Relevant bibliographies by topics / Runway, Friction

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  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers
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Academic literature on the topic 'Runway, Friction'

Author: Grafiati
Published: 4 June 2021
Last updated: 1 February 2022

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Journal articles on the topic "Runway, Friction"

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Tingle, Jeb S., Gregory J. Norwood, and Brian Cotter. "Use of Continuous Friction Measurement Equipment to Predict Runway Condition Rating on Unpaved Runways." Transportation Research Record: Journal of the Transportation Research Board 2626, no. 1 (2017): 58–65. http://dx.doi.org/10.3141/2626-08.

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The objective of this research was to develop a correlation between the runway condition rating (RCR) and runway surface friction measurements for dry and wet unpaved runways supporting C-17 aircraft operations. To achieve this objective, flight tests were conducted with an instrumented C-17 on several unpaved runways of different soil types under a variety of surface moisture conditions. A trailer-based continuous friction measurement device was used to conduct continuous surface friction measurements along the runway immediately before and following each C-17 landing event. These data were used to correlate the runway surface friction values from the device to the RCR computed from aircraft performance data. An accurate prediction of RCR allows predictions of aircraft stopping performance under adverse weather conditions.
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Shi, Xu Dong, Shou Wen Shi, Lu Zhang, and Jian Li Li. "Research on Modeling Method of Runway Frictional Coefficient Measuring Vehicle Based on Impedance Diagrams." Advanced Materials Research 214 (February 2011): 133–37. http://dx.doi.org/10.4028/www.scientific.net/amr.214.133.

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Airport runway friction coefficient is an important parameter to evaluate the quality of runway which is usually measured by runway friction coefficient measuring vehicle. In order to reduce the airport runway friction coefficient measuring error which comes from runway vibration caused by road roughness and vehicle its own structural characteristics, an impedance diagram is used to model the suspending system and measuring system of the measuring vehicle. The power spectral density of pavement and inverse discrete Fourier transformation are introduced to model runway surface roughness as excitation input. The rationality of the stimulating established model is validated by comparing with an airport runway surface roughness measurement data. Runway friction coefficient measuring vehicle′s measuring error can be reduced and the measurement accuracy can be improved by using the impedance diagram modeling method.
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Niu, Yadong, Sixiang Zhang, Guangjun Tian, Huabo Zhu, and Wei Zhou. "Estimation for Runway Friction Coefficient Based on Multi-Sensor Information Fusion and Model Correlation." Sensors 20, no. 14 (2020): 3886. http://dx.doi.org/10.3390/s20143886.

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Friction is a crucial factor affecting air accident occurrence on landing or taking off. Tire–runway friction directly contributes to aircraft stability on land. Therefore, an accurate friction estimation is a rising issue for all stakeholders. This paper summarizes the existing measurement methods, and a multi-sensor information fusion scheme is proposed to estimate the friction coefficient between the tire and the runway. Acoustic sensors, optical sensors, tread sensors, and other physical sensors form a sensor system that is used to measure friction-related parameters and fuse them through a neural network. So far, many attempts have been made to link the ground friction coefficient with the aircraft braking friction coefficient. The models that have been developed include the International Runway Friction Index (IRFI), Canada Runway Friction Index (CRFI), and other fitting models. Additionally, this paper attempts to correlate the output of the neural network (estimated friction coefficient) with the correlation model to predict the friction coefficient between the tire and the runway when the aircraft brakes. The sensor system proposed in this paper can be regarded as a mobile weather–runway–tire system, which can estimate the friction coefficient by integrating the runway surface conditions and the tire conditions, and fully consider their common effects. The role of the correlation model is to convert the ground friction coefficient to the grade of the aircraft braking friction coefficient and the information is finally reported to the pilots so that they can make better decisions.
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Biancardo, Salvatore Antonio, Francesco Abbondati, Francesca Russo, Rosa Veropalumbo, and Gianluca Dell’Acqua. "A Broad-Based Decision-Making Procedure for Runway Friction Decay Analysis in Maintenance Operations." Sustainability 12, no. 9 (2020): 3516. http://dx.doi.org/10.3390/su12093516.

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The evaluation of friction is a key factor in monitoring and controlling runway surface characteristics. For this reason, specific airport management and maintenance are required to continuously monitor the performance characteristics needed to guarantee an adequate level of safety and functionality. In this regard, the authors conducted years of experimental surveys at airports including Lamezia Terme International Airport. The surveys aimed to monitor air traffic, features of geometric infrastructure, the typological and physical/mechanical characteristics of pavement layers, and runway maintenance planning. The main objective of this study was to calibrate specific models to examine the evolution of friction decay on runways in relation to traffic loads. The reliability of the models was demonstrated in the light of the significance of the friction measurement patterns by learning algorithms and considering the traffic data by varying the geometric and performance characteristics of the aircraft. The calibrated models can be implemented into pavement management systems to predict runway friction degradation, based on aircraft loads during the lifetime of the surface layers of the pavement. It is thus possible to schedule the maintenance activities necessary to ensure the safety of landing and takeoff maneuvers.
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Li, Feng Yu, and Zong Xia Jiao. "Adaptive Control for Aircraft Anti-Skid Braking System." Applied Mechanics and Materials 397-400 (September 2013): 1160–63. http://dx.doi.org/10.4028/www.scientific.net/amm.397-400.1160.

