The Ingenious Design of Airplane Tires- Jeremy Fielding 107
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- Опубликовано: 20 сен 2024
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Notes:
👉Mexicana Flight 940 - March 31st 1986
en.wikipedia.o...
👉Goodyear Aircraft tire maintenance
www.google.com...
Technical corrections
The Boeing 737-800 main wheels (the 4 rear wheels) are actually 44 inches making them just barely larger than the tractor trailer tire. Despite my research and having a second engineer fact check the video we both managed to miss this fact because the nose wheel diameter is 27" and mentioned in more places. The overall story is the same. The capacity of the airplane tire is many times greater than a truck... including the 27" nose wheel, but it was definitely worth mentioning that not ALL of the tires are 27".
Technical correction:
The Boeing 737-800 main wheels (the 4 rear wheels) are actually 44 inches making them just barely larger than the tractor trailer tire. Despite my research and having a second engineer fact check the video we both managed to miss this fact because the nose wheel diameter is 27" and mentioned in more places. The overall story is the same. The capacity of the airplane tire is many times greater than a truck... including the 27" nose wheel, but it was definitely worth mentioning that not ALL of the tires are 27". Unfortunately I can’t change the video now that it’s live. I also added this note to the description.
Mr. Fielding, another engaging, informative and well researched video. As a longtime subscriber, I find your videos to be some of the best on the topics they cover. Not only are they clear and concise, you deliver them in an interesting way. Keep up the great work!
the mains support most of the weight and the plane lands on the mains, nosewheel landings are bad, even in small planes. main idea is that with six tires on a '37 the two in front don't carry 33% of the weight, probably about 10% so the four mains carry 90% and they do all of the braking since there are no nosewheel brakes (I believe that the 727 had these on some models). You might also exhibit the cages used when tires are inflated (they sometimes explode) and I believe there are videos of this actually happening, truck tires also explode and they sometimes use a safety cage for inflation. The brakes have to demonstrate the ability to stop the plane from takeoff speed at full load within a given distance without using reverse thrust (situation, an aborted takeoff at the last instance (V1) due to engine failure), this would involve stopping 150,000 #s going 150 mph within less than half a mile. When this happens operationally, the plane will normally stop on the runway while the fire crew stands by making sure the tires don't catch fire and the plane will have to wait a substantial amount of time before trying to take off again and might require a technician to check the brakes and tires before doing so. Don't sweat your error in tire size, this was a very good article. Thank you.
Also, the fuesable plugs are in the wheels, not the tires as you say in the video, Minor nitpick I know. Great video regardless. On most if not all aircraft, there is very little weight on the nose wheels. This is a problem for many aircraft. In fact, certain aircraft with tail mounted engines have been known to tip backwards just from the weight of snow from a storm.
Love your videos man. Your a natural !!
@@henryostman5740 I work @ Miami International turning wrenches on pretty much all the big girls except the '77 and '87. we do tons of Airbus A319,20,21 I was on a team for a while travelling around the country doing A320 Gear swaps and of course we gotta remove the tires for that job.
I always love the teamwork involved in UP-Jacking the craft. absolute focus is crucial, as I have witnessed a jack slip, oh boy, Nooooo BUENO
Hard to imagine the hours put into the engineering of every component of an airplane, and how mundane it's become to ride them
It's all that engineering that's MADE the ride mundane, if you get my meaning.
A mundane airplane ride is exactly what you want!
As someone who has worked in the industry most of the problems where solved "trial by fire" style and on some parts or systems were physically paid for with human life! ie test pilots. Check out the full final catches the wire😥
☝F4U auto correct
Mundane? Speak for yourself :D I get excited like a little schoolgirl every time I fly - nose pressed to the window with goofy grin and making the passengers next to me uncomfortable with all my giddy chatter.
@@rodneyfox5566 Trial by fire is the last resort. Its just bound to happen with machines this complicated. At least the aerospace industry does a good job of learning from it rather than letting things stay broken.
I am a Retired USCG Aircraft Mechanic / Flight Crewman. I worked the Tire Shop at one of my assignments and built up and balanced hundreds of jet and helicopter tires. Thank You Jeremy for diving into this very critical component of flight. BTW we flew on the same aircraft we worked on and if we broke down some where we just called "Home Plate" and they shipped / delivered via another aircraft to us the parts we needed to fix our aircraft. We performed ALL the repairs and Maintenance on our aircraft. There where no outside Repairman to call, we was them. Keep in mind the HC-130 can taxi over sand, like in sand dunes type sand with a lower tire pressure on the mains (100psi) and still have a takeoff weight of 165,000 lbs, think of an elephants foot vs. a goat's hoof.
