l, copy - dtic · 2011. 5. 15. · ,~~ ,l, copy report no. dot/faa/as-90-1 assistant administrator...

,~~ ,L, COPY

REPORT NO. DOT/FAA/AS-90-1

Assistant Administratorfor Airports Reliability and performanceWashington, D. C. 20591 of Friction Measuring Tires

and Friction EquipmentCorrelation

0o

cThomas H. Morrow, C.E., P.E.

0 Office of Airport Safetyand StandardsFederal Aviation AdministrationWashington, D. C. 20591

March 190DTC

JUN '2 1990

Final Report B

This Document is available to theU. S. Public through the NationalTechnical Information Service,Springfield, VUrginia, 22161

U.S. Department of Transportation

r'ekwal A1kf4M 0kmnstrato' 2,:i 14 0

NOTICE

This document is disseminated under the sponsorship of theU. S. Department of Transportation in the interest ofinformation exchange. The United States Governmentassumes no liability for the contents or use thereof.

NOTICE

The United States Government does not endorse products ormanufacturers. Trade or manufacturers' names appear hereinsolely because they are considered essential to the objectiveof this report.

Te, ,'aI P.'rpirl Dqcumntation Page

1. Report No. . G.-er.nmenl AecAs&:on N- 3. R ci;i.'t Ccalog Na.

DOT/FAA/AS-90-1 14. Title and Subtitle R- Oaa

Reliability and Performance of Friction Measuring March 1990

Tires and Friction Equipment Correlation 6. Porfarmig Ose.niot,,on Code

AAS-2003. Perfo-minT Organization Report No.

7. Aut io~l)

Thomas H. Morrow, P.E. AS-90-19. Performing Organization Name and ArJdras !0. Work Unit t. (TRAIS)

Office of Airport Safety and StandardsFederal Aviation Administration 11. Co.ntact o, Grant No.

800 Independence Avenue, SouthwestWashington, DC 20591 ond T. .J R.zr,. Period Co-.,,e

12. Sponsoring Agency Nome and % , s

U.S. Department of TransportationFederal Aviation Administration Final ReportAssistant Administrator for Airports 14.Sp....inn Agen--/ Cod.

800 Independece Avenue, SW ARP-IAgah i Qgt OR, .20591 A-___________

1s. su-pplovntary Notes

Distribution: A-X(AS)-2; A-FAS-I(LTD)

16. AbstractThis report contains the description and results of a test program conducted by theFederal Aviation Administration (FAA) at the National Aeronautics and SpaceAdministration (NASA) Wallops Flight Facility (WFF) located at Wallops Island,Virginia. The field tests were conducted in August 1989.

The purpose of the test program was twofold: (1) to establish the reliability,performance and consistency of friction measuring tires used by qualified frictiondevices; and (2) select th best-performing tire(s) for friction equipmentcorrelation for maintenance purposes.

Four friction devices were used with their self wetting systems on five types ofpavement surfaces. Tests were conducted at speeds of 40 and 60 mph (65 and 95 km/h).A total of 1,643 test runs were conducted, which resulted in 2,725 data points.156 regression analyses were performed for the tire performance evaluation and 31regression analyses for friction equipment correlation.

The results showed that the McCreary tire performed best on the Saab Friction Tester(SFT), Runway Friction Tester (RFT) and Skiddometer (SKD). The Dico Tire performedthe best on the Mu Meter (MUM).

The tire composition given in ASTM E 524 for the McCreary tire will be included in a

new ASTM specifications that will have the same tire dimensions given in ASTM E 630.Thm nTrc~l tr i e- boe ineluded in the

Tire Performance, Document is available to the ublic throughFriction Equipment, the National Technical Information Service,Correlation, Springfield, Virginia 22161

19. Securty ClosiF. (of this report) 23. Sacwri ty Cl.Asi . "of thi pap*) 2;. No. of Pages 22. Price

Unclassified Unclassified 377

Form DOT F 1700.7 (8-72) Reproductio" of completed pog* outhorlz-d

i

PREFACE

The author wishes to acknowledge the support of the Federal AviationAdministration (FAA) Technical Center personnel in their exemplary performance insupporting a very complex field test program at the National Aeronautics and SpaceAdministrations (NASA) Wallops Flight Facility located at Wallops Island, Virginia. Theproject manager for the FAA Technical Center was Rick Marinelli. The assistance of Dr.Satish Agrawal, manager of the Airport Technology Branch, was greatly appreciated. Thesupport personnel from the FAA Technical Center, including students hired for thesummer, operated and maintained the vehicles in an outstanding manner to meet thevery difficult daily schedule.

The author is especially grateful to Ms. Gladys Clayton of the Airport Systems andTechnology Branch at FAA Washington Headquarters, who contributed many long hourscompiling data and conducting statistical analyses. Her technical support in datamanagement was critical to the success of the program.

The test tires for the program were provided by Louis Barota of the McCreary Tireand Rubber Company and Eric Erickson of the Dico Tire, Inc. The Dunlop Tires werepurchased from Bill Sisson of Saab Scania of America.

The cooperation and assistance by Brooks Shaw, NASA Wallops Flight Center, wasgreatly appreciated. His support in providing all the necessary clearances to work onthe runway, especially over a weekend, assured the continuity and success of theprogram.

Also, special thanks to Tom Yager, Senior Project Engineer at NASA LangleyResearch Center located at Hampton, Virginia, for his technical support and assistancethroughout the program. Mr. Yager is the Chairman of the ASTM E 17.21Subcommittee, which requested the Tire Performance study.

The FAA owned all but one of the friction measuring devices, the Runway FrictionTester. K. J. Law Engineers, Inc., donated the use of their Runway Friction Tester,personnel and time to provide support to the program. Their participation assured thatdata from all qualified friction measuring equipment would be obtained for the tireperformance evaluation. Their personnel operated and maintained the vehicle in a highlyprofessional manner. Messrs. Francis Schwartz, Daniel Hamel and Wade Jensen providedthe author with technical support during the program.

The author greatly appreciates the support and encouragement of Interlog, especiallyDaniel Ho, who assisted in the preparation of the manuscript into Desktop Publishingformat.

ii

I

EXECUTIVE SUMMARY

The FAA conducted a tire performance evaluation and friction equipmentcorrelation study in August 1989 at NASA Wallops Flight Facility located at WallopsIsland, Virginia. The study was performed in response to a request by the AmericanSociety for Testing and Materials (ASTM) to evaluate the performance of tiresmanufactured according to ASTM specifications ASTM E 524 and ASTM E 670.

Some 1,650 tests were conducted on five types of surfaces using three differentbrands of tires and four different types of friction measuring devices. Friction tests wereconducted at speeds of 40 and 60 mph (65 and 95 kn/h), using the devices self watersystem on dry test surfaces. The water was applied at a depth of 0.04 inches (1 mm).The analyses conducted involved 156 reliability and performance studies and 31correlation comparisons.

Limits of acceptability were established for the data evaluation. The McCreary tireperformed best on the Runway Friction Tester (RFT), Saab Friction Tester (SFT), and theSkiddometer (SKD). The Dico tire performed best on the Mu Meter (MUM).

The tire formulation given in ASTM E 524 specification for lock-wheel trailers willbe put into a new ASTM standard to describe the characteristics of the McCreary tire.The present E 670 specification will contain the specifications for the Dunlop and Dicotires.

0 fCAccession For

DTIC TAB oJust irtcatio

By .. ...

DI Otrj.tutj

Avh11bl!ity Codes

AvMail a d/orDist I Speeial

iii (and iv) 1

TABLE OF CONTENTS

INTRODUCTION ........................................................................................ 1

1.1 BACKGROUND ............................................................................... 1

1.2 PURPOSE OF THE TEST PROGRAM ............................................ 1

1.3 ASTM REQUEST FOR TIRE PERFORMANCE STUDY .................... 1

1.4 TIRE MANUFACTURERS COMMITMENT ..................................... 2

1.5 PRELIMINARY NASA TIRE TESTS ................................................ 2

1.6 CERTIFICATION OF NEW TIRES .................................................. 2

1.7 TIRE ALLOTMENTS ...................................................................... 3

1.8 TIRE FOOTPRINT AREA ............................................................... 3

1.9 METRIC UNITS ............................................................................ 3

2. DISCUSSION ............................................................................................ 4

2.1 TEST LOCATION .......................................................................... 4

2.2 PROGRAM PLAN .......................................................................... 4

2.3 TEST SITE LOCATIONS AT NASA WFF ....................................... 4

2.4 TEST PROCEDURES ...................................................................... 4

2.5 STATISTICAL ANALYSIS ............................................................... 8

2.6 DESCRIPTION OF TEST SITES .................................................... 8

2.7 GENERAL DESCRIPTION OF FRICTION EQUIPMENT .................. 10

3. EVALUAT1ON OF TIRE PERFORMANCE .................................................. 23

3.1 DESIGN OF AN EXPERIMENTAL TEST PLAN .............................. 23

v

3.2 DEVELOPMENT OF LIMITS OF ACCEPTABILITY ......................... 24

3.3 RATIONALE FOR EVALUATION METHOD ................................... 25

3.4 EVALUATION OF McCREARY TIRE PERFORMANCE ................... 26

3.5 EVALUATION OF DICO TIRE PERFORMANCE.... ............. 31

3.6 EVALUATION OF DUNLOP TIRE PERFORMANCE ........................ 37

3.7 TIRE PERFORMANCE SUMMARY PER FRICTIONEQUIPM ENT ................................................................................... 42