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The aircraft tire friction force varies significantly with different types of runway materials, surface lubricity and vertical load, which affects the braking efficiency. In this paper, the dynamic LuGre model is introduced to describe the friction force, which could give a projective mapping from the physical unknown runway state to mathematical friction force model with parametric uncertainties. The state observers are employed to estimate the unmeasurable internal friction states of the friction force model and the estimates are substituted into the parameter adaptive law to obtain the current runway state. The pseudo-static friction force model is calculated online to obtain the maximum friction coefficient and its slip ratio. This slip ratio is set as the tracking target for the well-designed feed-forward controller based on the feedback linearization method. The simulation results are shown to verify the proposed method.
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Vorobjev, V. V., A. S. Kharlamov, S. Ju Ianchugin, and S. F. Ganiev. "INFLUENCE OF SURFACE CONDITION OF TAXIWAYS AND RUNWAYS ON TIME OF AIRCRAFT DEPARTURE." Civil Aviation High TECHNOLOGIES 22, no. 3 (2019): 8–15. http://dx.doi.org/10.26467/2079-0619-2019-22-3-8-15.

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The state of the runway (RWY) under operating conditions, due to the possibility of formation of a layer of water, ice, slush, snow, decreases the friction coefficient of the aircraft landing gear to RWY, and may cause the aviation events. In addition, the condition of taxiways and airport runway affects the taxiing time of aircraft, which during high-traffic hours can lead to additional flight delays. To study the effect of friction coefficient on the runway occupancy time the methodology of collecting statistical data about the time of different types of aircraft spent on runway at various values of the friction coefficient is offered. The method is based on a full-scale experiment. To conduct the experiment as the object of analysis the process of moving the aircraft from the holding position up to reaching the height of 200 meters at Vnukovo airport was chosen. Since the observer cannot control the parameters affecting the object of study during the flight, the friction coefficient is recorded as an input parameter during the experiment and as the response – the time of moving aircraft from holding position up to reaching the height 200 meters after take-off on standard departure procedure. As a result of the experiment, according to the obtained data, a graph of Ttot versus friction coefficient was designed. The greatest influence of the friction coefficient is observed when taxiing from the holding position on runway to line-up position.
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Wesołowski, Mariusz, Piotr Barszcz, and Krzysztof Blacha. "Evaluation of the Usefulness of Friction Tester Vehicles to Operate on Runway Pavement Surfaces." Research Works of Air Force Institute of Technology 39, no. 1 (2016): 43–50. http://dx.doi.org/10.1515/afit-2016-0016.

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Abstract The assessment correctness of runway pavement surfaces is a crucial element ensuring safety during flight operations. Foreign and national normative documents specify the required values of coefficients of friction both for designed (new) and utilized runway pavement surfaces and/or those subject to planned renovation works. What is more, the above mentioned documents determine the minimum (limit) values for operated runway pavement surfaces. Furthermore, they also describe the general requirements as regards measuring devices applied to specify the roughness of runway pavement surfaces. The accepted repeatability (Equipment Variation) of coefficient of friction measurement is not sufficient to approve the device for roughness measurements of aerodrome functional elements. Due to this fact the device is authorized to take measurements of coefficient of friction under the condition that it is preceded by certain studies carried out in order to establish its usefulness. These research consist inter alia of the device evaluation in view of devices authorized to perform measurements, using statistical apparatus. Final evaluation of instrument usefulness includes additionally the whole gamut of technical problems associated with the operation process, its preparation, calibration (checking) before taking measurements and the measurements themselves.
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Gao, Jian Shu, and Jie Han. "Research for Sliminess Ratio Control System Based on High Speed On-Off Valve." Applied Mechanics and Materials 312 (February 2013): 657–61. http://dx.doi.org/10.4028/www.scientific.net/amm.312.657.

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Airport runway friction coefficient test vehicle is the key equipment to test the runway friction coefficient, it's test precision directly affects the safety of aircraft. The international civil aviation organization prescribed slip ratio is 12%.How to maintain this value is a key part. This thesis aims to do research for this slip ratio control system. High speed on-off valve is its core part. The traditional friction coefficient testing vehicle adopt servo valve. But servo valve is high demanding on its operating environment and its expensive. Using high speed on-off valve is good to avoid these disadvantages. The simulation results show that the method is reliable and effective.
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Zhou, Chang Hong, Wei Yu Zhang, and Yong Wei. "Research and Development of Electric Control System of Friction Coefficient Test Vehicle for Airport Runway." Applied Mechanics and Materials 103 (September 2011): 536–40. http://dx.doi.org/10.4028/www.scientific.net/amm.103.536.