Yes, but you also have a lot more wheel assemblies to allow that operation off of unimproved surfaces. I have seen pilots scrub every one of those wheel assemblies to replace level in a single landing, thankful I was not the one changing them. My next door shop was the wheel bay, he had his own nice little armoured room, far from everything breakable, where he would do the first fill of any wheel assembly. Concrete walls and floor, and armoured door, but frangible roof so the blast would go up. Just like the armourers had a similar room where they would fuse munitions, for the same reason. Armourers had the best door gargoyles though, recovered practise bombs that were mostly intact, though the 1in steel case had split open and become more or less flat.
As a retired Aircraft Engineer and Instructor I just like say that was a very good lecture on the dynamics of aircraft tire systems vs automotive. Well done.
Hey joe, where are you from? I heard you sing your song "I bought the shoes". great song by the way, I hear your voice and I think FL.
Jeremy, you are a fantastic ambassador for the discipline of engineering! Your enthusiasm is a great motivator for kids and adults alike to get curious about what makes our modern way of living possible. I hope there are many parents who watch your videos together with their kids in order to get them inspired to solve the issues that this same modern way of living is causing right now.
Keep up the good work!
Amen.
I had no idea aircraft tires are electrically conductive. Really cool episode!
Thank you!
Lots of carbon black in the rubber, and till recently carbon loaded grease in the bearings, so they will not have arcing with the discharge. They have changed the grease formulas as well, so as to add in molybenum and other anti wear additives as well, to reduce the wear from the carbon on the bearing surfaces. The straight carbon loaded black grease is suprisingly abrasive, due to the carbon in it, but you do need a conductive grease that both will not build up, but also allow the bearings to spin freely at high speed, even with massive shock loading and temperature swings. Hard act to do, so there are a lot of specialty greases used by each manufacturer, all slightly different, and not always interchangeable
You have the most calm, relaxing presentation style. I’m an engineering student and really appreciate your efforts to educate us about the field.
Couldn't have said it better, the unassuming personal approach resonates well to old pro's as well as young students.
My dad is a retired TWA mechanic. As a young teenager, he took me to work at JFK airport (sadly that is something no child will likely ever experience again). One of the things he showed me was the huge hydraulic jack used to change tires and brakes. I also sat in the FO's seat while he started the engines on a 727 and taxied it over to the terminal from the hanger.
It's amazing how much thought and engineering goes into even the simplest-seeming parts of pretty much anything. Thanks for the video - it was very interesting!
Love how you break things down... Love to see you and Justin work together again....
I love the idea of a series focusing on the incredible engineering of flight! Yes please!!
Very fascinating subject. It would probably also be fascinating if you did a series on the engineering involved with top fuel dragsters and funny cars. The tires they use are pretty incredible as well.
Thank you for this video, I appreciate the time you put into this! Your videos should be shown in schools, educational but also get people to think in an entertaining way also! Thanks
Destin from Smarter every Day.
Mark Rober, from Sunnyvale.
steve
Love your passion and enthusiasm. You are indeed a great ambassador for engineering.
Got a big Smarter Every Day vibe from this video. You guys are awesome!
I think a video about the battery fires in the early 787 flights. In addition to the engineering challenges you mentioned, the 787 added in complexities in the design and manufacturing processes. I've been fascinated by this, and other lithium battery failures ever since we studied the 787 fires in college.
Never thought about this aspect of aircraft design before. Thanks for explaining all this. Great video.
When I was in engineering school (a million years ago) our Dean hijacked one our our lectures and asked us a single question: "You've been in university for several years, can you tell me, what is an engineer?" After listening to our responses for an hour, he said "You told me what an engineer DOES, but not what an engineer IS." After a few minutes he answered his own question: "An engineer is someone who does something 'just right'." He then elaborated about how engineers always have to balance conflicting drivers to achieve an optimum balance. Not maximum, but optimum. He was right. That was one of the most important lessons that I learned and that I applied over a long career in heavy industry. Now, I'm enjoying a second career as an associate professor, and you can be certain that I tell my students that same story and repeatedly remind them that engineering is all about compromise and optimization. Thank you for your videos - they are well researched, well presented and entertaining as well.
