Aircraft Wheel Dimensions - Airport shuttles are charged daily for takeoffs and landings. Tires are exposed to temperatures down to -40°C during transport. When touched, the temperature of the rubber can temporarily exceed 200°C.
The wheels deal with the extreme torture of flight: maximum weight, high speed refusing to take off: a fully loaded plane accelerates to take off and then stops on the rest of the way. Tires can withstand extreme temperatures and shocks until the aircraft is properly grounded.
Aircraft Wheel Dimensions
Readers outside of North America probably prefer the spelling "tyre" when referring to the rubber part of an airplane wheel. Please be patient as I am using the normal font nearby.
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Airplane tires are stiff so they can't be forced into line like car tires. Airports come in two categories. The inner and outer parts are built with the tire in the middle and then filled with nitrogen.
An aircraft fuel pump is good for filling car tires, but large aircraft tires must be filled with an inert, dry gas. Nitrogen is cheap and easy to work with.
Nitrogen-filled tires reduce the risk of fire or explosion (it's an FAA regulation). The tires burn and the wheel brakes overheat. A larger tire with 200 psi air pressure would supply more oxygen to fuel the ignition. Nitrogen does not support combustion, greatly reducing the risk of burning or exploding tires.
An article from Scientific American shows that maintaining weekly tire pressure is more important than spending extra money on nitrogen.
All About Aircraft Tires
Big planes are heavy (right?). The Boeing 767 weighs more than 400,000,000 pounds. A fully loaded 747-8 weighs about a million pounds. All the weight goes to the tires.
Car tires are inflated to 30-40 psi. If a large airplane tire is inflated to 35 psi, it will balance under the weight.
The giant airplane tire is ridiculous. The main engine pressure of the Boeing 767-300 is rated at 205 psi. High speed supports a maximum load of 51,000 pounds.
Plugs prevent tires and wheels from bursting if the brakes get too hot. A soldering iron is a small part with a hole filled with a low-melting iron (like solder used in electronics or plumbing).
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If the wheel is too hot, the soft metal in the plug will melt at the specified temperature to allow the tire to rotate smoothly.
The spark plugs can be used after heavy braking, as would happen when the accelerator pedal refuses to take off. Once the plane has stopped, the heating unit continues to heat the wheels until the fuse is up to temperature and the tires melt.
Plugs can be placed in front of the wheel. When the plugs change the tire, nitrogen is pumped over the brake to help cool it. Good wisdom!
The high pressure valve is a full throttle with a rupture disc inside. The disc bursts when the nitrogen pressure exceeds a set limit.
Main And Nose Wheels
OPRVs are installed on the rims to protect the tires from over-inflation or blowouts that can occur during nitrogen injection.
That the wheel rim and bolts failed before the tire, releasing the shrapnel. OPR's policy mitigates these risks. Service technicians receive special training before operating the wheels.
Some aircraft models have TPMS sensors in their tires. The system is very similar to the TPMS in a car. Cockpit displays tire pressure for all tires with sensors.
TPMS activates a warning in the cockpit when the tire pressure is low. The UPS fleet has two fleets with TPMS; 747 and MD-11.
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Engine speed control system for the McDonnell-Douglas MD-11. The maximum number is the tire pressure in pounds. The minimum number is the temperature in °C.
Most large aircraft have brake temperature monitoring systems. The next photo shows the system on the Boeing 767-300F.
Each of the 8 squares represents the main wheel (no brake on the nose wheel). Unlike the MD-11 in the first photo, the Boeing system does not display actual temperature. The numbers 0-9 indicate the average temperature.
Temperature 0-2 is cold to warm. The photo above was taken after landing on the highway, with light braking.
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Normal temperature is 3-4. It is common to see two or three after a normal fall. Sometimes after heavy lifting on a hot day is normal.