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This paper introduces a friction coefficient test vehicle for airport runway, which consists of the hydraulic system, mechanical system and electric control system. The electric control system uses the host computer - the slave computer joint control way and is the main control unit of the test system. It can implement data acquisition and transmission and control the action of mechanical and hydraulic systems so as to complete the friction coefficient measurements. The host computer is an industrial personal computer and the slave computer is a PLC. The hardware system has the strong control and anti-interference ability. In addition, the software filter is used so as to improve the accuracy of the data. The experimental results show that the friction coefficient test vehicle has reliable performance, high precision and good reproducibility, so it can complete automatically the continuous measurement of airport runway friction coefficient.
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Linke, Tim, Matthias Wangenheim, Hagen Lind, and Stefan Ripka. "Experimental Friction and Temperature Investigation on Aircraft Tires." Tire Science and Technology 42, no. 3 (2014): 116–44. http://dx.doi.org/10.2346/tire.14.420301.

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ABSTRACT For modeling an aircraft tire using the brush model method, the friction coefficient μ between rubber and asphalt should not only be described in terms of the applied pressure and sliding velocity/slip ratio, but also by local temperature inside the contact area. Its influence cannot be neglected, since it leads to significant material property changes. Therefore, investigations on different test rigs are analyzed using thermal recordings of an infrared camera. First measurements are done on a high speed linear tester (HiLiTe), a test rig at the Institute of Dynamics and Vibration Research (IDS) at Leibniz University Hanover, Germany. It allows testing single tread block samples with a constant slip ratio of 100%, that is, pure sliding, on a variety of surfaces such as dry and wet asphalt or concrete, as well as on snow and ice. Results in this paper show that the convection has a smaller impact on tread block cooling than the actual contact between runway surface and sample. Since colder surface temperatures lead to higher friction, this effect antagonizes the excitation frequency, which heats up the rubber sample at high velocities. On long-lasting test sequences a quasi–steady-state friction coefficient might be achieved once these effects start to converge. Still, owing to permanent slip, the abrasion leads to cooling as the hot top layer of the rubber is removed occasionally. In addition to these quasi–steady-state measurements on HiLiTe, the thermal behavior of an aircraft tire is investigated with an autonomously running test rig. It allows realistic testing on an airfield runway by altering load, speed, and slip angle of the tire within and beyond the regions of a passenger aircraft. During the measurements, new and partially unknown effects could be observed. The temperature is mostly influenced by the slip angle followed by speed and load. Furthermore, the contact between tire and runway leads to cooling of the tread but does not affect the temperature inside the grooves. They heat up separately and tend to transfer heat to the tread if the cooling by the runway becomes too low.
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Dissertations / Theses on the topic "Runway, Friction"

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Wattling, A. G. "The dynamic response of an aircraft wheel to variations in runway friction." Thesis, University of Bristol, 1988. http://ethos.bl.uk/OrderDetails.do?uin=uk.bl.ethos.381411.

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Kavuri, Kranthi. "Investigation of the validity of the ASTM standard for computation of International Friction Index." [Tampa, Fla] : University of South Florida, 2008. http://purl.fcla.edu/usf/dc/et/SFE0002780.

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Klein-Paste, Alex. "Runway Operability under Cold Weather Conditions. Tire-pavement friction creation by sand particles on iced pavements, and non-contacting detection of sand particles on pavements." Doctoral thesis, Norwegian University of Science and Technology, Department of Civil and Transport Engineering, 2007. http://urn.kb.se/resolve?urn=urn:nbn:no:ntnu:diva-2062.

