SAE ARP 6152-2012 Aircraft Tires Service Overload Capability.pdf

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4、(outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/ARP6152AEROSPACERECOMMENDED PRACTICEARP6152Issued 2012-12 Aircraft Tires Service Ove

5、rload Capability RATIONALEMany OEMs impose an overload condition on the tire that exceeds the current 1.5 factor required in TSO-C62e. The overload condition described herein is recommended in support of FAR 25.1309 (a) and (b) considering continued safe flight and landing following the loss of load

6、 carrying capability of one tire on a multiple tire landing gear. In addition to maximizing safety, economic damage is mitigated by ensuring the remaining tire(s) on a landing gear perform their intended function following the loss of load carrying capability of one tire on a multiple tire landing g

7、ear. A service overload test should be a recommended practice to achieve a minimum level of safety for aircraft certified under 14 CFR Part 25. TABLE OF CONTENTS 1. SCOPE 21.1 Purpose . 21.2 Application . 22. REFERENCES 22.1 Applicable Documents 22.1.1 FAA Publications . 22.2 Acronyms 23. TIRE SERVI

8、CE OVERLOAD TEST DEFINITION 34. TEST CONDITIONS . 34.1 Tire Inflation Pressure . 34.2 Load Cases . 34.3 Overload Factor 35. TEST PROCEDURE . 35.1 Overload Taxi-Out . 45.2 Overload Take-Off. 45.3 In-Flight Cooling 45.4 Overload Landing 46. NOTES 4SAE INTERNATIONAL ARP6152 Page 2 of 4 1. SCOPE This SA

9、E Aerospace Recommended Practice (ARP) defines a procedure for demonstrating service overload capability for new, main and nose landing gear, radial or bias tires fitted on multiple wheel landing gear of Part 25 certified aircraft. 1.1 Purpose The purpose of this ARP is to provide a recommended proc

10、edure for the testing of aircraft tires for multiple tire landing gears under the foreseeable condition that one of the tires on the landing gear loses its load carrying capability during normal operations of the aircraft, resulting in a condition where the remaining tire(s) on the landing gear must

11、 carry the landing gear loads for the remainder of the flight. It is the performance of the highest loaded remaining tire which is the focus of this ARP. Compliance with this report is not considered approval for installation on any category aircraft. The OEM for the platform for which the equipment

12、 is intended should be consulted for concurrence with the approaches proposed herein as an acceptable qualification demonstration for aircraft tires under overload conditions. 1.2 Application This ARP is applicable to aircraft tires subject to TSO-C62 and for installation on 14 CFR Part 25 aircraft

13、and should be considered for any aircraft configuration changes that cause any re-assessment of the design data used for the approval of the tires (e.g., to achieve TSO-C62 approval) or for the installation approval of the tires on the aircraft. The procedures recommended herein are considered to re

14、present an acceptable performance standard in support of FAR 25.1309 (a) and (b). OEMs may have internal standards that differ from those prescribed herein based on company specific lessons learned. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this document to the

15、 extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of 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 tak

16、es precedence. Nothing in this document, however, supersedes applicable laws and regulations unless a specific exemption has been obtained. 2.1.1 FAA Publications Available from Federal Aviation Administration, 800 Independence Avenue, SW, Washington, DC 20591, Tel: 866-835-5322, www.faa.gov.TSO-C62

17、e Tires, dated 09/29/06 TSO-C135a Transport Airplane Wheels and Wheel and Brake Assemblies, dated 07/01/09 2.2 Acronyms AMM Aircraft Maintenance Manual CG Center of Gravity FAR Federal Aviation Regulations FOLOverload Factor MPH Miles per Hour SAE INTERNATIONAL ARP6152 Page 3 of 4 MLG Main Landing G

18、ear NLG Nose Landing Gear OEM Original Equipment Manufacturer - Airframe RiInitial Radial Load TPMS Tire Pressure Monitoring System TSO Technical Standard Order 3. TIRE SERVICE OVERLOAD TEST DEFINITION The most overloaded tire should be shown to be capable of completing the flight cycle without loss

19、 of load carrying capability under the loading condition created following the loss of load carrying capability of one other tire on the affectedlanding gear. The tire under test may exhibit some structural damage to the carcass and some loss of inflation pressure but, load carrying capability must

20、be retained. If this event is experienced in the field, the tire must be removed after the flight per AMM standard practices.4. TEST CONDITIONS Unless otherwise rationalized by the OEM, the service overload condition should be performed under normal tire service conditions.4.1 Tire Inflation Pressur

21、e The inflation pressure of the test tire should be set to the service pressure defined by the AMM. 4.2 Load Cases The initial, or pre-taxi, radial load (Ri) should correspond to the aircraft maximum service load expected for the tire under test for each particular phase of flight, assuming all tire

22、s on the landing gear assembly are properly serviced. Rican be determined by a static analysis, or measurement, of the landing gear assembly under normal service conditions. The taxi, take-off and landing load, speed and time profiles should be rationalized from service conditions expected for the a

23、ircraft for each particular phase of flight. 4.3 Overload Factor The overload factor (FOL) represents the load that would be carried by the most loaded surviving tire following loss of load carrying capability of one tire on the landing gear. For dual wheel landing gears, FOL= 2. For landing gears w

24、ith more than two wheels, FOLcan be determined by an analysis or measurement of the remaining tires to determine the most overloaded tire. 5. TEST PROCEDURE The service overload test procedure should be conducted for the following phases constituting one flight cycle. Overload Taxi-Out Overload Take

25、-Off SAE INTERNATIONAL ARP6152 Page 4 of 4 In-Flight Cooling Overload Landing NOTE: For aircraft with a TPMS, the taxi-out portion can be omitted because the hypothesized failure of the tire during taxi can be assumed to be annunciated by the crew alerting system. Many TPMS systems suppress tire fai

26、lure annunciation once the take-off has been initiated to ensure the crew does not perform an RTO in response to the message. Therefore the take-off and landing portions are still recommended for the tire test. The test tire should be serviced per 4.1 at the start of the test, with the inflation pre

27、ssure corrected for flywheel curvature.There should be no re-servicing of the test tire pressure between flight cycle phases. Time between flight cycle phases should be kept to a minimum consistent with normal flight operations, while recognizing the need to reset the test conditions for each phase.

28、 5.1 Overload Taxi-Out The overload taxi-out procedure should comprise of a taxi at 30 mph, for 3 miles (15 840 feet).The overload taxi should be performed by linearly increasing the radial load on the test tire from Rito FOLtimes Riover the 3 mile distance. 5.2 Overload Take-Off The overload take-o

29、ff procedure should comprise of a service take-off demonstration using the load, speed, time profile per 4.2. The loads during the take-off should be factored by FOL.5.3 In-Flight Cooling To account for in-flight cooling, the tire can be allowed to cool to a temperature representative of a short mis

30、sion flight time determined by the OEM using laboratory cooling fans. 5.4 Overload Landing The overload landing procedure should comprise of a service landing demonstration using the load, speed, time profile per 4.2. The loads during the landing should be factored by FOL.6. NOTES 6.1 A change bar (

31、l) located in the left margin is for the convenience of the user in locating areas where technical revisions, not editorial changes, have been made to the previous issue of this document. An (R) symbol to the left of the document title indicates a complete revision of the document, including technical revisions. Change bars and (R) are not used in original publications, nor in documents that contain editorial changes only. PREPARED BY SAE SUBCOMMITTEE A-5C, AIRCRAFT TIRES OF COMMITTEE A-5, AEROSPACE LANDING GEAR SYSTEMS