3.8 SUMMARY OF OVERALL TIRE PERFORMANCE ........................... 47

4. CORRELATION OF FRICTION EQUIPMENT ........................................... 48

4.1 DEVELOPMENT OF CORRELATION PARAMETERS ..................... 48

4.2 TIRE PERFORMANCE EVALUATION ............................................. 49

4.3 OVERALL SUMMARY OF TIRE PERFORMANCE ........................... 51

4.4 SELECTION OF BEST PERFORMING TIRE(S)FOR CORRELATION ..................................................................... 51

4.5 DEVELOPMENT OF CORRELATION BETWEENFRICTION EQUIPMENT ................................................................. 52

4.6 CORRELATION TABLE ................................................................... 59

4.7 EXAMPLE OF COMPUTER SET-UP FORREGRESSION ANALYSIS ............................................................... 59

S. CONCLUSIONS ......................................................................................... 60

5.1 FRICTION EQUIPMENT PERFORMANCE ...................................... 60

5.2 PERSONNEL PERFORMANCE ...................................................... 60

5.3 TIRE PERFORMANCE ................................................................... 60

5.4 FRICTION EQUIPMENT ACCESSORIES ......................................... 61

vi

6. R EAM ENATIONSN .............................................................................. 62

6.1 GENERAL RECOMMENDATIONS .................................................... 62

6.2 RECOMMENDATIONS TO REVISION OF STANDARDS ................ 62

6.3 RECOMMENDATIONS TO TIRE MANUFACTURERS ..................... 63

6.4 RECOMMENDATIONS TO FRICTION EQUIPMENTMANUFACTURERS ........................................................................ 64

7. REFERENCES ............................................................................................ 65

vii

UST OF FIGURES

FIGURE 1. RUNWAY SCHEMATIC FOR NASA WALLOPSFLIGHT FACILITY SHOWING LOCATIONSOF TEST SECTIONS ..................................................... S

FIGURE 2. SCHEMATIC OF RUNWAY 4-22 TEST SURFACESAT NASA WALLOPS FLIGHT FACILITY ....................... 9

FIGURE 3A. SURFACE A; UNGROOVED CONCRETE WITHCANVAS BELT DRAG TREATMENT .............................. 11

FIGURE 3B. SURFACE B; GROOVED CONCRETE WITHCANVAS BELT DRAG TREATMENT .............................. 12

FIGURE 4. SURFACE D; UNGROOVED CONCRETE WITHLONGITUDINAL BURLAP DRAG TREATMENT ............ 13

FIGURE 5. SURFACE K; UNGROOVED ASPHALT WITHLIQUID ASPHALT TREATMENT ................................... 14

FIGURE 6. SURFACE P; ALUMINUM PLATES MOUNTEDON ASPHALT CONCRETE ............................................ 15

FIGURE 7. CLOSE-UP VIEW OF THE MARK 4MU METER TRAILER .................................................. 19

FIGURE 8. OVERVIEW OF THE MARK 2 SAABFRICTION TESTER AUTOMOBILE ................................ 20

FIGURE 9. OVERVIEW OF THE M 6800 RUNWAYFRICTION TESTER MINIVAN ....................................... 21

FIGURE 10. OVERVIEW OF THE BV-11SKIDDOMETER TRAILER .............................................. 22

viii

LIST OF TABLES

TABLE 1. DESCRIPTION OF PAVEMENT SEGMENTS ........................ 10

TABLE 2. FRICTION MEASURING EQUIPMENT TESTTIRE CONDITIONS ............................................................. 16

TABLE 3. CODED TIRE COMBINATIONS FORSTATISTICAL ANALYSES .................................................... 23

TABLE 4. McCREARY TIRE PERFORMANCE ONRUNWAY FRICTION TESTER .............................................. 43

TABLE 5. McCREARY TIRE PERFORMANCE ONSAAB FRICTION TESTER .................................................. 43

TABLE 6. McCREARY TIRE PERFORMANCE ONSKIDDOMETER ................................................................. 43

TABLE 7. McCREARY TIRE PERFORMANCE ONM U M ETER ........................................................................ 44

TABLE 8. DICO TIRE PERFORMANCE ONRUNWAY FRICTION TESTER ........................................... 44

TABLE 9. DICO TIRE PERFORMANCE ONSAAB FRICTION TESTER .................................................. 44

TABLE 10. DICO TIRE PERFORMANCE ON SKIDDOMETER ............... 45

TABLE 11. DICO TIRE PERFORMANCE ON MU METER ..................... 45

TABLE 12. DUNLOP TIRE PERFORMANCE ONRUNWAY FRICTION TESTER ........................................... 45

TABLE 13. DUNLOP TIRE PERFORMANCE ONSAAB FRICTION TESTER. .................................................. 46

ix

TABLE 14. DUNLOP TIRE PERFORMANCE ON

SIUDDOMETER. .................................................................... 46

TABLE 15. DUNLOP TIRE PERFORMANCE ON MU METER. .............. 46

TABLE 16. OVERALL SUMMARY OF TIRE PERFORMANCEON FRICTION EQUIPMENT ................................................ 47

TABLE 17. OVERALL SUMMARY OF TIRE PERFORMANCE ONFRICTION EQUIPMENT CORRELATION ............................ 51

TABLE 18. CORRELATION SUMMARY BETWEEN FRICTIONEQUIPMENT USING THE McCREARY TIRE ....................... 56

TABLE 19. CORRELATION SUMMARY BETWEEN FRICTIONEQUIPMENT USING THE McCREARY/DICO TIRE ............. 57

TABLE 20. CORRELATION SUMMARY BETWEEN FRICTIONEQUIPMENT USING THE DUNLOP TIRE ........................... 58

TABLE 21. CORRELATION OF MU VALUES FOR FRICTIONMEASURING EQUIPMENT USING THEMcCREARY/DICO TIRE AND SELF WATER SYSTEMAT SPEEDS OF 40 AND 60 MPH ....................................... 59

TABLE 22. CORRELATION OF MU VALUES FOR FRICTIONMEASURING DEVICES USING THE SELF WATERSYSTEM AT THE SPEED OF 40 MILES PER HOUR .......... 63

TABLE 23. CORRELATION OF MU VALUES FOR FRICTIONMEASURING DEVICES USING THE SELF WATERSYSTEM AT THE SPEED OF 60 MILES PER HOUR .......... 63

x

LIST OF APPENDICES

APPENDIX A ASTM REQUEST FOR TIRE PERFORMANCE EVALUATION PROGRAM

APPENDIX B TIRE MANUFACTURER CERTIFICATION

APPENDIX C VERTICAL LOAD VERSUS NET FOOTPRINT AREA OF TIRES USED ON THEFRICTION EQUIPMENT AT PRESSURES OF 10 AND 30 PSI

APPENDIX D CATALOG SHOWING TEST TIRE IDENTIFICATION

APPENDIX E TEXTURE DEPTH MEASUREMENTS FOR TEST SURFACES AT NASA WALLOPSFLIGHT FACILITY

APPENDIX F PROGRAM SCHEDULE

APPENDIX G DAILY TEST iUN SEQUENCE

APPENDIX H SUMMARY OF FIELD DATA LOG FOR McCREARY TIRE

APPENDIX I SUMMARY OF FIELD DATA LOG FOR DICO TIRE

APPENDIX J SUMMARY OF FIELD DATA LOG FOR DUNLOP TIRE

APPENDIX K EXAMPLE OF DATA ENTRY INFORMATION

APPENDIX L REGRESSION ANALYSIS CHARTS SHOWING GRAPHIC PRESENTATION OF THEPERFORMANCE AND RELIABILITY OF THE McCREARY TIRE MOUNTED ON FOURFRICTION DEVICES USING SELF WATER SYSTEM AT SPEEDS OF 40 AND 60MPH

APPENDIX M REGRESSION ANALYSIS CHARTS SHOWING GRAPHIC PRESENTATION OF THEPERFORMANCE AND RELIABILITY OF THE DICO TIRE MOUNTED ON FOURFRICTION DEVICES USING SELF WATER SYSTEM AT SPEEDS OF 40 AND 60MPH

APPENDIX N REGRESSION ANALYSIS CHARTS SHOWING GRAPHIC PRESENTATION OF THEPERFORMANCE AND RELIABILITY OF THE DUNLOP TIRE MOUNTED ON FOURFRICTION DEVICES USING SELF WATER SYSTEM AT SPEEDS OF 40 AND 60MPH

APPENDIX 0 PROCEDURES FOR CONDUCTING LINEAR REGRESSION ANALYSES

APPENDIX P SUMMARY TABLES SHOWING THE RESULTS OF THE LIMITS OF ACCEPTABILITYEVALUATION BASED ON PERFORMING REGRESSION ANALYSES OF VARIOUSCOMBINATIONS OF BATCHES AND SERIES OF McCREARY TIRES MOUNTED ONFOUR FRICTION DEVICES USING SELF WATER SYSTEM AT SPEEDS OF 40 AND60 MPH