Such a great video. So well communicated and researched. You have a great gift for teaching in this short doco style. Fan from Australia
I always wondered about those little tyres and how they take the rigours of landing planes. Very interesting, thank you, for the answers and engaging way you relay them.
the irony is that those tires can't handle the high speeds cars are capable off. About 170 mph they can start to rip apart. most commercial and military acft land around 120 to 140 mph so there isn't a need to increase the cost to cover much higher speeds than that.
I had a piece of equipment one time that had airplane tires on it. They were 32 ply, and the sidewalls were over 2" thick. They were also rated at 200 miles per hour.
One of the absolute coolest videos I’ve ever seen! I’d never given this any thought whatsoever and now… mind blown!!! Thank you, Jeremy, for bringing us the amazing kind of content that no one else could!
Love you Jeremy. You talk in hard cold facts that people can understand.
By the end of each of your videos, I feel galvanized, thanks Jeremy
Great video, and a great example of how small details can matter a lot under certain circumstances.
You sir have an incredible ability to explain very technically advanced subjects! Thanks for another great video!!!
Jeremy, another excellent discussion One point I would make is the distribution of the weight on the mains vs the nose is significant. In the A/C I work on the BOW is around 50,000lbs the mains carry about 23-24 k lbs and the nose about 4-5k lbs when on the scales for weight and balance calculations. Nose tires about 120 psi and mains 200 psi we only use dry nitrogen to service. I love your passion keep up the good work
Agreed. There are other details like this I left out on purpose. For example tires that don't have brakes aren't "required" (according to the 1990's report I show in the video) to use nitrogen but I felt like I reached a point where too much detail made it less interesting and harder to follow.
@@Jeremy_Fielding thanks Jeremy you do a great job I’ll stay out of your editing room!!
@@scottjones462 I love nerdy details LOL
Majority of the loading on the 737 is dispersed through the main gears as they are placed close the the CG. The nose wheel isn’t carrying nearly as much and is much smaller than the main landing gear tyres.
737 also have their tires still exposed while in the up position as they found it cheaper and lighter than to have doors
I agree but you can’t imagine the amount of abuse a new FO puts on Nose wheels when first introduce to the 73! 😁🛫
You should consider a collaboration with Grady from the Practical Engineering channel. He's more of the civil engineering side of the profession, but it might be interesting to talk about how the two engineering disciplines interact.
It made me sleepy reading your comment ; ) because Jeremy connects with a smarter, more intense crowd like Destin in his collabs. But I'm sure you've seen the baseball cannon.
I think this would be a really good collab. Most of the reason they these tires can be engineered the way they do is the enormous engineering that goes into airfield pavements. I do airfield engineering work for a living, and even if you could get the same tire onto a semi ignoring the changes in how the tire is used, the road would just disintegrate below the truck. Military airfields are routinely 16” of the highest strength concrete available. I think a practical engineering collab on that side would be so cool.
I think this would be a really good collab. Most of the reason they these tires can be engineered the way they do is the enormous engineering that goes into airfield pavements. I do airfield engineering work for a living, and even if you could get the same tire onto a semi ignoring the changes in how the tire is used, the road would just disintegrate below the truck. Military airfields are routinely 16” of the highest strength concrete available. I think a practical engineering collab on that side would be so cool.
Love listening to your explanation of things
Yes! I love that moment at takeoff when you lift off the ground
Thankyou Jeremy. I wait for your content everyday.
Another interesting design of airliners is the windshield. Very different from your car because of safety and purpose. Pressurization and temperature differences make them amazing. Thanks for your informative videos.
Wonderfully presented. Thank you.
Great video! Great to see your son shares your enthusiasm. Heavy jets have higher speed ratings for their tires. The speed rating is marked on the tire. Strangely, all speeds for pilots and ATC are in knots (nautical miles per hour) but the tire speeds are marked in statute mph. Most of the 737s I've flown had 215 MPH tires while the heavier jets I've flown (767-332ER) had 235 mph tires. In the 767 at max weight you would normally liftoff close to V2, about 170 kts or (170X1.15= 195 mph) so there's a good margin in case you need to perform a partial or no flap landing with higher approach speeds. Finally, another benefit of higher tire pressure is hydroplaning. The types of hydroplaning are viscous, reverted rubber and dynamic. Dynamic hydroplaning occurs with water on the runway and it's 8.7 times the square root of the tire pressure for speed in knots. A 200 PSI tire will hydroplane at about 123 knots. For statute mph a good estimate is 9 times the square root of the tire pressure so a 38PSI tire will hydroplane at about 55mph. Cheers
I can't believe you haven't yet hit the 1M subscribers. You have well researched, accurate, and interesting contents. I was an aviation maintenance engineer for 15 years and you did hit all the points. I also admire your demonstrations and the length of the video.