The maximum temperature is 5-9. When the brake fluid reaches a high temperature, the TEMP warning light illuminates. At 5-6 the wheel fuse can melt and wipe out the tires. When the ferry arrives at 7-9, the crew comes out and the flight stops. Airport firefighters are called to locate equipment in the event of a fire. Tires, wheels and brakes may be required. High temperatures are caused by emergency landings or failed takeoffs.
Actual brake temperature: 5 relative to 371°C - 427°C, depending on the type of brake installed (steel and carbon). That's smoking hot!
Like cars and trucks, airplane tires come in sizes. The size of the tire is formed on the road of each tire. The Boeing 757-200 uses H40x14.5-19 tires on the main landing gear. Decode, "H" stands for high drift, 40 tire diameter, 14.5 tire width and 19 cm/wheel.
File:airbus A380 Fahrwerk.jpg
The main tires on the 747-8 weigh 270 pounds each. A full 8-inch wheel has up to 550 irons!
The main belt of a Boeing 757 weighs 150 pounds, the main belts of an Embraer ERJ190 regional jet weigh 145 pounds each.
China can sometimes be found on the aircraft's nose and engine fuselage. The sidewalls of the tires have a curved protrusion (chine) that deflects static fluid outward to reduce engine drag.
The Boeing 727 uses nose cone tires and many other aircraft with fuselage engines. I've seen them on Embraer RJs and a few commercial jets. See if you can spot them!
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You may know the names of airline tire manufacturers. They also make car tires! Goodyear, Michelin, Dunlop and Bridgestone, to name a few.
Airlines often purchase tires from the manufacturer and retain ownership for the life of the tires. When tires are sent to the factory for retreading, some tires go back to the plane that has them.
Tire rental and tire service contracts are also available. Each airline makes its own agreements with tire distributors and manufacturers.
The aircraft tyre/carrier (a tire without a tread) is built super sturdy. A body that is allowed to repeat is one
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Replacing a tire is cheaper than buying a new one. Some tires can be recycled 16 times! Airlines often re-inflate tires below the designed limit as a safety measure. Another benefit: Retreads have more layers than new tires, so they can handle more and take off faster.
Let's talk a little bit about commercial truck ratings... Large chunks of flat tires litter the highway. Should we blame tires for recycling waste?
The U.S. National Highway Traffic Safety Administration has published a study on commercial vehicle emissions. Researchers analyzed hundreds of scrap tires to find out why the tires failed. The results show that remanufactured and original equipment (OE) tires fail at the same rate.
Most trucks (refurbished or OE) are not affected by the manufacturing process. The leading cause of tire failures are "traffic accidents" - potholes, nails, car parts and other road hazards.
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Research points to the second leading cause of tire failure as "maintenance and troubleshooting": heavy trucks, improper tire pressure and old tires. In other words, users don't care about their tires.
Airport employees regularly inspect runways for debris and damage (much more so than road workers). This significantly reduces the "road" risk.
To reduce "maintenance and operation" risk, airlines fly within manufacturer limits. The tire pressure is religiously checked and adjusted, so over- or under-inflation is not a problem.
Maintenance personnel and flight attendants check the tires before departure. The technicians change the tires when they arrive at the wear shop.
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Goodyear rates bias-type aircraft tires for each manufacturer. This often creates "Frankenstein tires" with the manufacturer's original logo on the tread and the Goodyear logo on the tread. It's nice to see when you do a preflight walk-through.
Reload new 767-300 headband. The original tires were manufactured by Bridgestone and retreaded by Goodyear. Look closely to the side to see the Bridgestone logo.
Tire prices range from a few hundred dollars for regional jets to over $5,000 for full-size tires. Airlines negotiate purchase prices or service contracts with tire manufacturers and suppliers.
You would never think of combining good Goodyear and Michelin tires on a car. All aircraft tires are made the same way, so it is common to see two different brands on the same landing gear.
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Mixing Michelin Air® and Goodyear Air Leader® tires on the same bogie? That's right! They are made the same way and look alike.
Aerospace tires have a number of swirls around the tread that help divert water away from the tire. A complex process develops
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