aircraft tire

Aircraft Tire - The number of tires required for an aircraft increases with the weight of the aircraft, as the weight of the aircraft must be distributed evenly. The tread pattern of aircraft tires is designed to facilitate stability in crosswind conditions, prevent hydroplaning, and carry water for braking effect.

Aircraft tires include fusible plugs (which are integrated inside the wheel) designed to melt at a certain temperature. Tires often overheat when the brakes are applied to the maximum during takeoff or emergency landing. The fuse provides a safe failure mode that prevents the tire from deflating in a controlled manner, thereby reducing damage to the aircraft and objects in the surrounding environment.

Aircraft Tire

Each of the twelve Boeing 777-300ER main tires is rated at 220 psi (15 bar; 1,500 kPa), weighs 120 kg (260 lb), is 134 cm (53 in) in diameter, and is replaced every 300 cycles. the brakes are replaced every 2000 cycles.

What Am I? Aircraft Tires

. The main landing gear on the Concorde was normally inflated to 232 psi (16.0 bar), while the tail bumper gear tires were inflated to 294 psi (20.3 bar).

The high pressure and weight load on the Concorde tires were important factors in the loss of Air France flight 4590.

Tests of aircraft tires have shown that they can withstand a maximum pressure of 800 psi (55 bar; 5,500 kPa) before bursting.

The tire must be filled with water during the test to prevent the test chamber from exploding due to the energy released when the tire explodes.

Maintenance Tips To Improve Aircraft Tyre Performance

Aircraft tires are usually inflated with nitrogen to reduce expansion and contraction caused by ambient temperature and pressure during flight.

Dry nitrogen expands like other dry atmospheric gases (normal air is about 80% nitrogen), but normal compressed air sources can contain moisture, which increases the rate of expansion with temperature.

At least three cases where oxygen from inflated tires mixed with volatile gases led to calls for the use of inert gases such as nitrogen instead of air to inflate tires in certain classes of aircraft transport. The tire overheated and exploded when it reached the autoignition temperature. Using inert gas for tire inflation eliminates the possibility of tire burst.

The aircraft tire manufacturing industry is dominated by an oligopoly of four companies that control 85% of the market share.

Nitrogen Filling For Aircraft Tires To Prevent Fire

According to a report by Pelmar gineering in 2013, the four main manufacturers of aircraft tires are:

Dunlop is the smallest player among the majors with profits at £40m in 2015 media reports.

There are many other small industry players, especially in China. Among these manufacturers are Guilin-based Guilin Lanyu Aircraft Tire Developmt Co., a subsidiary of ChemChina founded in 1980; an aircraft tire factory in Yinchuan, Ningxia, owned by Singapore-based Giti Tire; and Qingdao, Shandong-based Stury Tire, which makes tires for Boeing 737s.

Weihai, Shandong-based Triangle Group announced a collaboration with Harbin Institute of Technology in 2012 to design and manufacture aircraft tires.

Michelin Condor Aircraft Tires From Aircraft Supply

Japanese company Yokohama Rubber has been producing aircraft tires since the 1940s but ceased operations and stopped shipping after 2009.

The company decided to close the aircraft unit due to low sales, with a profit of only 800 million JPY or US$ 8 million in the fiscal year 2008–9, and to evaluate the future prospects of the industry due to the lack of strong growth. When a plane lands safely on the runway after a long flight, people appreciate the skill of the pilot, but do we ever thank the engineering designers who created the shock-absorbing tires? One thing that is rarely seen is that when an airplane tire hits the asphalt, the tire does not explode. Think about it! Airplane tires repeatedly hit the tarmac at 170 miles per hour and support the weight of a small building (about 40,000 kg), but they hardly did their job.