You do such a great job without talking over people's head. So understandable for the lay person.
Oh man, aviation and engineering. I love it.
Happy little fella peering into the engine,Thanks for the nitrogen explanation
I love the way your mind works. Thanks so much for sharing
Its the landing that gets me. It requires amazing coordination had a great deal of skill to boot. It's the systems engineering that I see in the landing.
I love your enthusiasm.
Great content, and well presented.
Ty for your willingness to share your skills and gifts.
I'm with ya Jeremy. I own a light twin and I'm still amazed at what the landing gear and tires can handle even on a small scale.
This video is so carefully made. I love it!
What another greatly research video! Thanks Jeremy for all your hard work and a great subject to make a video about!
If you want to do a series on airplanes, I REALLY hope you connect with Captain Joe. I love his channel and he does some really cool videos on airplane engineering as well. There is a lot of overlap and it'd be so great to see you two getting airplane nerdy together on screen
Your curiosity, capacity to learn, and earned brilliance is truly amazing. Great stuff, sir. Thanks for expanding others’ knowledge, such as my own.
P.s. I had to edit, to include your ability to simply convey complexity. Good stuff.
Fascinating man and adorable little man. I love intelligent people and this guy brings it every time. Love this channel and would proudly support him as a patron just as soon as I catch up from 3 years of being off work for medical crap. ❤️
New favorite engineering channel!
Thank you for telling us about the tires.
Wow! What enlightenment about something that we take for granted, or, simply, have no idea of what engineering goes into the process.
As a bombardier A/C mech. I appreciate your video. Very well explained.
Great video. You are a wonderful teacher!
Really enjoyed learning about airplane tires. Flying will never be the same.
Jeremy, thank you so much for such a wonderful job explaining all that info. Being a airman in the Navy and a private pilot your info was very well presented.
I'm looking forward to following Along on this one I love this channel thank you Jeremy my best to you and yours God bless
One of the best examples of well written and edited videos. Real quality. Thank you sir 👏🏼
The whole construction amazes me tyers wings the lot.
I work for an automotive plastics manufacturer in the testing lab. We make nothing so critical as an airplane tire, but the level of scrutiny applied to mundane parts such as trim pieces is incredible. I cannot imagine the testing required for aircraft parts.
Jeremy is always a pleasure seeing you on RUclips teaching brother & explaining how invention are put together may God continue to bless you and the family.. all the best brother 🙂 👍🏿..
Jeremy, I work at Michelin as a maintenance technician. One of our machines makes Avion Tires, there are so many difference between Road and Avion Tires, just the wire alone goes from braided wire to solid wire. And instead of 2-3 packages of it on each side, you can have 6-8. They have to handle the force of a earth mover but go the speed of a race car. Great video!
Interesting video. Your explanations are excellent, very accessible for a wide audience.
I don't know why your video ended up in my feed, but I absolutely enjoyed it.
When I was in the Navy our C-9s had a "grounding strap" between the nose gear wheels. It was a strip of thick rubber with a woven steel belt layered in it. When the nose gear touched down the path to ground completed. There was always new steel to touch the ground due to abrasion. When it got almost too short it was replaced. It was about 1 1/2" wide. The bolt holding it to the gear was in contact with the steel belt and threaded directly into the gear. Elegantly simple and cheap design.
I'm impressed by the sheer quality of the explanations and the comprehensive coverage. A stellar teacher!
I'm an aircraft mechanic of 4 years and didn't lnow the tires were conductive, learned something new , thanks Jeremy
Wow! Great information on a subject I never gave thought to. Thank you for a great presentation.
One thing I've always wondered is how large aircraft during landing can flip their vertical stabilizers back and forth so quickly. In some cases, there must be incredible counterforces, and a worm drive doesn't seem to be (to me) reactive/quick enough to do the job, although obviously it does. Nice video!