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<p>Airports that operate under cold weather conditions face major challenges in ensuring that runways, taxiways and aprons provide sufficient tire-pavement friction to the operating aircraft. This thesis is motivated by two practical problems: (1) maintaining or improving the pavement surface conditions in an, for airline companies, acceptable state and (2) accurately reporting the actual surface conditions to the relevant actors (pilots, air traffic control, winter maintenance services). The primary objective of this thesis is to broaden the general knowledge base of these problems. The work can be divided into a practical, a fundamental, and an applied part of the thesis.</p><p>The practical part includes a field study on how runway surface conditions change in time and the consequences for runway operability. Different situations were documented where the runway surface conditions changed due to snow fall, sand displacement by aircraft, ice deposition, snow compaction, and melting of the contamination layer. These cases highlighted two weaknesses in the current reporting system: (1) the constrained inspection frequency of the runway surface and (2) the limited possibilities to monitor the surface conditions while the runway is open for air traffic. The practical part also included field studies on a new sanding method, based on pre-wetting the sand with hot water. Practical experiences from maintenance personnel were collected, runway surface conditions were documented, and comments from pilots on the reported conditions were investigated. The method provides a solution for the problem that loose sand can be displaced or blown off the runway by the engine thrust of operating aircraft. In addition, the study highlighted some potential negative effects related to the sanding method. The high friction values that are typically measured on surfaces treated with warm pre-wetted sand can create a too optimistic picture of the prevailing conditions for aircrafts. Cases are documented where pilots faced worse conditions than they expected from the provided friction numbers. In 66 % of the cases there were clear indications available that the situation was not as good as suggested by the friction measurements. Another aspect is the risk of Foreign Object Damage (FOD). Maintenance personnel pointed out the importance of proper pavement cleaning prior to the sand application.</p><p>The fundamental part of the thesis focuses on the role of sand in the creation of tirepavement friction on iced surfaces. The presence of sand particles changes the interaction between the tire, the pavement, the contamination layer, and the atmosphere in which the interaction takes place. Hence, it changes the way friction is created. The interactions were studied on a macroscopic scale by observing tire tracks on sanded, iced runways and by aircraft braking experiments on ice treated with loose and warm, pre-wetted sand. These observations showed that loose sand particles, ones trapped between the tire and the ice, can slide together with the rubber tread and plough into the ice layer. Loose sand particles can pile-up in front of, and under, locked tires (full skid). Such tire lock-ups can occur, even though when aircraft are equipped with anti-skid braking systems because these systems become disabled below a certain threshold speed (ranging between 30 and 45 km/h, depending on the aircraft type). On freeze bonded sand (produced by the warm, pre-wetted sanding method), friction can be provided by both loose particles that plough into the ice and by particles that stay fixed to the ice and force the tire tread to deform.</p><p>The sand-ice and rubber-ice interactions were also studied on a microscopic scale by etching and replicating the ice surface. These observations revealed that the sliding friction process involved ice deformation in both cases. During rubber-ice sliding friction, the original crystal structure of the ice remained intact during the interaction. However, small scale ice deformation was evident by the formation of dislocations, aligned in rows along the sliding direction, and by the formation of small scale ploughing tracks. In the case of sand-ice interaction, the ploughing of sand particles was accompanied with the formation of cells within the original crystal structure of the ice. This re-crystallization was observed both in the laboratory and in the field. The rubber-ice and sand-ice sliding friction mechanisms were studied quantitatively by using a British Pendulum Tester in a cold laboratory experiment. It was found that the observed variability in friction measurements was significantly larger than the uncertainties introduced by the instrument itself. The variability may be caused by poorly controllable/reproducible, microscopic or nanoscopic surface properties of the ice and rubber. Rubber-ice interaction resulted in appreciable friction coefficients (0.5 ≥ μ ≥ 0.2) at ice temperatures below -5°C. However, it dropped significantly (down to μ = 0.05) over the whole tested temperature range to by the presence of little snow on the ice (less than 1 mm). It demonstrated that friction provided by rubber-ice interaction is very vulnerable to snow contamination. In contrast, sand-ice friction measurements did not show the dramatic drop in friction by the same amount of snow. Hence, the ploughing of relatively large sand particles provided a more robust mechanism of friction, compared to rubber-ice friction.</p><p>The applied part of the thesis comprises an exploratory study on a non-contacting measurement principle to quantify the amount and distribution of sand particles on a pavement. A static laboratory arrangement was build where sanded pavements were illuminated by a visible laser light source (wavelength: 635 nm) at different angles of incidence. The radiance from the illuminated area was recorded with a digital camera at different angles. The test matrix included dry and iced pavements and different sand application rates. A correlation between the total radiance and sand application rate was only found when there was negligible radiance from the pavement in the scene. The sand detection therefore required a distinction between radiance originating from the sand and the radiance originating from the pavement. However, due to the similarities in optical properties of the sand and the aggregates in the pavement (both originate from crushed rock) and the transparency of ice in the visible range, it seemed unlikely that the distinction can be made on the basis of radiance intensity. An alternative approach was investigated, based on triangulation. Image analysis techniques were used to define a region of interest where the radiance only originates from the sand. Within this region, individual sand particles can be identified and counted. The principle was developed theoretically for flat surfaces and adapted for application on rough surfaces of unknown topography. It was tested on a selected group of images, taken under favourable incidence and camera angles. The algorithm placed the region of interest reasonably well in all analyzed images, resulting in a rather conservative input in the subsequent analyses. The sand detection algorithm had a success rate between 63 and 100 %, depending on the surface contamination. The errors were mainly caused by not detecting particles that were located in the lower parts of the surface topography. Only few mistakes were made by incorrectly identifying particles. Hence, the number of detected particles was a conservative estimate of the actual number of particles located in the region.</p>
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Gerthoffert, Jonathan. "Prévision des performances de freinage des avions sur les pistes contaminées à partir des mesures de frottement." Thesis, Ecole centrale de Nantes, 2017. http://www.theses.fr/2017ECDN0018.

