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The Why and How of Runway Friction Testing by Delia Harverson Findlay Irvine Ltd.

The Why and How of Runway Friction Testing by Delia Harverson Findlay Irvine Ltd. Midlothian, Scotland and Thomas J. Yager NASA Langley Research Center Hampton, VA, USA Part 4: different types of CFME. design decision 1. braked wheel or slewed (angled) wheel ?.

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The Why and How of Runway Friction Testing by Delia Harverson Findlay Irvine Ltd.

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  1. The Why and How of Runway Friction Testing by Delia Harverson Findlay Irvine Ltd. Midlothian, Scotland and Thomas J. Yager NASA Langley Research Center Hampton, VA, USA Part 4: different types of CFME

  2. design decision 1 braked wheel or slewed (angled) wheel ? A braked measuring wheel reflects rolling friction better and more directly than a slewed measuring wheel. The MuMeter was designed with slewed measuring wheels because, in the 1960s, strain gauges were much less advanced than they are today.

  3. ` Most CFMEs today are of the braked wheel, fixed slip type. A single measuring wheel is forced to skid by a chain transmission linked to the drive wheel. Instrumentation on the measuring axle allows the forces to be recorded A pulse encoder measures distance.

  4. The measuring system of the SARSYS car is a very similar to that of the GripTester

  5. design decision 2 trailer or car with integral measuring system ? In heavy winter conditions, the integral measuring system has some operational advantages but Separating the measuring system from the automotive system gives greater flexibility and much lower cost of ownership

  6. design decision 3 measure LOAD or assume it constant ? FRICTION = DRAG / LOAD Whatever the weight of the tester, assuming the vertical force (LOAD) on the measuring wheel to be constant, instead of measuring it, can lead to inaccurate readings. If the CFME measures LOAD continuously, the accuracy and reliability of its readings will not compromised by a light weight on the test wheel.

  7. design decision 4 measure DRAG directly or measure torque and calculate drag ? The advantages of measuring DRAG and LOAD directly, by instrumenting the measuring axle, are highlighted by a recent US FAA “CERTALERT” warning of the effects of loose surface contaminants on devices using torque measurement.

  8. design decision 5 fixed slip or variable slip ? From an academic point of view, variable slip is attractive. From a practical point of view, it has been found to be awkward and unreliable.

  9. design decision 6 which slip ratio ? free rolling wheel = 0% slip ratio locked wheel = 100% slip ratio slip speed = test speed x slip ratio The slip ratio must be chosen with reference to the intended test speeds. For the ICAO specified speeds of 65km/h and 95km/h, a slip ratio of 15% gives maximum performance.

  10. a PC or a specialised data logger • ? • with a PC • archiving is easy • as computer design advances, options such as colour displays can be made available • data storage is virtually unlimited • printout is on standard paper rather than on paper rolls design decision 7

  11. design decision 8 Calibration and maintenance • A badly maintained or wrongly calibrated CFME is worse than no CFME • The field calibration process should be simple and straightforward • The CFME should be given annual maintenance and calibration by a trained technician working in a suitable environment.

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