SAE AIR 5651-2009 History of Commercial Aircraft New Tire Qualification Testing《商用飞行器新轮胎合格试验历史》.pdf

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1、_ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising there

2、from, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2015 SAE International All rights reserved. No part of this p

3、ublication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-497

4、0 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/AIR5651 AEROSPACE INFORMATION REPORT AIR5651 Issued 2009-07 Reaffirmed 2015-01 Hi

5、story of Commercial Aircraft New Tire Qualification Testing RATIONALE AIR5651 has been reaffirmed to comply with the SAE five-year review policy. TABLE OF CONTENTS 1. SCOPE 2 2. REFERENCES 2 2.1 Applicable Documents 2 2.1.1 The Tire and Rim Association (TRA) Publications . 2 2.1.2 FAA TSO Publicatio

6、ns 2 2.1.3 ISO Publications 2 2.1.4 EASA Publications 2 3. INTRODUCTION. 2 3.1 Background . 2 4. HISTORICAL PERSPECTIVE 3 5. AIRCRAFT TIRE REGULATION CHRONOLOGY . 4 6. AIRCRAFT TIRE TESTING AND CERTIFICATION . 5 6.1 Prior to April 15, 1961 TSO-C62 Requirements . 5 6.2 TSO-C62 (April 15, 1961) . 5 6.

7、3 TSO-C62a (March 20, 1962) 6 6.4 TSO-C62b (September 1, 1962). 6 6.5 TSO-C62c (December 31, 1979) 11 6.6 TSO-C62c with Addendum 1 (September 12, 1984) . 15 6.7 TSO-C62d (September 7, 1990). 16 6.8 TSO-C62e (September 27, 2006) . 16 6.9 Special Test Requirements . 21 6.10 Miscellaneous . 21 7. NOTES

8、 21 1. SCOPE This SAE Aerospace Information Report (AIR) is intended to provide a historical account of testing methods used during the years for Commercial Aircraft New Tire certification. 2. REFERENCES 2.1 Applicable Documents The following publications for a part of this document to the extent sp

9、ecified herein. The latest issue of SAE publications shall apply. The applicable issue of the other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes pre

10、cedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained. 2.1.1 The Tire and Rim Association (TRA) Publications Available from The Tire then: Regulatory and Guidance Library; then: Technical Standard Orders. TSO-C62, TSO-C62

11、a, TSO-C62b, TSO-C62c, TSO-C62d, TSO-C62e 2.1.3 ISO Publications Available from http:/www.webstore.ansi.org. ISO 3324-2 Aircraft Tyres and Rims Part 2: Test Methods for Tyres 2.1.4 EASA Publications Available from http:/www.easa.europa.eu/ws_prod/g/rg_certspecs.php#CS-ETSO. ETSO-C62d European Techni

12、cal Standard Order 24 October 2003 3. INTRODUCTION Tires have been receiving more scrutiny during recent years. There have been additions and changes to the aircraft tire qualification regiment in efforts to improve tire reliability and safety. Continuing discussions occur over exactly what is the b

13、est way to qualify aircraft tires. It is hoped that by presenting the history of aircraft tire test methods in the format of an AIR, it will provide a better understanding of how the current qualification test methods were developed. 3.1 Background This panel was formed within A-5C to utilize the ar

14、chives of the SAE membership to provide as much historical documentation as possible, while such documentation still exists. SAE INTERNATIONAL AIR5651 2 OF 214. HISTORICAL PERSPECTIVE Aircraft tires were originally selected by fit and availability. The aircraft landing was determined at that time to

15、 be the event the tire must be designed to withstand. Its not clear why or how this was determined, but aircraft tires were eventually required to withstand at least 4 times the tire rated inflation pressure for burst strength. It soon became obvious that there needed to be some standards relating t

16、o tire dimensions, their interface with their respective rims (wheels) and tire load capability with its complementary required inflation pressure, so organizations like TRA and ETRTO developed standards and included aircraft tires in their yearbooks. Dynamometer testing requirements for high speed