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Les performances de freinage des avions sont fortement dépendantes de l’état de surface des pistes et la présence d’eau sur la piste peut sévèrement dégrader ces performances. Les exploitants d’aéroports ont alors l’obligation d’informer les pilotes sur l’état de surface de la piste afin que ces derniers puissent estimer leur distance d’atterrissage. Les appareils de mesure du frottement sont un outil largement utilisé pour caractériser l’état de surface de la piste. Cependant, les résultats de mesure de ces appareils sont dépendants de la vitesse, de la masse, des dimensions des pneumatiques et de leur pression de gonflage… L’effet d’échelle existant entre les appareils de mesure du frottement et les avions explique que le coefficient de frottement mesuré par ces appareils n’est pas représentatif des coefficients de freinage des avions. La démarche développée dans cette thèse consiste à construire une fonction de transfert entre l’appareil de mesure du frottement et l’avion à partir d’une modélisation des efforts dans l’aire de contact pneumatique/chaussée. Un modèle physique, le modèle Brosse, a été adapté au cas des pistes mouillées ou inondées. Un modèle spécifique a été développé pour décrire l’effet de l’eau sur la longueur de l’aire de contact et la répartition des efforts dans cette aire de contact. L’application de ce modèle à un appareil de mesure du frottement et à un avion a ensuite été expérimentalement validée. Finalement, l’ensemble de la démarche a été validée à partir des données du Joint Winter Runway Friction Measurement Program (JWRFMP) et de données acquises dans le cadre de cette thèse<br>Aircraft braking performances depends strongly on runway surface conditions. Water on runway can severely degrade these performances. Airport operators have to inform aircraft crews about runway surface conditions to allow pilots performing landing distance calculations. Friction measuring devices are a widely used tool to characterize runway surface conditions. However, friction results are highly scale-dependent (in terms of mass, speed, tire dimension and pressure…), which are significantly different between ground friction device and aircraft. Ground friction measurements are therefore not representative of aircraft braking performances. The methodology developed in this thesis consists in the construction of a transfer function between the friction measuring device and the aircraft from a modeling of force within the tire/runway contact area. A physical model, the so-called Brush model, has been adapted to wet and flooded runways. A specific model has been developed to describe water effect ontire/runway contact area and force distribution within this contact area. The applicability of this model to a ground friction measuring device and one aircraft has been experimentally validated. Finally, the complete methodology has been validated using experimental data from the Joint Winter Runway Friction Measurement Program (JWRFMP) and data obtained in this thesis
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Jones, Logan. "Modélisation des forces de contact entre le pneu d’un avion et la piste." Thesis, Toulouse, ISAE, 2012. http://www.theses.fr/2012ESAE0019/document.

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Lorsqu’un avion atterrit, la force principale nécessaire pour arrêter l’avion est obtenue par le freinage. Par une réduction de la vitesse de rotation des roues, les freins provoquent une vitesse de glissement entre les pneus et la piste. C’est cette différence de vitesse qui génère la force de freinage capable de stopper l’avion. La modélisation de cette force est essentielle pour l’estimation de la longueur de piste à l’atterrissage. Les modèles classiques utilisés par les avionneurs sont assez simplistes et dérivent expérimentalement des modèles de frictions les plus simples. De sorte que ces modèles sont dans l’incapacité d’estimer l’influence de paramètres clefs influençant la force de freinage. Il s’agit, en particulier de la pression des pneus, de la nature de la gomme, de la température ambiante et de celle de la gomme, de l’état de la piste, de sa texture, etc. L’objectif de la thèse a été de développer un modèle de contact pneu-piste capable d’estimer la force de freinage. C’est le « Brush Model » qui a servi de base à cette modélisation. En phase de freinage la zone de contact est constituée d’une première zone de déformation de la gomme qui crée une force résistante en suivant la loi de Hooke, puis d’une seconde zone de glissement dont la force de résistance suit la loi de Coulomb. Ce modèle a été amélioré grâce aux résultats de la mécanique des structures pour la loi de Hooke et grâce aux résultats de la tribologie pour la loi de Coulomb. Ces deux modélisations faisant appel aux données issues de la science des matériaux. L’ensemble de ces modélisations a été enrichi par une coopération avec plusieurs centres de recherches ayant fourni de nombreux résultats expérimentaux. Le modèle obtenu a ensuite été confronté avec des résultats d’essais en vol obtenus avec « Airbus Operations S.A.S ». La thèse a validé le prétraitement des données d’essais ainsi que le processus d’identification qui a permis de montrer l’accord du modèle avec les résultats expérimentaux obtenus lors des essais en vol. Cette modélisation donne des résultats très encourageants, elle permet une compréhension beaucoup plus approfondie des effets de l’environnement sur les forces de freinage. De sorte que cette thèse a permis d’améliorer très sensiblement la compréhension fondamentale des phénomènes en jeu lors du freinage, au contact entre le pneu et la piste. Chez Airbus, les résultats obtenus vont servir de base pour les travaux à venir sur ce thème<br>As an aircraft lands on a runway, the principal force acting to stop the aircraft within the confines of the runway is generated by the brakes. The brakes cause the tire’s rotational speed to slow down with regards to the aircraft’s speed over the ground. This difference in speed causes friction and it is this friction that is the principal force to stop the aircraft. In order to be able to estimate the stopping distance of an aircraft an understanding of this friction is essential. Traditionally, aircraft manufactures have relied on simplistic, empirically derived friction models. However, these empirical models cannot estimate the influence of several key factors that are known (scientifically) to affect friction such as the rubber temperature, the runway texture, the ambient air temperature and the rubber composition to name a few. This PhD work aims to develop a frictional model that can be used to estimate the friction developed between an aircraft tire and the runway. A model commonly known as the Brush Model, is derived for usewith aircraft tires and runways. The underlying physics of this model are developed using the established scientific theories of tribology, material science and strength of materials. Coordination with several research institutes provides experimental results to reinforce the model. The model is then compared with flight test results obtained from a partnership with Airbus OperationsS.A.S. The PhD works demonstrates the entire validation process from flight test data cleaning, the derivation of a curve-fitting algorithm and the matching of derived model with the flight test data. The modeling has shown very encouraging results. It allows for a much deeper understanding of the environmental effects on friction. This PhD work has greatly improved the fundamental understanding of friction and will serve as a base for future works with Airbus
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Konarski, Karolina. "Mitigation of Climate Change Impacts on Runway Friction Kuujjuaq Airport." Thesis, 2014. http://hdl.handle.net/10012/8326.