A typical aircraft tire can handle a load of 38 tons. It can hit the ground 500 times at 170 mph (some can handle 280 mph) before needing service. Now let's see how airplane tires are made

The simple nature of the plane can give you some satisfaction. Many aircraft technicians are unaware of the critical design factors that play an important role in the quality of every aircraft tire in use today. And small mistakes in aircraft design and manufacturing can have disastrous consequences, and inadequate maintenance practices can shorten tire life leading to unsafe operating conditions. Considering the strength of airplane tires, it seems amazing to have so many talented engineers on board to invent such a unique product. Some aircraft tires are subject to the speed of a race car and at the same time support more weight than the largest land vehicle. These factors make aircraft tire design a critical process and an important step in safe aircraft operation.

Faradair Adds Dunlop Aircraft Tyres To Its Growing List Of Partners

These tires are assembled through a vulcanization process. The vulcanization process is a chemical process to convert polymers into more durable materials by introducing crosslinks. The process of chemically treating raw or synthetic rubber or similar plastic materials to give them useful properties (such as flexibility, strength, and stability). There are generally two types of tires: - Radial and Bias, each type has a unique component that reflects the different technologies applied to the design, compounds and materials. To understand the difference between these two types of tires, you need to understand the meaning of ply rating. The ply rating is a rating of the number of layers of rubber in the tire. The number of rubber layers and the angle where they are placed determine the tire's strength and load capacity.

Bias ply tires consist of layers of rubber that run diagonally at right angles to each other. Bias tires are now at their peak due to their strength. ITF (Inter Tread Reinforcing Fabric) is used in bias tires. It provides additional high-speed stability, reduces tread deformation under load, protects casing layers from damage, and can act as a wear indicator on retreaded tires.

On aircraft with radial ply tires, the tire has plies running radially approximately perpendicular to the centerline of the tire. Radial ply tires weigh less than bias ply tires but have less strength.

It is a special compound rubber formulated to resist wear, cutting, chunking and heat. Circumferential grooves are formed in the tread to disperse water from under the tread in wet runway conditions. The tread also helps reduce the risk of aquaplaning and increases traction and grip between the tread and the ground surface.

Why Aircraft Tires Have A Green Color Circle Spot Around The Lower Tire Side Wall

The tire shoulder is the area between the center of the tread and the sidewall of the tire. Tire shoulders support and protect the sidewall and tread. The shoulder is the thickest part of the tire, which allows the tire to hold its shape more easily during cornering maneuvers.

The basic strength of the tire is provided by the casing plies. Casing plies are layers of fabric coated on both sides with a high modulus of elasticity to increase flexural strength. The casing layer is wrapped with beads (beads are wires used to firmly connect two objects) for a snug fit.

Beaded wire connects the tire to the rim and ensures an airtight seal. The beads consist of bundles of high tension steel wire, each strand coated in a rubber compound and wound into a roll of the appropriate diameter for the given tire size.

Chaffers are made of a tough nylon material and are placed around the bead clinch area to resist chafing damage (damage to the tire skin from repeated rubbing) to both the tire and the rim flange.

H35x11 18/20 Aircraft Replacement Tire With Wheel (for 11l16 Or 10.00

The sidewall is the area of ​​the tire between the shoulder and the bead. The sidewall of the tire is covered with a layer of specially formulated rubber that is treated with anti-oxidants. The side wall of the tire protects the casing from the effects of the weather and resists cuts and flexes.

Tubeless tires have a beaded layer of rubber attached to the inside of the first casing layer to allow nitrogen and moisture to penetrate the casing.

The bottom of the tread is a layer of rubber designed to increase the adhesion between the tread and the casing layer.

The real secret to the durability of aircraft tires lies in something unknown for strength: -air

Michelin Aircraft Tire Online Technical Conference

Air pressure in aircraft tires supports the entire aircraft. Tires are inflated to 200 psi (1379 kPa), which is six times the pressure used in car tires. All this gives the tire extra strength for high speed landings. This pressure changes into a jet. For example, the tires on the F-16 fighter jet

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