)i

APPENDIX Q SUMMARY TABLES SHOWING THE RESULTS OF THE LIMITS OF ACCEPTABILITYEVALUATION BASED ON PERFORMING REGRESSION ANALYSES OF VARIOUSCOMBINATIONS OF BATCHES AND SERIES OF DICO TIRES MOUNTED ON FOURFRICTION DEVICES USING SELF WATER SYSTEM AT SPEEDS OF 40 AND 60MPH

APPENDIX R SUMMARY TABLE SHOWING THE RESULTS OF THE LIMITS OF ACCEPTABILITYEVALUATION BASED ON PERFORMING REGRESSION ANALYSES OF VARIOUSCOMBINATIONS OF BATCHES AND SERIES OF DUNLOP TIRES MOUNTED ONFOUR FRICTION DEVICES USING SELF WATER SYSTEM AT SPEEDS OF 40 AND60 MPH

APPENDIX S REGRESSION ANALYSIS CHARTS SHOWING GRAPHIC PRESENTATION OF THECORRELATION BETWEEN FOUR FRICTION DEVICES MOUNTED WITH THEMcCREARY TIRE USING THE SELF WATER SYSTEM AT SPEEDS OF 40 AND 60MPH

APPENDIX T REGRESSION ANALYSIS CHARTS SHOWING GRAPHIC PRESENTATION OF THECORRELATION BETWEEN FOUR FRICTION DEVICES MOUNTED WITH THEMcCREARY/DICO TIRE USING THE SELF WATER SYSTEM AT SPEEDS OF 40AND 60 MPH

APPENDIX U REGRESSION ANALYSIS CHARTS SHOWING GRAPHIC PRESENTATION OF THECORRELATION BETWEEN FOUR FRICTION DEVICES MOUNTED WITH THEDUNLOP TIRE USING THE SELF WATER SYSTEM AT SPEEDS OF 40 AND 60MPH

APPENDIX V EXAMPLE OF COMPUTER SET-UP FOR REGRESSION ANALYSIS

APPENDIX W CALIBRATION ADJUSTMENT FACTOR FOR RUNWAY FRICTION NUMBERS

xii

1. INTRODUCION

1.1 BACKGROUND

On September 29, 1978, the Federal Aviation Administration (FAA) contracted aconsulting engineering firm to conduct a two year study called the National RunwayFriction Measurement Program (NRFMP). This program consisted of conducting runwayfriction measurements and evaluation of pavement surface conditions on 491 runwaysand 268 airports within the contiguous United States. The specific objectives of theprogram were to: (1) update, expand and disseminate improved guidance materialcontained in Advisory Circular AC 150/5320-12, Methods for the Design, Constructionand Maintenance of Skid Resistant Airport Pavement Surfaces; (2) provide airportmanagers with timely input from the friction and pavement condition surveys to budgettheir fiscal programs for whatever improvements necessary as determined from thefindings in those surveys; (3) increase the effectiveness of the 1982 Airport and AirwayImprovement Program (AAIP) by identifying the airport construction methods that aremost cost effective in providing excellent drainage and friction properties; and (4)enhance safety at airports by reducing the hydroplaning potential and improving runwaypavement surface friction characteristics by developing recommendations for improvedmaintenance and maintenance monitoring practices.

One of the major findings in the study concerned friction measuring tires.Occasionally, they varied by as much as 10 mu numbers between batches. This wasattributed to poor quality control by the manufacturer of the tires. From time to time,reports have been given to FAA concerning differences between tires of different batcheswhen tested on pavements under similar conditions. Additionally, the price of tires hasincreased dramatically over the years. The immediate availability of replacement tiresfrom the manufacturer has also been a problem, according to reports from airportoperators that own friction equipment.

1.2 PURPOSE OF THE TEST PROGRAM

The purpose of the test program was twofold: (1) to establish the reliability,performance and consistency of tires used on friction measuring devices; and (2) toselect the best performing tire(s) for use on friction equipment by which correlationcriteria for maintenance purposes are determined.

1.3 ASM REQUEST FOR TIRE PERFORMANCE STUDY

During a June 1988 ASTM E 17.21 subcommittee meeting on Field Methods forMeasuring Tire Pavement Friction, the subject of friction measuring tire costs and quality

control was discussed. A proposal was made by the ASTM committee to seek a tiremanufacturer that would be interested in constructing a tire with the exact samedimensions as the Dunlop RL2 tire. The tire would be constructed according to theformulation given in ASTM E 501 and ASTM E 524 specifications. A letter was sentfrom the ASTM E 17.21 subcommittee chairman to FAA Headquarters requesting FAAsupport in providing test vehicles and personnel to participate in the evaluation of a newtest tire at NASA Wallops Flight Facility. Reference letter in Appendix A.

1.4 TIRE MANUFACTLJRERS COMI¢ TMENT

A representative from McCreary Tire and Rubber Co. of Indiana, Pennsylvania,which currently produces the ASTM E 501 and ASTM E 524 test tires used on the ASTME 274 Skid Trailer, indicated that the tire company could make test tires to RL2 tiredimensions for evaluation as early as Fall 1988.

During the interim, a second tire manufacturer, Dico Tire Inc. of Clinton,Tennessee, stated that they could produce a tire formulated to ASTM E 670specifications. This formulation would vary somewhat from the rubber formulation usedin ASTM E 501 and ASTM E 524 specifications.

1.5 PRELIMINARY NASA TIRE TESTS

Preliminary tests performed by NASA Langley using the Instrumented Tire TestVehicle have indicated similar friction performance between the two test tires and theDunlop RL2 tire. More extensive and statistically complete tests are required with thecurrently approved FAA runway friction measuring vehicles, to determine the reliability,performance and correlation of these new tires accurately. This report presents theresults of the tire performance evaluation.

1.6 CERTIFICATION OF NEW TIRES

The manufacturer of the McCreary tires certified by letter that the tires met theCompounding of Oil-Extended Styrene-Butadiene Blend Rubber (SBR) Tread and thePhysical Requirements of Tread Compound, as contained in ASTM E 501 and ASTME 524 specifications and the tire dimensions given in ASTM E 670 specification for theMu Meter Tire.

The manufacturer of the Dico tire certified by letter that the tires met thecompounding, physical requirements and tire dimensions, as contained in ASTM E 670specification.

The Certification letters are attached in Appendix B.

2

1.7 TIRE ALLOTMENTS

NASA Langley was shipped the following allotment of tires from the U.S. tiremanufacturers:

McCreary Ten (10) tires from batch number 1Ten (10) tires from batch number 2

Dico Ten (10) tires from batch number 1Ten (10) tires from batch number 2

NASA Langley personnel brought the tires to Wallops Flight Facility for the testprogram.

The FAA Technical Center provided the following RL2 tires at Wallops FlightFacility for the test program:

Dunlop Ten (10) tires from batch number 1, (100/B4C4338)Dunlop Ten (10) tires from batch number 2, (100/E4C4338)

1.8 TIRE FOOTPRINT AREA

NASA Langley measured tire footprints and conducted laboratory tests usingvertical loads ranging from 50 to 800 lbs (20 to 360 kg), for all three different test tiresat inflation pressures of 10 and 30 psi (70 and 200 KPa). The results of these tests arepresented in the charts located in Appendix C.

NASA Langley loaned the FAA four Pressure Dial Gages, capable of measuringpressures ranging from 0 to 60 psi (0 to 400. KPa), which were recalibrated in July1989. Each vehicle operator was responsible for the tire gages and for checking the tirepressures according to the manufacturer's Instruction Manual.

1.9 METRIC UNITS

The values given in parenthesis are S[ units and are not exact equivalents, therefore,each system must be used independently of the other, without combining values in anyway.

3

2. DISCUSSION

2.1 TEST LOCATION

The test program was conducted at the National Aeronautics and SpaceAdministration (NASA) Wallops Flight Facility (WFF), Wallops Island, Virginia. The sitewas selected by the Federal Aviation Administration (FAA) because the facility offeredseveral types of pavements, constructed with various textural and drainage characteristics,including saw-cut grooves. The pavement segments chosen for the program include awide range of friction characteristics. The facility offers an excellent location forperforming friction tests. It has very limited aircraft operations, resulting in only minorinterruptions to the test program. Prior to starting the test program, the procedures forair traffic control were coordinated with the tower for the FAA test personnel toevacuate the runway when aircraft approached the airport for landing. Two-way radiocommunications between the tower and FAA personnel were used to assure that themaximum safety margin was maintained at the facility at all times.

2.2 PROGRAM PLAN

Five test segments were selected at the NASA Wallops Flight Facility that wereknown to give a wide range of friction values. To meet the objective of the program, asignificant number of test runs had to be conducted at each test site location to acquirea sufficient amount of data to conduct the statistical analyses necessary to generate therelationships as defined in paragraph 1.2. The number of tests required to apply thesemathematical techniques was determined by previous tests conducted at the WallopsFlight Facility.

2.3 TEST SITE LOCATIONS AT NASA WFF

Three test site locations were selected for the tests. One was located on runway4-22 and the other two on the taxiway adjacent to runway 4-22. The segments selectedon runway 4-22 were D, B, and A. The segments selected on the taxiway were Kand P. Figure 1 shows the test site locations at the NASA Wallops Flight Facility.

2.4 TEST PROCEDURES

2.4.1 Cataloging Tires. Since there were three tire manufacturers involved in thetest program, and some 60 tires, it was essential that all tires be properly cataloged foridentification, with the codes as presented in Appendix D.