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In response to global climate change, Transport Canada has initiated a Climate Change Adaptation Study in order to provide an opportunity to improve knowledge of the impacts of climate change on transportation infrastructure in Northern Canada. In particular, this research aims to identify ways to mitigate the impacts of climate change on pavement surface friction characteristics at a project specific location: Runway 07-25 of Kuujjuaq Airport in Nunavik, Québec. This site was chosen because it is a complex site with highly variable soil conditions. Runway 07-25 is one of the busier runways in Nunavik and its traffic includes jet airplanes. The runway is also exposed to extensive winter maintenance activities. In addition, Runway 07-25 is considered a short runway and has a crossfall instead of crown for surface drainage. Increasing ambient temperatures have already led to a deeper active layer over permafrost, which affects overall runway performance. Climate change is especially evident in the winter months with large temperature fluctuations resulting in increased freeze thaw cycles. The site is, therefore, a good location to study solutions to climate change impacts, which are expected to affect other Canadian airports in the future. Kuujjuaq Runway 07-25 is of paramount importance to the community of Kuujjuaq, other communities in Nunavik, and communities north of Nunavik. It serves as a regional hub between the south, Nunavik’s communities and Iqaluit to the north, and provides an essential link for emergency evacuations, personal and business travel, as well as the transportation of basic food items. Globally, amongst the groups, the most affected by the impacts of climate change are the Inuit communities in Nunavik. Scientists and residents of these communities are witnessing growing evidence of the impacts of accelerated warming in this region, which is expected to continue into the future. In this research, runway texture and friction are assessed on Runway 07-25, as increased winter maintenance activities resulting from climate change are thought to be reducing surface friction. Existing friction and texture measurement data from previous years, current laboratory testing results on samples of the existing asphalt concrete mix as well as current surface texture and friction measurement data from the runway have been analysed to study trends and characterize the runway in terms of its frictional resistance. Friction improving technologies/products are discussed for maintenance and future rehabilitation options.
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Joshi, Kamal. "Braking Availability Tester (BAT) for Winter Runway." Thesis, 2013. http://hdl.handle.net/10012/7762.

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This thesis is concerned with the development of a new measurement device for the realistic assessment of braking capability of landing airplanes for winter runways. Landing represents one of the most safety-critical phases of aircraft operation. Aircraft runway excursion incidents occur due to the unpredictability of the runway pavement condition. This is especially true during winter time when the runway is often covered by deformable contaminants. Several accidents are discussed that list the deteriorated condition of the runway pavement and the inability to accurately report this condition as the main causes for the excursions. The accuracy of the approaches currently adopted by the airport authorities around the world to monitor the condition of the runway pavement are evaluated. The conventional and current practice of runway condition monitoring is focused on identifying the maximum tire-pavement frictional drag mu value and often neglects the characteristics of actual aircraft brake control system as well as the comprehensive effects coming from various factors such as deformable contaminants on the winter runway. The braking availability tester discussed here is designed to take a different approach for the realistic assessment of braking availability of landing aircrafts. The main idea of this device is to mimic the braking operation of actual aircrafts as closely as possible by incorporating the same brake mechanism and the brake control system used in existing aircrafts. The architecture of the device from the ground-up including the suite of sensors, the structure of the wheel, important actuators, and the real-time brake control system are discussed in detail. More importantly, the operational principles of the braking availability tester (BAT) are outlined which help one understand how the system works together. A new method to quantify the braking availability on the runway using the BAT is explained. The testing and data collection strategy for implementing this technique is also outlined. Additionally, the results from preliminary tests are presented to verify the functionality of the BAT. The results are used to verify that the BAT operates with the brake control system of an aircraft. Finally, experimental data sets from dry and contaminated pavement testing are presented to show the effect of different weather conditions on the operation of the BAT.
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Chen, Chih-Hsing, and 陳志興. "Analyses of Pavement Friction on Airport Runway-Case Study of Kaohsiung International Airport." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/32508493574542534220.

