In the previous blog, we have discussed a lot about the aircraft as I am enthusiastic to learn about aircraft and various application aspects of it. Thus, sharing my knowledge with everyone. In my last blog, I had raised a question to the audience about why pilots sit on the left-hand side of the aircraft and first officer on the right. I only received some replies for it to be answered for which I will make a writeup soon.
Many factors affect the tire's rigidity and property such as rubber abrasion, the weight of the aircraft, the landing speed, contact surface, environmental conditions, and the inflation pressure.
An aircraft subject to tonnes of weight due to that we require tires which have good strength and quality. Basically, the aircraft tires are certified to run at 370 km/hr or 200 knots which is nearly like a Formula racing cars. However, aircraft tires are inflated approximately 5 times that of a car tire, which is nearly 210 psi to carry/withstand the massive weight of an aircraft. As aircraft tire is subjected to different climatic conditions, therefore, the air becomes volatile so the tires are filled with Nitrogen. The Nitrogen (inert) gas properties do not react with the tire and the rim metal, hence, it is used for an aircraft tire. Moreover, Nitrogen does not contain any water vapor so there will be no problem during landing in lower temperatures.
In general, an aircraft tire can make 150-200 landings/take-off cycles before replacing or retreading them. Retreading is a process of making a tread profile on the tires by using remolded tire strips to make the tire work for some more cycles. The aircraft tires are also equipped with a valve/ fusible plug that prevents overheating and blow out of the tires. The plug helps the tire to deflate at a constant rate and prevents the explosion or any unwanted situation.
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