4

CONTROL TOE

R/W 4/22:2667 x 46m 18750 x 150 ft)N R/W 10/28:2438 x 61m (8000 x 200 It)

FIGURE 1. RUNWAY SCHEMATIC FOR NASA WALLOPS FLIGHT FACILITYSHOWING LOCATIONS OF TEST SECTIONS

5

A total of 10 tires were used for each day's tests, which represented one batch and twoseries within that batch. Tire pressures were measured by a calibrated tire pressuregage. The useful life for each manufacturers tire will be determined in another testprogram.

2.4.2 Equipment Calibration. All friction equipment in the program wascalibrated according to the manufacturers instructions prior to conduct of each day's testprogram. Whenever tire changes were required, the friction device was recalibrated.

2.4.3 Equipment Maintenance. Test personnel were responsible for equipmentmaintenance. This was emphasized during the entire test program to assure that theequipment was working properly.

2.4.4 Texture Depth Measurements. Texture depth measurements were made onpavement segments D, B, A, K and P. The average was based on three measurementstaken in each segment. The measurements were taken by NASA Langley personnel,using the NASA Grease-Smear Method. Appendix E shows the results of thesemeasurements.

2.4.5 Program Schedule. The schedule for the test program is given in AppendixF. The daily schedule was dependent upon good weather, which, fortunately, occurredfor the duration of the test period.

2.4.6 Test Run Sequence Schedule. Three primary test sites were used at NASAWallops Flight Facility. The program required six days to complete. Four test teamscomposed of two personnel each, were assigned to complete 72 runs per day. 288 runsper day or a total of 1,728 runs were planned for the test program. However, as inmany major programs, there were extenuating circumstances that prevented completionof all the planned runs. Maintenance problems occurring with several of the frictiondevices, time constraints, exhaustion of test personnel, were but just some of the reasonsthat a few of the test runs were not completed. Even so, 95 percent of the program, or1,643 runs were completed. Appendix G gives the order of the test run sequences.Modifications in the order were made due to mitigating circumstances and events thatoccurred at the test site locations.

2.4.7 Test Run Sequence Records. All test runs were recorded on the Field DataLog sheets and the data accrued is presented in Appendices H through J. The testpersonnel were instructed on the importance of recording accurately the mu averagesfrom the friction trace to the Field Data Log sheet. Each team was assigned to operatea particular friction measuring device and were furnished a set of instructions for thedays work. A filing system was set up to manage the data accrued at the test site.

6

2.4.8 Field Data Entry Information. The test teams were instructed to furnish theinformation listed in Appendix K into the computer for each test run conducted in theprogram. The purpose of this request was to assure that all data accrued would becorrectly labeled and identified so that the various statistical analyses could be performedwith confidence.

2.4.9 Mlanpower Requirements for the Program. The following manpower wasused to conduct the program in an efficient manner:

Field Test Program Coordinator 1 person.(Field Program Manager)

Assistant Test Program Coordinators 3 personnel.

(Test Site Supervisors)

Friction Equipment Operators:

4 experienced friction equipment personnel.4 drivers for the vehicles.

Data Analysis personnel 2 personnel

2.4.10 Briefing of Test Personnel. Before starting the test program, a briefing ofall test personnel was given to inform them of the test procedures and expected dailyassignments. This was very important to the successful completion of the program andresulted in its smooth operation without any major delays or misunderstandings.

2.4.11 Data Acguisition. A total of sixty tires were tested in the program. Threetire manufacturers provided two batches of tires, each batch containing ten tires. Eachbatch was divided into two series, each series cotitaining 5 tires. Four friction measuringdevices were used in the program. Three required one tire and the fourth required twotires, which accounted for the five tires used in a series. The friction devices were drivenat two test speeds of 40 and 60 mph (65 and 95 km/h) over five different types ofsurfaces. These surfaces were selected to provide the widest possible range of frictionvalues at the Wallops Flight Facility. A total of 288 test runs were conducted for sixdays, or a total of 1,643 runs for the entire program. This resulted in a total of 2,725data points accrued in the test program.

2.4.12 Data Reduction. Since the pavement segments were less than the standard500 ft (150 m) length, they ranged from 200 to 350 ft (60 to 100 m), the average muvalues were obtained by visual interpretation from the segments friction trace. Thecenter 100 ft (30 m) section of the segment friction trace was selected as the distancewhere the mu averages would be taken. This was done partly because the test segments

7

were shorter than the normal standard 500 ft (150 m) length and because the reactiontime of the recording instruments require a distance of about 50 ft (15 m) before the muvalue would stabilize. Therefore, the central 100 ft (30 m) of the test segment wasalways used to record the visually interpreted mu values in the test program.

2.4.13 Data.A lysi. After completion of each day's scheduled testing, the datawas compiled and statistical analyses were conducted. The statistical analyses wereperformed on an AST PC computer and graphs were plotted using a Hewlett-Packard7550A Graphics Plotter. The data obtained for the test runs were printed on a PanasonicKX-P1191 Multi-Mode Printer.

2.4.14 Tire Performance Criteria. To show excellent consistency by repeatingfriction averages throughout the friction range obtained over each of the variouspavement segments, the friction averages must be within a confidence level of 95.5 %,or two standard deviations of + 6 mu numbers.

2.5 STATISTICAL ANALYSIS

2.5.1 Tire Performance. 156 regression analyses were performed to determinethe reliability and performance of the tires manufactured by Dunlop, McCreary and Dico.The complete listing of the results of the regression analyses is given in Appendices Lthrough N.

2.5.2 Friction Eguipment Correlation. 31 regression analyses were performed todetermine correlation between the four friction measurement devices. Based on theresults of the tire performance evaluation study, the combination of the McCreary tire onthree of the devices and the Dico tire on the Mu Meter proved the most reliable.Further tests were conducted to study the effects of tire performance on frictionequipment correlation. Tests were conducted using the McCreary and Dunlop tires onall four friction devices and the combination of Dico on the Mu Meter with the threeother devices using the McCreary tire. Based on the results of these tests, correlationtables were prepared for the friction devices. They are given in the RecommendationSection of this report and will be included in the next revision of AC 150/5320-12. Acomplete listing of the regression analyses results is given in Appendices S through U.

2.6 DESCRIPTION OF THE TEST SITES

Test site DBA includes the three pavement segments D, B and A, located onrunway 4-22, starting from the 4 end at station 41 +50 and continuing down the runwayto station 27+50. Figure 2 shows the layout of the segments on runway 4-22. Acomplete description of the pavement segments is given in Table I on page 10. Figures3A, 3B, through 6, on pages 11 through 15, show the surface characteristics of thepavement segments.

8

Test sites K and P include the two segments located on the taxiway parallel torunway 4-22. Segment K is constructed with a coal-tar emulsion (Jennite) to mask alltexture of the asphalt taxiway completely. The purpose of using the Jennite materialwas to obtain a smooth, low friction surface when water was applied. The othersegment P was constructed of aluminum sheets to obtain near zero mu values, simulatingice-like conditions. NASA Langley personnel installed the aluminum plates on testsurface P prior to conducting the test program. They were removed upon completion ofthe study. Traffic cones were placed at the beginning and end of each test segment.

CONCRETE -- GRIPSTOP- ASPHALT

SMOOTH TEXTURED SMOOTH TEXTUREDA C Dl E F G H I IJ- J-2

50 40t

I 213m -I- 213m 4 198m I 213m 1 213m l 210m700 ft 700 ft 650 ft 12m 700 ft 700 1t 690 ft

TEST SECTION TRANSVERSE GROOVES: 6.4 x 6.4 x 25.4mm (.25 x .25 x I.Oin.)

LONGITUDINAL GRINDING TREATMENT: 3.2 x 3.2mm (0.12 x 0.12in.) ridgesspaced 6.4mm (0.25in.) apart

4-F

2667m8750 ft

FIGURE 2. SCHEMATIC OF RUNWAY 4-22 TEST SURFACES AT NASAWALLOPS FLIGHT FACILITY

9

;-a

TABLE 1. DESCRIPTION OF PAVEMENT SEGMENTS

JSURFACEI MATERIAL DESCRIPTION

A Ungrooved Surfaces A and B were subjected to aFig 3A Concrete canvas belt drag treatment. The goal was

to obtain as smooth a surface texture aspossible. Later, 1 x 1/4 x 1/4 inch

B Grooved (25 x 6 x 6 mm) transverse grooves wereFig 3B Concrete cut in surface B by diamond saws.

Surface D was subjected to a longitudinalD Ungrooved burlap drag treatment. The goal was to

Concrete obtain a typical currently used runwayFig 4 surface texture.

The skid pad was covered with liquidJennite, which is a coal-tar emulsion.

K Ungrooved The usual sand and aggregate contentAsphalt normally used in highway application was

omitted in the treatment of the skid padto obtain as smooth and slippery surface

Fig 5 as possible.

Aluminum plates were constructed on theP Aluminum taxiway to obtain near zero mu values

Fig 6 Plates with the friction measuring devices.

2.7 GENERAL DESCRIPTION OF FRICTION EQUIPMENT

2.7.1 Friction Equipment Used in the Program. The friction equipment used totest the tires in this program were qualified from a previous test program. They werethe Mu Meter (MUM), Saab Friction Tester (SFT), Runway Friction Tester (RFT) and theSkiddometer (SKD). All were equipped with self water systems and water storage tanks.A computer keyboard was available on all devices except the BV-11 Skiddometer. Theoperator used the keyboard to enter all test run information and pavement surfaceconditions. Table 2 shows the four friction measuring devices' test-tire conditions.