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碩士<br>國立成功大學<br>土木工程學系專班<br>95<br>Facing global competitions in Taiwan, it is requirement for passenger and cargo aircraft to be fast and on schedule, therefore the demand of air transportation is growing with each passing day. At present there are numerous aircrafts taking off and landing on runway within 18 civil airports nationwide in Taiwan. How to ensure the surface friction always sustains at the top condition, and provides aircrafts landing and taking off safely on runway which can assure safety of life and fortune are the major task for airport maintenance department. Offering the skid resistance of runway pavement, depths of macrotexture and microtexture decide good or bad performance of which .The study took the 09/27 Runway of Kaohsiung International Airport for example, using self-owned continuous friction measuring equipment （CFME）----Surface Friction Tester T-10 to inspect the friction of pavement of runway, with which to inquire into the scope and orientation tendency of rubber deposit of runway surface, and the change situation of friction value following by sortie of take-off and touchdown of aircraft and rubber deposit. Then carried on examining the change situation of friction value before and after clearing away the rubbers, following applying chemical agents and adopting high velocity impact removal. Rubber deposits is the major factor to decrease friction of Kaohsiung international airport runway obtained by research result, and the touchdown area of runway is the major rubber deposits zone. However rubber deposits appear characteristic of different direction, which is similar to be fish scale shape flake by flake following aircraft taking off and landing direction and covering the top pavement. It is also observed by the study that an average of each aircraft landing and taking off causes decreasing 9E-06 of pavement friction on the major rubber deposits zone of 09 runway, besides friction averagely reduced about 0.002 under the number of usual flights landing and taking-off. Taking the grease smear method, the study whereby surveyed that the depth of macrotexture reduces as time goes by, and to obtain more than 90％ regression curve through establishing mutual relationship between friction and depths of macrotexture. On the other hand the study with statistical testing proves that adopting high velocity impact removal is more effective than applying chemical agents, which the adequate removal frequency is 2.5 months.
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lee, shyh-dah, and 李世大. "Inspection and Analysis of Runway Friction Characteristics – Case Study at Taiwan Taoyuan Int’l Airport." Thesis, 2007. http://ndltd.ncl.edu.tw/handle/34242492671501416142.

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碩士<br>國立中央大學<br>土木工程學系碩士在職專班<br>95<br>Taiwan Taoyuan Int’l Airport has two independent-parallel runways – 05/23 at the north side that opened at 1979 experienced 28 years usage, and 06/24 at the south side that opened at 1984 experienced 23 years usage. Since the usage of both runways is getting on for the designed life, the reconstructions of both runways are earnestly needed. The aging of the rigid pavement at the airport is getting severe by weathering and cyclic loading from the traffic. There are several challenges that the maintenance department going to deal with: Is it appropriate to grind the surface of grooved runway? Will grinding cause more severe damage to the aged pavement? While part of runway’s friction value cannot meet the requirement, how to deal with? How the micro and macro texture affect the surface friction performance? Shot-blast is an economical and green method of surface treatment for concrete and steel.The work efficiency can be changed through the adjustment of impact energy, impact flow rate and the moving speed of the machine. This method can make a new surface of the structure while cleansing. Blastrac shot blasting systems use a high performance centrifugal wheel for propelling blast media at a high velocity, in a controlled pattern and direction. Metal abrasive, thrown by the rapidly rotating blast wheel, is accelerated towards the surface being prepared. The media strikes the surface and rebounds along with removed contaminants into a recovery chamber (separator). The dust collector removes pulverized abrasive, dust, and contaminants. Very little abrasive is lost and the usable media is returned to the storage hopper for recirculation by the blast wheel. This study introduces the result of rubber remove of runway with shot-blast method at Taiwan Taoyuan Int’l Airport. It is revealed that the shot-blast method can more effectively improve the friction characteristics of runway than other methods.
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Pinto, Samantha Theresa. "Optimizing Airport Runway Performance by Managing Pavement Infrastructure." Thesis, 2012. http://hdl.handle.net/10012/6903.

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The research described herein is composed of four major areas of practice. It examines the overall performance of runways and provides tools designed to improve current runway operations and management with particular emphasis on contaminated surfaces. Presented in this thesis is an overview of how to design airport pavements in order to achieve optimal friction by specifically focusing on material selection and construction techniques for rigid and flexible pavements. Rubber buildup and the impact rubber accumulation has on decreasing runway friction, particularly in a range of climatic conditions, is discussed. Four commonly used rubber removal techniques are presented and evaluated. Through this research, an analytical hierarchy process (AHP) decision making protocol was developed for incorporation into airport pavement management systems (APMS). Runway surface condition reporting practices used at the Region of Waterloo International Airport are evaluated and recommendations for improving current practices are identified. Runway surface condition reporting can be improved by removing subjectivity, reporting conditions to pilots in real time, standardizing terminology and measurement techniques, and including runway pictures or sketches to identify contaminant locations where possible. Reports should be incorporated and stored in the APMS. Aircraft braking systems and their effects on landing distances under contaminated conditions are discussed. This thesis presents a proposed solution for monitoring and measuring contaminated runway surfaces and identifying the risks associated with aircraft landing through using the Braking Availability Tester (BAT). Also proposed in this thesis is a testing framework for validating the Braking Availability Tester. The proposed BAT measures interaction between aircraft antiskid braking systems and runway contaminants to determine landing distances more accurately. Finally, this thesis includes a discussion explaining how pavement design, contaminant removal, results from friction tests, and results from the BAT can be incorporated into airport pavement management systems. APMS data can be analyzed to economically optimize and prioritize scheduling of pavement maintenance, preservation and rehabilitation treatments to maintain a high level of service, thereby contributing to runway safety and optimization.
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Books on the topic "Runway, Friction"

1

Joint Winter Runway Friction Measurement Program. Overview of the Joint Winter Runway Friction Measurement Program. Transportation Development Centre, 2004.

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Yager, Thomas J. Evaluation of two transport aircraft and several ground test vehicle friction measurements obtained for various runway surface types and conditions: a summary of test results from Joint FAA/NASA Runway Friction Program. Langley Research Center, 1990.