17、tires remained the same from the initial TSO-C62 document through the (b) revision. In 1978, an incident occurred in which the failure of one tire on a multi-tired bogey led to the cascading failure of other tires on the same bogey. The ability of a tire to carry more than its rated load at rated in

18、flation pressure for a brief period of time was seen as essential to aircraft safety. Therefore, TSO-C62c was issued to encompass this need for all high speed (160 mph (71.5 m/s) aircraft tires. TSO-C62e was issued in 2006 and incorporated a 61-cycle (50 takeoffs, 10-35 000 ft (10 668 m) taxis (2 at

19、 20% overload) and 1 takeoff at 50% overload) spectrum of testing For 120 mph (53.6 m/s) and 160 mph (71.5 m/s) tires as an alternate to the energy landing testing. The 61-cycle spectrum of testing had proved to be a successful testing regime for all high speed tires (160 mph (71.5 m/s) since the (c

20、) revision had been issued 17 years earlier. Further, the equipment to conduct energy testing was not being updated and the correlation from energy test conditions to actual aircraft performance was not obvious. Therefore, a better alternative was to provide the 61-cycle spectrum for these tires als

21、o. SAE INTERNATIONAL AIR5651 3 OF 215. AIRCRAFT TIRE REGULATION CHRONOLOGY Date Aircraft Tire Regulations All Cat. Transport Small M/D/Y A/C TIRES A/C TIRES A/C TIRES 3/1/1933 Aeronautical Bulletin 7-F 7(A) 10/1/1934 Aeronautical Bulletin 7-A 40(B) 11/1/1937 Old Part 04; Airplane A/W 04.443 5/31/193

22、8 Part 04 Reprinted 04.443 4/1/1941 Part 04 Reprinted 04.443 8/15/1942 Part 04 Reprinted 04.443 11/1/1943 Part 04 Reprinted 04.443 7/1/1944 CAM 04 04.443 11/9/1945 Adopted New Part 04 T 04.364 11/13/1945 Adopted New Part 03 03.364 11/22/1946 Amendment 04-5, New Part 04 became Part 04b 12/15/1946 Par

23、t 03 Reprinted 03.364 11/1/1947 Part 04a Reprinted 04a.443 5/1/1949 Part 04b designated as Part 4b 5/1/1949 Part 03 designated as Part 3 10/1/1949 Part 4b Reprinted 4b.392 11/1/1949 Part 3 Reprinted 3.362 4/7/1950 Part 4a Reprinted 04a.480-481 7/20/1950 Part 4b Reprinted 4b.336 10/12/1951 Part 514;

24、TSO System made available 12/31/1953 Part 4b Reprinted 4b.336 9/1/1954 CAM 3 3.362 3/13/1956 Amendment 4b-3 4b.336 5/15/1956 Part 3 Reprinted 3.362 10/1/1956 CAM 3 3.362 1/1/1958 CAM 04b 4b.336 3/1/1959 CAM 3 3.362 11/1/1959 CAM 3 3.362 4/15/1961 1st TSO for tires issued; TSO-C62 X X X 3/20/1962 TSO

25、-C62a Issued; Aircraft Tires/Part 514514.67 X X X 5/1/1962 CAM 3 3.362 6/3/1962 Protection of Equipment in Wheel Wells 4b.334 9/1/1962 TSO-C62b Issued; Aircraft Tires/Part 514514.67 X X X 11/17/1964 TSO-C62b issued as FAR37.167, Part 514 X X X 2/1/1965 Recodified 4b into FAR25.731 25.733 2/1/1965 Re

26、codified Part 3 into FAR23.731 23.733 4/11/1967 TSO-C62b/37.167 amended/ Doc. # 8084 X X X 9/14/1969 Amendment 23-7 23.733 4/8/1970 Amendment 25-23 25.733 12/20/1976 Amendment 25-23 25.733 2/1/1977 Amendment 23-17 23.733 12/31/1979 Amendment 25-49, TSO-C62c Issued; FAR37.167 X X X 9/12/1984 TSO-C62c

