kg lighter. You can lose about 25 kg with one tire.
lesser strength too
PSI?
Depends. Depending on the aircraft type, could be 160 - 230 PSI
Touch down on 265 miles per hour ,r u serious?
airbase pylon
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I was hoping that this video would cover the torture that the tires must endure, at touch-down, due to spinning 0 MPH and a split second later spinning 125 MPH, as well as how the plane handles that shock.
I was also hoping that this video would cover how those tires are kept sealed to their rims.
Upon landing, the extreme stress of being spun from 0 MPH to 125 MPH must cause the tires to try and tear loose from their rims.
Top Fuel drag racers have a similar problem, where the rims (or wheels) will not stay adhered to the tires, without special mounting equipment.
Air pressure, alone, will not keep the wheel and tire married, for those wildly powerful launches down the ¼mile track.
What material are the wheels (or rims) made from?
How much air pressure do those large aircraft put in their tires?
About 200 psi
"the torture that the tires must endure, at touch-down, due to spinning 0 MPH and a split second later spinning 125 MPH, as well as how the plane handles that shock." Surprisingly, spinup doesn't produce much of a torque load on the tire compared to the braking loads which come shortly after that. Takeoff at max weight is actually more stressful for an airliner main gear tire than a typical landing. The vertical load and speed is higher, plus the tire has been heated (reduces its strength) from the prior taxi/takeoff roll. It's takeoff rather than landing which "designs" the tire.
One thing to keep in mind about landings is that the peak load touchdown is a lot less than it might seem like from watching them. Until spoilers deploy, most of the aircraft's weight continues to be carried by the wing, and peak touchdown load is greatly reduced by stroking of the air spring (ok, dry nitrogen spring) built into the strut.
@@marcmcreynolds2827 The torture is during the landing, upon the tires making their initial contact. They skid and smoke.
@@NoEgg4u In the landing gear business that's called rubber reversion. Landing gear used to be my profession: Braking loads, touchdown loads, tire stress & heating, brake heating, pavement stress (it fails in fatigue, much like a piece of metal does). The closest thing to "torture" for the tires is just prior to rotation during takeoff, and the braking loads developed during a maximum energy RTO.
Smoke or not, spinup loads are inconsequential for tires -- a bit of rubber reverted in one spot on the tire. There's not enough rotational inertia in the tire/wheel/brake rotors to create the sort of sustained loading which antiskid braking produces. Contrast that one spot on the tire to the entire tread being worn off all the way down to the cord layers by a single braking stop. That extreme case has actually happened (space shuttle orbiter, before I told NASA they needed to smooth down asperities on the KSC runway).
@@marcmcreynolds2827 Tires will wear, inconsequentially, when they are gripping. Burnouts are when tires get eaten, and burnouts are when tires tear away from the rims.
The smoke you see is the gaseous rubber from being super heated. The intensity of being forced to go from 0 MPH to 100+ MPH in a split second is extreme.
On Top Fuel drag cars, slow motion shows the tires wrinkling from the stress at launching from the line. And those cars weigh nothing, compared to the weight of passenger jets.
The stress on a tire, instantly going from 0 MPH to 100 MPH (or more) is hard to grasp.
And it is not good to have flat spots on tires, from the single patch that makes initial contact upon landing.
Tires could be damaged, even when gripping (no burnout), if not designed for the task at hand. Taking a sharp turn, using tires with deep treads, will cause the tires to "chunk" away. Professional races use slicks, which virtually eliminates chunking (except for races held in wet weather, where a compromise with having treaded tires is made).
When jet engine airplanes make a landing, they reverse the thrust on their engines (that's a lot of thrust). The full effort to slow the massive weight of the plane is not borne by the tires. And once the skidding stops, the tires are no longer under the combined strain of instantly spinning up while under the weight of the aircraft. The touchdown (initial contact) eats away more rubber than the rest of the roll down the runway, whether it be landing or lifting off.
Perhaps the tires are heated the most, just before airspeed is sufficient for take-off. But that heat is not tearing away rubber to the extent that the harsh skidding does during landings.
airplane
c'est énervant ,tout le temps en langue anglaise, sans meme de sous titrage en Français, le monde n'appartient pas aux yankee et rossbif,
Why can't aircrafts land like helicopters from one position?
probably the same reason it can't take off straight up like an helicopter