2.7.1.1 Mu Meter Trailer. The Mark 4 Mu Meter is a side force frictionmeasuring device, pulled by a tow vehicle. The trailer weighs approximately 540 lbs(240 kg) and uses a vertical load of 171 lbs (78 kg) over each of the two frictionmeasuring tires. The friction measuring wheels were positioned at 7.5 degrees in thetest mode and produced an apparent wheel slip ratio of 13.5 percent. This test moderesulted in an included yaw angle of 15 degrees with respect to the direction of the testrun. Figure 7 shows a closeup view of the Mark 4 Mu Meter Trailer.

10

FIGURE 3A. SURFACE A: UNGROOVED CONCRETE WITH CANVAS BELT

DRAG TREATMENT

11

FIGURE 3B. SURFACE B: GROOVED CONCRETE WITH CANVAS BELTDRAG TREATMENT

12

FIGURE 4. SURFACE D: UNGROOVED CONCRETE WITH LONGITUDINALBURLAP DRAG TREATMENT

13

p

FIGURE 5. SURFACE K: UNGROOVED ASPHALT WITH LIQUIDASPHALT TREATMENT

14

FIGURE 6. SURFACE P: ALUMINUM PLATES MOUNTED ON

ASPHALT CONCRETE

15

00

m 0~ r4t

z

.0

0 *i-t >t

E- E-4

0 c

04 r-4 rIQ)~ H P) H D

94 0 U)4

eli 0 x

H H

H

16

The rear wheel measures the distance traveled and provides trailer stability. Thetwo friction measuring wheels were smooth tread tires, size 16 x 4. The rear wheel wassimilar in size but had conventional tire tread design. The friction measuring tires areused for maintenance and operational purposes. They were maintained at 10 psi(70 KPa) inflation pressure and the rear wheel was maintained at 30 psi (200 KPa).Further details on the instrumentation of the trailer can be found in the manufacturer'sInstruction Manual.

2.7.1.2 Saab Friction Tester Automobile. The Mark 2 Saab Friction Tester wasa Saab sedan vehicle equipped with front wheel drive and an hydraulically retractablefriction measuring wheel installed behind the rear axle. The measuring wheel waspositioned at zero degree yaw angle with respect to the orientation of the rear vehiclewheels. The friction measuring wheel arm consists of a chain drive connection with thevehicles rear axle and contains the torque gauge used to compute the braking frictionvalues. The measuring wheel operates at a slower speed than the vehicle and dependingon tire configuration, at a fixed slip ratio of 10 to 12 percent. A vertical load of 310pounds (140 kg) was applied on the friction measuring wheel. The friction measuringtire was smooth tread, size 16 x 4. The inflation pressure for the friction measuring tirewas 30 psi (200 KPa) it is used for maintenance purposes. The high pressure Aero tireoperates at an inflation pressure of 100 psi (700 KPa), and is used for operationalpurposes on ice and snow covered pavement surfaces. The high pressure tire has a 3-groove tread pattern, size 16 x 4. Further information on the instrumentation of the SFTcan be obtained from the manufacturer's Instruction Manual. Figure 8 shows an overviewof the Mark 2 Saab Friction Tester Automobile.

2.7.1.3 Runway Friction Tester Minivan. The M 6800 RFT is a front wheel driveminivan with a friction measuring wheel connected to the rear axle by a gear driveproducing a 13 percent fixed slip ratio. The measuring wheel was positioned at zerodegree yaw angle with respect to the orientation of the rear vehicle wheels. The test tireinstrumentation includes a two-axis force transducer, which measures both the verticaland drag loads on the friction measuring tire. The friction measuring tire had a verticalload of 300 lbs (136 kg). It uses a smooth tread tire, size 16 x 4, with an inflationpressure of 30 psi (200 KPa). The tire is used for maintenance and operational purposes.The Instruction Manual, available from the manufacturer, gives more specific informationconcerning the operation and maintenance of the friction tester. Figure 9 shows anoverview of the M 6800 Runway Friction Tester Minivan.

2.7.1.4 Skiddometer Trailer. The BV-11 Skiddometer trailer was equipped witha friction measuring wheel designed to operate at a fixed slip ratio of 15 to 17 percent.The measuring wheel is positioned at zero degree yaw angle with respect to theorientation of the wheels mounted on the trailer. The trailer weighs about 795 lbs(360 kg) and consists of a welded steel frame supported by three in-line wheels, of whichtwo operate independently of the friction measuring wheel. A vertical load of 220 lbs

17

(100 kg) was applied to the friction measuring wheel. It uses a smooth tread tire formaintenance, size 16 x 4, with an inflation pressure of 30 psi (200 KPa) for maintenancepurposes, and 100 psi (700 KPa) Aero tire for operational use on snow and ice coveredpavement surfaces. The high pressure tire has a 3-groove tread pattern, size 16 x 4.Additional information can be obtained from the manufacturer's instruction Manual.Figure 10 shows an overview of the BY-Ii1 Skiddometer Trailer.

LB

FIGURE 7. CLOSE-UP VIEW OF THE MARK 4 MU METER TRAILER

19

FIGURE 8. OVERVIEW OF THE MARK 2 SAAB FRICTION TESTERAUTOMOBILE

20

FIGURE 9. OVERVIEW OF THE M 6800 RUNWAY FRICTION TESTER MINIVAN

21

FIGURE 10. OVERVIEW OF THE BV-11 SKIDDOMETER TRAILER

22

3. EVALUATION OF TIRE PERFORMANCE

3.1 DESIGN OF AN EXPERIMENTAL TEST PLAN

3.1.1 U In response to the letter sent to FAA by ASTM CommitteeE 17.21 in June 1988, the FAA designed an experimental test plan that would evaluatenew test tires and the present standard tire. The plan was developed so that all possibletire combinations would be evaluated. The number of tests required for statisticalanalysis was based on the experience gained on past test programs conducted at theNASA Wallops Flight Facility.

3.1.2 Nmnber of 'rm to be Tested. Three manufacture's tires were to beevaluated: the McCreary, Dico, and Dunlop Tires. Two batches of ten tires each wereprovided by each manufacturer. Each batch was randomly subdivided into two seriesof five tires each. A total of sixty tires were selected for testing and labeled foridentification according to the tire catalog (See Appendix D). Since the Mu Meterrequired two test tires, additional labeling of 'left" and "right" was used to maintaincorrect identification.

3.1.3 ._q,.l, m Tm Coqmbinations fr Statistical ASeven combinationsof tires were identified for-ptatistical analyses. The explanation of the meaning of thetire code combinations is given in Table 3 below.

TABLE 3 - CODED TIRE COMBINATIONS FOR STATISTICAL ANALYSES

TIRE EXPLANATION OF CODED

CODE TIRE COMBINATIONS

1.2 Compares Batch 1 with Batch 2

11.12 Compares Batch 1 - Series 1 with Batch 1 - Series 2






23

The seven tire combinations listed in Table 3 were used in the linear regressionanalyses for all four friction devices, the three manufacturers tires, and the two testspeeds used in the program. The procedure used for performing the linear regressionanlyses is given in Appendix 0.

3.2 DEVELOPME T OF THE LOM OF ACWFABILITY

3.2.1 Dewelopmu of Proceur To compare one tires performance withanother's, parameters were set in the test program to establish boundary conditionswhich would satisfy all data needs. Certain parameters were identified as more criticalthan others.

One such parameter was the slope of the linear regression line. The perfectcorrelation line is when Y = X, and there is a one-to-one relationship between the twovariables. The closer the linear regression line coincides with the perfect line ofcorrelation, the better the correlation. For example, other correlations can be achieved,but at a much different slope than the perfect correlation line. These are not acceptablefor determining tire performance and reliability. Tire performance and reliability mustbe judged on how close the regression line coincides with the perfect correlation line.

To obtain performance ar I reliability throughout the speed and friction range,slope parameters had to be set. Based on the author's experience in testing frictionequipment at NASA Wallops Facility, the following parameters were identified:

3.2.2 Seting the Limits of Accetability. There are three basic areas forconsideration in setting the parameters for the Limits of Acceptability. The first andmost critical, the slope of the linear regression line is discussed above. The secondcritical element concerns the Coefficients of Correlation and Determination, and the thirdis the Standard Error of Estimate. These sets are explained in the following paragraphs:

3.2.2.1 The SloMe-Intercent Set. The parameters for this set is divided into threeelements: Slope-Intercept at X = 0, Slope of Linear Regression Line, and Slope-InterceptatX= 100.

3.2.2.1.1 Sloe-interc=pt at X = 0. Since the Standard Error of Estimate waspreviously set in paragraph 2.4.14, then the parameter for this set is + 3 mu numbersfor one Standard Error of Estimate.

3.2.2.1.2 Slope of RegMession Line. A perfect correlation line is established whenthe slope of the regression line equals 1.0000. The parameter for the allowablevariance from this line was set at + 0.0800, or the slope range from 0.9200 to 1.0800.

3.2.2.1.3 Slope-Intercept at X - 100. The parameter for allowable variance at

24

this intercept was set at + 5 mu numbers for one Standard Error of Estimate.