27、 with Addendum 1 Issued; FAR37.167 X X X 7/20/1990 Amendment 25-72 25.733 9/7/1990 TSO-C62d Issued X X X 3/29/1993 Amendment 25-78, Added Nitrogen Inflation 9/7/1993 Amendment 23-45 23.733 9/29/2006 TSO-C62e Issued X X X SAE INTERNATIONAL AIR5651 4 OF 216. AIRCRAFT TIRE TESTING AND CERTIFICATION 6.1

28、 Prior to April 15, 1961 TSO-C62 Requirements a. Tire meets burst pressure of 4 times rated inflation pressure b. Tire physically fits on wheel and landing gear 6.2 TSO-C62 (April 15, 1961) 6.2.1 Marking Requirement a. Brand name or responsible manufacturer name b. Country of manufacture if outside

29、the United States c. Type d. Size e. Ply Rating f. Serial Number g. Qualification Test Speed h. Skid Depth when speed is greater than 160 mph (71.5 m/s) i. The word “Reinforced”, if applicable j. Applicable Technical Standard Order (TSO) number 6.2.2 Data Requirements a. Statement of Conformance b.

30、Tire Type and Size c. Static and Dynamic Load Rating d. Ply Rating e. Rated Inflation Pressure f. Outside Diameter g. Skid Depth h. Static Unbalance i. Tire Weight j. Summary of Load-Speed-Time parameters used in high speed dynamometer tests SAE INTERNATIONAL AIR5651 5 OF 216.2.3 New design tires ma

31、nufactured on or after April 15, 1961 for Civil Aircraft of the United States shall meet the standards specified in Federal Aviation Agency Standard, “Aircraft Tires” dated February 15, 1961. 6.2.4 Previously Approved Equipment Tires of a specified design produced prior to April 15, 1961 were allowe

32、d to continue to be manufactured under the provision of their original design and test standards. 6.3 TSO-C62a (March 20, 1962) 6.3.1 Marking requirements are per TSO-C62 6.3.2 Data requirements are per TSO-C62 6.3.3 New design tires manufactured on or after September 1, 1962, for Civil Aircraft of

33、the United States shall meet the standards specified in Federal Aviation Agency Standard, “Aircraft Tires” dated February 15, 1961. 6.3.4 Previously Approved Equipment There are no technical or verbiage differences between TSO-C62 and TSO-C62a. Tires of a specified design produced prior to March 20,

34、 1962 were allowed to continue to be manufactured under the provision of their original design and test standards. 6.4 TSO-C62b (September 1, 1962) 6.4.1 Marking requirement per TSO-C62a 6.4.2 Data requirements per TSO-C62a 6.4.3 New design tires manufactured on or after September 1, 1962, for Civil

35、 Aircraft of the United States shall meet the standards specified in Federal Aviation Agency Standard, “Aircraft Tires” dated August 1, 1962. 6.4.4 Aircraft Tires (August 1, 1962) 6.4.4.1 a. Low Speed Tires: Type III, VII, and VIII for ground speeds of 160 mph (71.5 m/s) or less b. High Speed Tires:

36、 Type VII and VIII for ground speeds above 160 mph (71.5 m/s) 6.4.4.2 Unbalance: a. Type III with OD 28 inches Moment = 1.5D 0.023D2 b. Type III with OD 28 inches Moment = 0.031D2 0.253D c. Type VII and VIII with OD 28inches Moment = .01D2+ 0.38D d. Type VII and VIII with OD 28inches Moment = 0.034D

37、2 0.304D Where: Moment is expressed in in-oz, and, D is expressed in inches. Conversion: 100 inches = 2.54 m; 100 in-oz = 0.7062 Nm SAE INTERNATIONAL AIR5651 6 OF 216.4.4.3 Balance Marker A Red Dot shall be permanently placed on the tire sidewall immediately above the bead to indicate the lightweigh