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Center, Langley Research, ed. NASA tire/runway friction projects. National Aeronautics and Space Administration, Langley Research Center, 1995.

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Center, Langley Research, ed. Aircraft and ground vehicle winter runway friction assessment. National Aeronautics and Space Administration, Langley Research Center, 1999.

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Center, Langley Research, ed. Aircraft and ground vehicle winter runway friction assessment. National Aeronautics and Space Administration, Langley Research Center, 1999.

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A, Vogler William, Baldasare Paul, and Langley Research Center, eds. Summary report on aircraft and ground vehicle friction correlation test results obtained under winter runway conditions during joint FAA/NASA runway friction programf. National Aeronautics and Space Administration, Langley Research Center, 1988.

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Soil runway friction evaluation in support of USAF C-17 transport aircraft operations. National Aeronautics and Space Administration, Langley Research Center, 1995.

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United States. National Aeronautics and Space Administration., ed. An overview of the Joint FAA/NASA Aircraft/Ground Vehicle Runway Friction Program. National Aeronautics and Space Administration, 1989.

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Graham, Darin Philip Weston. Implementation of aircraft tire, braking, friction and runway models in real-time ground simulation. 1987.

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United States. National Aeronautics and Space Administration., ed. NASA Boeing 737 aircraft test results from 1996 joint winter runway friction measurement program. National Aeronautics and Space Administration, 1996.

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Book chapters on the topic "Runway, Friction"

1

Mazur, Al. "Winter Runway Friction Measurement and Surface Condition Reporting For Airports." In Aviation Safety. CRC Press, 2020. http://dx.doi.org/10.1201/9780429070372-43.

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Pigozzi, F., M. Coni, S. Portas, and F. Maltinti. "Data monitoring of friction value tests on a high seasonality runway." In Sustainability, Eco-efficiency, and Conservation in Transportation Infrastructure Asset Management. CRC Press, 2014. http://dx.doi.org/10.1201/b16730-86.

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Conference papers on the topic "Runway, Friction"

1

Yager, Thomas J. "Tire/Runway Friction Interface." In Aerospace Technology Conference and Exposition. SAE International, 1990. http://dx.doi.org/10.4271/901912.

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Sheludko, Victor N., Anton A. Kuznetsov, Victor V. Putov, Michael M. Kopichev, Tatiana L. Rusyaeva, and Alexander R. Muzalevskiy. "Autonomous Electromechanical Runway Friction Coefficient Tester." In 2019 XXII International Conference on Soft Computing and Measurements (SCM). IEEE, 2019. http://dx.doi.org/10.1109/scm.2019.8903736.

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Midtfjord, Alise, and Arne Bang Huseby. "Estimating Runway Friction using Flight Data." In Proceedings of the 29th European Safety and Reliability Conference (ESREL). Research Publishing Services, 2020. http://dx.doi.org/10.3850/978-981-14-8593-0_3717-cd.

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Yager, Thomas J. "Runway Drainage Characteristics Related to Tire Friction Performance." In Aerospace Technology Conference and Exposition. SAE International, 1991. http://dx.doi.org/10.4271/912156.

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Yager, Thomas J., and William A. Vogler. "Current Status of Joint FAA/NASA Runway Friction Program." In Aerospace Technology Conference and Exposition. SAE International, 1989. http://dx.doi.org/10.4271/892340.

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Jones, Logan, and Jean-Luc Boiffier. "Modeling Braking Friction Between an Aircraft Tire and the Runway." In AIAA Modeling and Simulation Technologies Conference. American Institute of Aeronautics and Astronautics, 2011. http://dx.doi.org/10.2514/6.2011-6674.

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Putov, V. V., A. D. Stotckaia, and V. N. Sheludko. "New technology of runway friction coefficient measurement and its towed implementation." In 2016 2nd International Conference on Industrial Engineering, Applications and Manufacturing (ICIEAM). IEEE, 2016. http://dx.doi.org/10.1109/icieam.2016.7910925.

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Yager, Thomas J. "Aircraft and Ground Vehicle Friction Measurements Obtained Under Winter Runway Conditions." In General Aviation Aircraft Meeting and Exposition. SAE International, 1989. http://dx.doi.org/10.4271/891070.

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Liu, Lizhuo, Lili Xie, Chenglong Hao, Xinhua Zheng, and Bing Sun. "Analyzing of Dynamic Friction Model for the Tire and the Runway." In 2013 Ninth International Conference on Computational Intelligence and Security (CIS). IEEE, 2013. http://dx.doi.org/10.1109/cis.2013.173.

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Walker, T. B., D. J. Steinke, and K. L. Johnson. "Development of Reduced Catalytically Active Runway Deicer Fluids for Carbon/Carbon Composite Friction Materials." In World Aviation Congress & Exposition. SAE International, 2002. http://dx.doi.org/10.4271/2002-01-2947.

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Reports on the topic "Runway, Friction"

1

Ward, Andrew, Craig Rutland, and Jeb Tingle. Development of deceleration-based runway friction measurement methods. Engineer Research and Development Center (U.S.), 2019. http://dx.doi.org/10.21079/11681/33333.

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