These parameters represent the minimum and maximum values that the calculatedregression line can vary from the perfect line of correlation. The slope of the calculatedregression line must he within these limits.

3.2.2.2 The Coefficient Set. The parameters for this set were divided into twoelements: the Coefficient of Correlation and the Coefficient of Determination.

3.2.2.2.1 The Coefficient of Correlation. The Coefficient of Correlation indicatesthe strength of the association between two variables. The minimum acceptable valuefor the Coefficient of Correlation was set at 0.9800.

3.2.2.2.2 The Coefficient of Determination. The Coefficient of Determinationexpresses the strength of the relationship between two variables. The minimumacceptable value for the Coefficient of Determination was set at 0.9604.

3.2.2.3 Standard Error of Estimate Set. Consists of only one element, theStandard Error of Estimate. The parameter for this set was _+ 3 mu numbers for oneStandard Error of Estimate.

Appendices P through R show the results of the linear regression analyses andhow they compared with the parameters as set forth by the Limits of Acceptability.

3.3 RATIONALE FOR EVALUATION METHOD

3.3.1 Development of the Evaluation Method. An evaluation method wasdeveloped to determine how well each tire performed in the test program. The methodemphasized the importance of the slope of the calculated linear regression line and howit compared to the perfect correlation line. The "Slope-Intercept Set" was weighted in theevaluation 50 percent; the "Coefficients Set" was weighted 20 percent, and the "StandardError of Estimate Set" was weighted 30 percent, for a total of 100 percent. Point valueswere assigned to each set as detailed below:

Each element within a set must meet the parameter for that element; any datathat falls outside the parameter for that element fails the entire set. If the set failed,it received no evaluation points.

3.3.2 Tire Combination Cwje. There were two tire combination categories:Category A and Category B.

3.3.2.1 C This category compared the performance of 10 tires in onebatch with 10 tires of another batch. This was the only tire combination in this category.

25

This category received 50 percent of the total evaluation points.

3.3.2.2 Qaeo B. This category compared the performance of variouscombinations of batch/series of five tires. There were six tire combinations in thiscategory. The entire category received 50 percent of the evaluation points.

3.3.3 Evaluation Points Assigned to Each Category. The total evaluation pointsfor all categories was 120. Since each category was 50 percent of the total evaluationpoints, each category was worth 60 points.

3.3.3.1 Evaluation Point Breakdown for Category A. The total evaluation pointsfor this category was 60. The point distribution for the three sets within this categorywere: "Slope-Intercept Set" - 30 points; "Coefficient Set" - 12 points; and "Standard ErrorSet" - 18 points.

3.3.3.2 Evaluation Point Breakdown for Categoa B. The total evaluation pointsfor this category was 60, distributed between six tire combinations. The total evaluationfor any one tire combination was 10 points. The point distribution for the three setswithin this category were: "Slope-Intercept Set" - 5 points; "Coefficient Set" - 2 points;and "Standard Error Set" - 3 points.

3.4 EVALUATION OF McCREARY TIRE PERFORMANCE

3.4.1 Lina Remssio nays. The linear regression analyses were performedaccording to the procedures outlined in Appendix 0. The data for the analyses weretaken from the Field Data sheets in Appendix H for each of the friction devices used inthe test program. Table 3 lists the various tire combinations used in the linear regressionanalyses. Appendix L shows the charts which were produced by the linear regressionanalyses. They render a graphic presentation of the performance and reliability of theMcCreary tire. The Summary Tables given in Appendix P show the results of the Limitsof Acceptability parameter comparisons. The results of the Evaluation Method are givenin Tables 4 through 7. The summary of the overall performance for the McCreary tireis given in Table 16. The following paragraphs detail the results of the linear regressionanalyses and identify those parameters which exceed the Limits of Acceptability.

3.4.1.1 Evaluation of McCre Tire Performance on the Rumay Friction Tester.

3.4.1.1.1 Test Seed 40 MPH. (See Table P - 1)

CATEGORY A.

1.2 Meets all parameters.

26

CATEGORY B:







3.4.1.1.2 Test SRed 60 MPH. (See Table P - 2)

CATEGORY A:


CATEGORY B:





11.22 S @ X - Y; +0.9155 < +0.9200SI @ X i 100; -5.6779 > -5.0000.... -5 POINTS


3.4.1.2 Evaluation of McCreary Tre Performance on the Saab Friction Tester.


CATEGORY A:


27

CATEGORY B:

11.12 SI @ X = 100; -6.4493 > -5.0000.... -5 POINTS






3.4.1.2.2 Test Speed 60 MPH. (See Table P - 4)

CATEGORY A:


CATEGORY B:







3.4.1.3 Evaluation of McCremy T- Perfonance on the Sliddometer.


CATEGORY A:


28

CATEGORY B:








CATEGORY A:


CATEGORY B:






12.21 SI @ X = 100; +5.4144 > +5.0000.... -5 POINTS

3.4.1.4 Evaluation of M&r= Tire Performance on the Mu Meter.


CATEGORY A:

1.2 CC; 0.9679 < 0.9800CD; 0.9369 < 0.9604....-12 POINTSSEE; 5.1281 > 3.0000....-18 POINTS

29

CATEGORY B:

11.12 SI @ X = 0; +3.9751 > +3.0000SI @ X = 100; +11.5751 > +5.0000.... -5 POINTSSEE; 3.0094 > 3.0000.... -3 POINTS

21.22 St @ X = 0; -5.1060 > -3.0000 .... .-5 POINTS

11.21 S @ X =Y; +1.0975 > +1.0800SI @ X =100; +11.7966 > .0.... -5 POINTS

12.22 51 @ X =0; -5.3682 > -3.10000.... -5 POINTS

11.22 S @ X Y; +1.1333 > +1.0800SI @ X =100; +11.8644 > .0.... -5 POINTS


3.4.1.4.2 Test SReed 60 MPH. (See Table P - 8)

CATEGORY A.

1.2 51 @ X = 100; +5.2791 > +5.0000....-30 POINTSSEE; 3.5169 > 3.0000....-18 POINTS

CATEGORY B:

11.12 51 @ X = 100; +9.7262 > +5.0000.... -5 POINTS


11.21 S @ X =Y; +1.1271 > +1.0800SI @ X= 100; +11.3748 > .0000..... -5 POINTSSEE; 3.5691 > 3.0000.... -3 POINTS


11.22 S @ X =Y, +1.1045 > +1.0800SI @ X =100; +11.2443 > .0.... -5 POINTSSEE; 3.2529 > 3.0000 .... -3 POINTS


30

3.5 EVALUATION OF DICO TIRE PERFORMANCE

3.5.1 Linm Jscon.ANu 1 The linear regression analyses were performedaccording to the procedures outlined in Appendix 0. The data for the analyses were takenfrom the Field Data sheets in Appendix I for each of the friction devices used in the testprogram. Table 3 lists the various tire combinations used in the linear regression analyses.Appendix M shows the charts which were produced by the linear regression analyses. Theyrender a graphic presentation of the performance and reliability of the Dico tire. TheSummary Tables given in Appendix Q show the results of the Limits of Acceptabilitycomparisons. The results of the Evaluation Method are given in Tables 8 through 11. Thesummary of the overall performance for the Dico tire is given in Table 16. The followingparagraphs detail the results of the linear regression analyses and identify those parameterswhich exceed the Limits of Acceptability.

3.5.1.1 Evaluation of Dico Tire Performance on the Runway Friction Tester.

3.5.1.1.1 Test Speed 40 MPH. (See Table Q - 1)

CATEGORY A.-

1.2 S @ X = Y; +0.8766 < +0.9200SI @ X = 100; -13.2287 > +5.0000....-30 POINTSCC; 0.9777 < 0.9800CD; 0.9559 < 0.9604....-12 POINTSSEE; 3.4400 > 3.0000....-18 POINTS

CATEGORY B:

11.12 S @ X = 100; +5.1983 > +5.0000.... -5 POINTS

21.22 SI @ X = 0; +3.2390 > +3.0000 .... -5 POINTS

11.21 SI @ X = 0; -3.2387 > -3.0000S @ X = Y; +0.9055 < +0.9200SI @ X = 100; -12.6887 > -5.0000.... -5 POINTSSEE; 3.2822 > 3.0000 .... -3 POINTS

12.22 S @ X = Y; +0.8508 < +0.9200SI @ X = 100; -13.5196 > -5.0000.... -5 POINTS

11.22 S @ X = Y; +0.9118 < +0.9200SI @ X = 100; -9.0910 > -5.0000.... -5 POINTS

31

12.21 S @ X = Y; +0.8459 < +0.9200SI @ X = 100; -17.0511 > -5.0000.... -5 POINTSSEE; 3.0674 > 3.0000.... -3 POINTS


CATEGORY A.