38、t point of the tire relative to the axis of rotation. 6.4.4.4 Burst Pressure Minimum of 4 times rated inflation pressure 6.4.4.5 Temperature Airworthiness of tires shall not be adversely affected by extreme ambient temperatures expected to be encountered during normal airplane operation. 6.4.4.6 Tre

39、ad Design Decreases in number of tread ribs and grooves and increases in skid depth require re-qualification. 6.4.4.6.1 Underskid Thickness a. For ribbed type or nonskid tread patterns, thickness of rubber between carcass and bottom of tread pattern shall not be less than 30% of mold skid depth. b.

40、For Helicopter tires, minimum thickness shall not be less than 1/32 inch (0.79 mm). 6.4.4.7 Slippage a. No evidence of slippage on the wheel rim during first 5 dynamometer landings. b. Any subsequent slippage shall not damage the tube, valve, or air seal. 6.4.4.8 Tire Airworthiness Tire shall withst

41、and dynamometer landings specified without failure or visible signs of deterioration other than normal expected tread wear. 6.4.4.9 Tire Ratings 6.4.4.9.1 Static Load Rating a. For aircraft tires, the static load rating is based on 35% deflection for Type III tires and 32% deflection for Type VII an

42、d VIII tires. b. For Helicopter tires, the static load rating of aircraft tires may be increased by 1.5 with a comparable increase in inflation pressure without any additional qualification required. 6.4.4.9.2 Deflection Vertical distance from top of rim flange to outermost surface of tire (0% defle

43、ction is tire outer surface at no load). 6.4.4.9.3 Deflection Tolerances +1%, -4% for Type III tires +3%, -4% for Type VII and VIII tires SAE INTERNATIONAL AIR5651 7 OF 216.4.4.9.4 Dynamic Load Rating, Nose Wheel Tires Maximum permissible nose wheel tire load during braking a. Type III 1.45 x static

44、 load rating b. Type VII 1.50 x static load rating c. Type VIII 1.40 x static load rating 6.4.4.9.5 Inflation Pressure Rated unloaded inflation pressure shall be established for each specific tire. 6.4.4.9.6 Ply Rating Ply Rating shall be established on the basis of static or dynamic load requiremen

45、ts, whichever is more critical. 6.4.4.10 Dynamometer Test Requirements 6.4.4.10.1 Low Speed Tires 200 Landings on a dynamometer having stored up kinetic energy computed as: KE = CWV2(KE is Kinetic Energy in ft. lbs.) W = Tire Load, lbs. V = 120 mph (53.6 m/s) C = 0.011 Conversion: 1 lbs = 4.449 N; 1

46、 ft-lb = 1.357 J (Joule) = 1.357 Nm 6.4.4.10.1.1 Tire Load At landing and during entire roll test, use rated static load. 6.4.4.10.1.2 Kinetic Energy a. KE of flywheel shall be calculated for rated maximum static load of tire. b. If the correct number of flywheel plates cannot be used, a greater num

47、ber of plates shall be selected and dynamometer speed adjusted in order to obtain the required kinetic energy. 6.4.4.10.1.3 Dynamometer Speeds 100 test cycles at first speed range and 100 test cycles at second speed range a. First series of (100) landings Landings at 90 mph (40.2 m/s) and unlanding

48、at 0 mph (m/s) (Decrease landing speed as necessary to obtain 56% of calculated KE) b. Second series of (100) landings Landings at 120 mph (53.6 m/s) and unlanding at 90 mph (40.2 m/s) (Increase unlanding speed as necessary to obtain 44% of calculated KE) SAE INTERNATIONAL AIR5651 8 OF 216.4.4.10.1.

49、4 Test Inflation Pressure That which is necessary to obtain same deflection on flywheel under rated static load as the flat plate deflection of the tire at rated static load and inflation. 6.4.4.10.1.5 Landing Interval Time between landings shall be chosen to be the minimum which will assure carcass peak temperatures of not less than 160 F (71.1 C), or contained