The channel I didn’t know existed but I have to watch now!!!👍🏻👍🏻👍🏻👍🏻👍🏻
I enjoyed your film, Jeremy. Thank you for making it.
great...I have 5 plane rides in the next 4 months and I will be thinking about tires....actually, this was very interesting...as a mechanic, I always like to know how and why something works and you make it easy for everyone...thanks
I work on the ramp with Airbus A320's and A319's. The tires are much smaller than I first expected, and the gear assembly is massive! Reverse thrust help a lot with braking, allowing tires to be even smaller. The conductivity also reduces static charge to reduce chances of fire when fueling, and there are also big fans integrated into the hub assembly of the tire to help expel heat! On a cold day it's nice to stand next to it :)
Jeremy, thanks for this information. Just two adds to what you said. One, the grooves are called sipes. There's a good bunch of information on that. Second, used commercial aircraft tires can be used on various agricultural applications. One that comes to mind is manure spreaders.
I have used commuter aircraft tires on carts, and they work well with go-kart rims. The two most common sizes I use are 5" and 6". As you mentioned, split wheels are required for these as well, for one fundamental reason. Instead of steel cords in the bead, these have a steel ring that keeps it's shape under varying circumstances. The tires are definitely overrated for my applications, but when they are deemed not flight worthy, there are further uses beyond that.
Mind. Blown.
As a former aircraft mechanic of private aircraft I always enjoyed working on airframe structures, repairs etc. Maybe an idea for this continuing series would be how airframes are designed to be lightweight yet strong. Monocoque and semi-monocoque design, ribs and stringers with the thin sheet metal overlay. Just a suggestion. Enjoy all your videos and your enthusiasm for engineering! 👍
brilliant man, great research and presentation. If you were a teacher at any level, you'd be everyone's favorite life changing teacher!
Fascinating topic! I learned a lot from this video. One thing that comes to mind about tire size is rotational inertia. It takes less energy to get a small tire spinning than a large one. That suggests it takes less friction on landing to get the tire spinning.
Thank you for doing this!
Excellent explanation! Loved it!!
Great Thank You Very Much
My favourite youtuber explaining my favourite topic Aerodynamics and Airplanes. Man I love you to death!
Wow. I had no idea! What a great video. Thanks so much!
As someone who never contemplated anything about aircraft tires... wow.
I have a whole new appreciation! Thank you. This is an excellent video.
Awesome video, thank you so much.
Excellent explanations that are simple enough for an average person, yet detailed enough for the technical type.
This is the first of your videos that I have watched. I look forward to seeing more of your videos, now that I subscribed.
You are very passionate and gifted … kept up :)
I’ve seen a couple of your videos now and thank you for them, sir! Especially this one interested me as I just crave knowledge in general. I’ve always kept that childhood wonder and amazement with large machines and the sheer miracle of flight, but never put much real thought toward the tires having to endure what they do.
Thanks again Jeremy, sub well earned!
you are a great man thankyou
I once walked beneath a 747, toward the terminal at Frankfurt. We didn't have a gate because we aborted our final at about 400 feet, flew to Koln, fueled, returned to Frankfurt. After putting the 747 through its paces safely getting out of the pattern, the pilot calmly informed of us why we aborted (aircraft on the runway), that we were low on fuel after flying from Johannesburg, and heading to Koln. Love those matter-of-fact German pilots. We disembarked on a stair truck in Frankfurt and walked beneath the wings because it was pouring freezing rain when we arrived. A Lufthansa mechanic noticed me marveling at the aircraft. He gave me a quick tour of the main landing gear and the gear stowage as security hustled us toward the terminal. I felt like a kid. Best flight of my life. The things that pilot did with that massive aircraft amazed me.
This was really awesome! This is exactly why I love RUclips
I really appreciate your passion for science and engineering. This was a dope and interesting video. 💙
Nicely done Sir! Thorough, accurate, yet accessible explanations. Relevant video. As an engineer with nearly 40 years of experience, and a lifelong aviation enthusiast, I commend your efforts.
Love it. Thanks for a most enlightening video.
This video hits close to home as an Airframe & Powerplant certificate holder. I appreciate your interest in the topic. Let me know if you need any information on the topic, I have a lot of resources.
Most interesting video about something I see all the time but have never thought about that I've seen in a long time!
love your channel and i love aviation content! thanks jeremy
Jeremy you rock!
Great stuff. Thanks for the hard work going into these videos.
I enjoy the way you always present the material, your fascination with engineering is evident. Keep up the good work! RD