1.2 S @ X = Y; +0.8722 < +0.9200SI @ X = 100; -12.8547 > -5.0000....-30 POINTS

CATEGORY B:

11.12 S @ X = 100; +5.3351 > +5.0000 .... -5 POINTS

21.22 Meets all parameters

11.21 S @ X = Y; +0.9146 < +0.9200SI @ X = 100; -9.6814 > -5.0000.... -5 POINTS

12.22 S @ X = Y; +0.8380 < +0.9200SI @ X = 100; -14.7489 > -5.0000 .... -5 POINTS

11.22 S @ X = Y; +0.9000 < +0.9200SI @ X = 100; -10.3507 > -5.0000.... -5 POINTS

12.21 S @ X = Y; +0.8403 < +0.9200

SI @ X = 100; -15.3109 > -5.0000 .... -5 POINTS

3.5.1.2 Evaluation of Dico Tire Performance on the Saab Friction Tester.


CATEGORY A:

1.2 SI @ X = 0; -4.9893 > -3.0000 ....- 30 POINTSCC; 0.9795 < 0.9800CD; 0.9593 < 0.9604 ....- 12 POINTSSEE; 5.1880 > 3.0000....-18 POINTS

CATEGORY B:


32

21.22 SI @ X - 0; -3.5310 > -3.0000.... -5 POINTSSEE; 3.5204 > 3.0000 .... -3 POINTS

11.21 SI @ X - 0; -3.2921 > -3.0000 .... -5 POINTSSEE; 4.3671 > 3.0000 .... -3 POINTS

12.22 SI @ X = 0; -6.6638 > -3.0000.... -5 POINTSCC; 0.9759 < 0.9800CD; 0.9525 < 0.9604 .... -2 POINTSSEE; 5.7993 > 3.0000.... -3 POINTS

11.22 SI @ X = 0; -6.8381 > -3.0000.... -5 POINTSCC; 0.9751 < 0.9800CD; 0.9509 < 0.9604.... -2 POINTSSEE; 5.8936 > 3.0000.... -3 POINTS

12.21 SEE; 4.7112 > 3.0000.... -3 POINTS

3.5.1.2.2 Test Seed 60 MPH. (See Table Q - 4)

CATEGORY A:

1.2 SI @ X =0; -6.6984 > -3.0000S @ X =Y; +1.1314 > +1.0800SI @ X 100; +6.4416 > +5.0000....-30 POINTSCC; 0.9684 < 0.9800CD; 0.9379 < 0.9604....-12 POINTSSEE; 5.5747 > 3.0000....-18 POINTS

CATEGORY B:


21.22 SI @ X - 0; -3.9389 > -3.0000SI @ X 1 100; -7.8389 > -5.0000.... -5 POINTSSEE; 4.1862 > 3.0000.... -3 POINTS

11.21 S1 @ X - 0; -5.0055 > -3.0000S @ X ='Y; +1.1368 > +1.0800SI @ X = 100; +8.6745 > +5.0000 .... -5 POINTSSEE; 3.8512 > 3.0000 .... -3 POINTS

33

12.22 SI @ X = 0; -8.2248 > -3.0000S @ X = Y; +1.1195 > +1.0800.... -5 POINTSCC; 0.9569 < 0.9800CD; 0.9156 < 0.9604.... -2 POINTSSEE; 6.4966 > 3.0000 .... -3 POINTS

11.22 SI @ X = 0; -8.5756 > -3.0000S @ X =Y; +1.0862 > +1.0800.... -5 POINTSCC; 0.9627 < 0.9800CD; 0.9268 < 0.9604.... -2 POINTSSEE; 6.0506 > 3.0000.... -3 POINTS

12.21 SI @ X = 0; -4.8475 > -3.0000S @ X =Y; +1.1796 > +1.0800SI @ X = 100; +13.1125 > +5.0000.... -5 POINTSSEE; 3.7632 > 3.0000 .... -3 POINTS

3.5.1.3 Evaluation of Dico Tire Pedrormance on the Sliddometer.

3.5.1.3.1 Test SDeed 40 MPH. (See Table Q - 5)

CATEGORY A.

1.2 SI @ X =0; -3.5875 > -3.0000S @ X = Y; +0.9105 < +0.9200SI @ X = 100; -12.5375 > -5.0000 ....- 30 POINTSCC -0.9738 < 0.9800CD; 0.9482 < 0.9604....-12 POINTSSEE; 5.2490 > 3.0000....-18 POINTS

CATEGORY B:

11.12 S @ X =Y; +0.8868 < 0.9200SI @ X = 100; -12.4322 > -5.0000.... -5 POINTSSEE; 4.5914 > 3.0000.... -3 POINTS

21.22 SI @ X = 0; -3.5186 > -3.0000SI @ X = 100; -7.3386 > -5.0000.... -5 POINTS

34

11.21 S @ X Y; +0.8702 < +0.92001 @ x - 100; -14.1297 > -5.0000.... -5 POINTS

CC; 0.9599 < 0.9800

CD; 0.9215 < 0.9604.... -2 POINTS

SEE; 6.6413 > 3.0000 ..... -3 POINTS

12.22 SI @ X 0; -5.2178 > -3.0000

SI @ X - 100 -8.9478 > -5.0000.... -5 POINTSSEE; 3.1936 > 3.0000.... -3 POINTS

11.22 SI @ X = 0; -5.8350 > -3.0000

S @ X = Y; +0.8429 < +0.9200

Sl @ X = 100; -21.5450 > -5.0000.... -5 POINTS

CC; 0.9591 < 0.9800

CD; 0.9199 < 0.9604.... -2 POINTS

SEE; 6.5003 > 3.0000.... -3 POINTS

12.21 SEE; 3.2028 > 3.0000.... -3 POINTS

3.5.1.3.2 Test Sped 60 MPH, (See Table Q - 6)

CATEGORY A:

1.2 SI @ X = 0; -3.6261 > -3.0000

SI @ X = 100; -5.8261 > -5.0000.... -30 POINTS

CATEGORY B:

11.12 S @ X = Y; +0.8679 < +0.9200

Sl @ X = 100; -13.1823 > -5.0000.... -5 POINTS


11.21 SI @ X = 100; -9.9215 > -5.0000.... -5 POINTS

12.22 S @ X = 0; -4.7775 > -3.0000.... -5 POINTS

11.22 St @ X = 0; -4.7625 > -3.0000

S@ X = Y; +0.9105 < +0.9200

St @ X = 100; .13.7125 > -5.0000.... -5 POINTS


35

3.5.1.4 E- -: -- . f Di__ The oa on the Mu Me.

3.5.1.4.1 Test Sne 40 MPH (See Table Q - 7)

CATEGORY A:


CATEGORY B:



11.21 SEE; 3.2224 > 3.0000.... -3 POINTS



12.21 St @ X = 100; -5.3271 > -5.0000.... -5 POINTS

3.5.1.4.2 Test Sveed 60 MPH. (See Table Q - 8)

CATEGORY A:


CATEGORY B:







36

3.6 EVALUATION OF DUNLOP TIRE PERFORMANCE

3.6.1 Linear Zm inAulyse The linear regression analyses were performedaccording to the procedures outlined in Appendix 0. The data for the analyses weretaken from the Field Data sheets in Appendix J for each of the friction devices used inthe test program. Table 3 lists the various tire combinations used in the linear regressionanalyses. Appendix N shows the charts which were produced by the linear regressionanalyses. They render a graphic presentation of the performance and reliability of theDunlop Tire. The Summary Tables given in Appendix R show the results of the Limitsof Acceptability comparisons. The results of the Evaluation Method are given in Tables12 through 15. The summary of the overall performance for the Dunlop tire is given inTable 16. The following paragraphs detail the results of the linear regression analysesand identify those parameters which exceed the Limits of Acceptability.

3.6.1.1 Evaluation of Dunlop Tire Performance on the RMway Friction Tester.

3.6.1.1.1 Test Speed 40 MPH. (See Table R - 1)

NOTE: Runway Friction Tester completed only Batch 1 set of tire tests. *

Batch 2 was not completed due to accidental damage to vehicle.

CATEGORY A.

1.2 No analysis conducted. *

CATEGORY B:

11.12 SI @ X = 0; +4.2630 > +3.0000S @ X = Y; +0.9147 < +0.9200.... -5 POINTS






37

3.6.1.1.2 Test Sneed 60 MPH. (See Table R - 2)

CATEGORY A:


CATEGORY B:







3.6.1.2 Evaluation of Dunlo Tre Perfbrm on the Saab Friction Tester.


CATEGORY A:

1.2 SI @ X = 100; -9.6950 > -5.0000....-30 POINTSSEE; 4.7325 > 3.0000....-18 POINTS

CATEGORY B:

11.12 St @ X = 100; -6.0930 > -5.0000.... -5 POINTSSEE; 3.0543 > 3.0000.... -3 POINTS

21.22 S1 @ X = 0; +4.1199 > +3.0000.... -5 POINTSSEE; 4.5275 > 3.0000 .... -3 POINTS

11.21 S1 @ X = 0; -4.9106 > -3.0000SI @ X = 100; -11.0306 > -5.0000.... -5 POINTSSEE; 4.2653 > 3.0000.... -3 POINTS

12.22 SI @ X = 100; -8.0659 > -5.0000.... -5 POINTSSEE; 4.5679 > 3.0000 .... -3 POINTS

38

11.22 S @ X = Y; +0.8795 < +0.9200SI @ X = 100; -13.2046 > -5.0000 .... -5 POINTSSEE; 3.4820 > 3.0000 .... -3 POINTS

12.21 SI @ X = 0; -4.4891 > -3.0000SI @ X = 100; -5.2691 > -5.0000 .... -5 POINTSSEE; 4.3836 > 3.0000 .... -3 POINTS


CATEGORY A.

1.2 S@X=Y; +0.8940 < +0.9200SI @ X = 100; -12.4519 > -5.0000....-30 POINTS

CATEGORY B:



11.21 S @ X = Y; +0.8782 < +0.9200SI @ X = 100; -14.9655 > -5.0000 .... -5 POINTS

12.22 S @ X = Y; +0.9157 < +0.9200SI @ X - 100; -9.5271 > -5.0000.... -5 POINTS

11.22 S @ X = Y; +0.8839 < +0.9200SI @ X = 100; 4-13.3382 > -5.0000.... -5 POINTS

12.21 S @ X = Y; +0.9099 < +0.9200SI @ X = 100; -11.1703 > -5.0000 .... -5 POINTS

3.6.1.3 Evaluation of Dunlop Tmr Performance on the Skiddometer.


CATEGORY A.

1.2 SI @ X = 100; -8.1103 > -5.0000 ....- 30 POINTSSEE; 4.9533 > 3.0000 ....- 18 POINTS

39

CATEGORY B:

11.12 SI @ X - 100; -6.1923 > -5.0000.... -5 POINTS

21.22 SI @ X - 100; +7.7445 > +5.0000.... -5 POINTSSEE; 3.5780 > 3.0000.... -3 POINTS

11.21 S @ X = Y; +0.8650 < +0.9200SI @ X = 100; -14.1586 > -5.0000.... -5 POINTSSEE; 3.9737 > 3.0000 .... -3 POINTS


11.22 SI @ X = 100; -6.7766 > -5.0000.... -5 POINTS

12.21 SI @ X = 100; -8.3593 > -5.0000.... -5 POINTS


CATEGORY A:

1.2 S @ X = 100; -5.0126 > -5.0000 ....- 30 POINTSSEE; 3.3078 > 3.0000....-18 POINTS

CATEGORY B:


21.22 SI @ X = 100; +9.3256 > +5.0000.... -5 POINTS

11.21 SI @ X = 100; -8.7745 > -5.0000.... -5 POINTS



12,21 S @ X = Y; +0.9117 < +0.9200SI @ X = 100; -10.0603 > -5.0000.... -5 POINTS

40

3.6.1.4 Evaluation of Dunlop Tre Performance on the Mu Meter.

3.6.1.4.1 Test Sveed 40 MPH. (See Table R - 7)

CATEGORY A

1.2 SI @ X = 0; +3.7872 > -3.0000....-30 POINTSCC; 0.9771 < 0.9800CD; 0.9548 < 0.9604 ....- 12 POINTSSEE; 4.4304 > 3.0000....-18 POINTS

CATEGORY B:

11.12 SI @ X = 0; +6.2365 > +3.0000S @ X - Y; +1.0962 > +1.0800SI @ X = 100; +15.8565 > +5.0000.... -5 POINTSSEE; 3.9746 > 3.0000.... -3 POINTS


11.21 SI @ X = 0; +4.1824 > +3.0000SI @ X = 100; +6.1624 > +5.0000.... -5 POINTS

12.22 S @ X = Y; +0.8793 < +0.9200SI @ X = 100;- -10.1383 > -5.0000.... -5 POINTSSEE; 3.1496 > 3.0000.... -3 POINTS

11.22 S1 @ X = 0; +5.8719 > +3.0000SI @ X = 100; +9.4019 > +5.0000.... -5 POINTS

12.21 S @ X - Y; +0.9073 < +0.9200SI @ X - 100; -9.9581 > -5.0000.... -5 POINTSSEE; 3.4411 > 3.0000.... -3 POINTS


CATEGORY A.

1.2 SI @ X = 0; +3.1151 > +3.0000 ....- 30 POINTSCC; 0.9593 < 0.9800CD; 0.9203 < 0.9604 ....- 12 POINTSSEE; 5.4259 > 3.0000....-18 POINTS

41

CATEGORY B:

11.12 SI @ X = 0; +6.9232 > +3.0000S @ X =Y; +1.1642 > +1.0800SI @ X = 100; +23.3432 > +5.0000 .... -5 POINTSCC; 0.9793 < 0.9800CD; 0.9591 < 0.9604.... -2 POINTSSEE; 4.3367 > 3.0000.... -3 POINTS


11.21 SI @ X = 0; +4.1472 > +3.0000S @ X = Y; +1.0975 > +1.0800SI @ X = 100; +13.8972 > +5.000.... -5 POINTS

12.22 S @ X = Y; +0.8783 < +0.9200SI @ X = 100; -11.8698 > -5.0000.... -5 POINTS

11.22 SI @ X = 0; +4.6868 > +3.0000S @ X =Y; +1.1017 > +1.0800SI @ X = 100; +14.8568 > +S.0000.... -5 POINTSSEE; 3.2942 > 3.0000.... -3 POINTS

12.21 SI @ X = 100; -9.5151 > -5.0000.... -5 POINTS

3.7 TIRE PERFORMANCE SUMMARY PER FRICTION EQUIPMENT

3.7.1 Tire Performance Evaluation Tables. The following Tables summarize theresults of the Tire Evaluation Method used in the analysis. The Tables reflect the resultsof the evaluation, showing the accrued point totals and percentages for each category foreach tire tested on the four friction measuring devices for the two test speeds.

42

............ ........ ....... ......- -...

TABLE 4 - McCREARY TIRE PERFORMANCE ON RUNWAY FRICTION TESTER

TIRE PERFORMANCE TIRE PERFORMANCE OVERALLTIRE AT 40 MPH AT 60 MPH TIRE PERFORMANCE

CATEGORY ACCRUED ACCRUED ACCRUEDPOINTS PERCENTAGE POINTS PERCENTAGE POINTS PERCENTAGE

A 60 100.0000 60 100.0000 120 100.0000

B 60 100.0000 55 91.6667 115 95.8333

TOTAL [ 120 100.0000 5 95.8333 235 97.9167

TABLE 5 - McCREARY TIRE PERFORMANCE ON SAAB FRICTION TESTER


CATEGORY ACCRUED ACCRUED ACCRUEDPOINTS PERCENTAGE POINTS PERNTAGE POINTS PERCENTAGE

A 60 100.0000 60 100.0000 120 100.0000

55 91.6667 60 100.0000 115 95.8333

TOTAL I 115 95.8333 120 100.0000 235 97.9167

TABLE 6 - McCREARY TIRE PERFORMANCE ON SKIDDOMETER



A 60 100.0000 60 100.0000 120 100.0000

B 60 100.0000 55 91.6667 115 95.8333

TOTAL 120 100.0000 115 95.8333 235 97.9167

43

TABLE 7 - McCREARY TIRE PERFORMANCE ON MU METER



A 30 50.0000 12 20.0000 42 35.0000

B 32 53.3333 39 65.0000 71 59.1667

TOTAL 62 51.6667 51 42.5000 113 47.0833-3

TABLE 8 - DICO TIRE PERFORMANCE ON RUNWAY FRICTION TESTER



A 0 0.0000 30 50.000 30 25.0000

B 24 40.0000 35 58.3333 59 49.1667

TOTAL L 24 20.0000 65 54.1667 89 37.0833

TABLE 9 - DICO TIRE PERFORMANCE ON SAAB FRICTION TESTER



A 0 0.0000 0 0.0000 0 0.0000

B 21 35.0000 16 26.6667 37 30.8333

TOTAL 21 17.5000 16 13.3333 37 15.4167

44

TABLE 10 - DICO TIRE PERFORMANCE ON SKIDDOMETER

TIRE PERFORMANCE TIRE PERFOMANCE OVERALLTIRE AT 40 MPH AT 60 MPH TIRE PERFORMANCE


A 0 0.0000 30 50.0000 30 25.0000B 16 26.6667 40 66.6667 56 46.6667

TOTAL 16 13.3333 70 58.3333 86 35.8333

TABLE 11 - DICO TIRE PERFORMANCE ON MU METER



A 60 100.0000 60 100.0000 120 100.0000

B 52 86.6667 60 100.0000 112 93.3333

TOTAL 112 93.3333_ E 120 100.0000 1232 96.666 -7

TABLE 12 - DUNLOP TIRE PERFORMANCE ON RUNWAY FRICTION TESTER



A NA * NA * NA *

B NA * NA* NA *

TOTAL

* Reference paragraph 3.6.1.1.1.

45

TABLE 13 - DUNLOP TIRE PERFORMANCE ON SAAB FRICTION TESTER


CATEGORY ACCRUED ACCRUED ACCRUEDPOINTS PERCENTAGE POINTS PERCENTAGE POINTS PERCENTAGE-_-

A 12 20.0000 30 50.0000 42 35.0000

-

='WB POINT00 4 6.667 5 3.33

0 POINTS PERCENTAGE POINTS PERCENTAGEF

S PERCENTAGEC

TA 12 20. 0000 30 0. 0000 24 30.0000

TOTAL 24 20.0000 70 58.3333 94 39.1667

-

TABLE 14 - DUNLOP TIRE PERFORMANCE ON SKDDOMETER



A 12 20.0000 12 20.0000 24 20.0000

B 29 48.3333 45 75.0000 74 61.6667

TOTAL 41 34.1667 57 47.5000 98 40.8333

TABLE 15 - DUNLOP TIRE PERFORMANCE ON MU METER


CATEGORY ACCRUED ACCRUED ACCRUEDPOINTS PERCENTAGE POINTS PERCENTAGE POINTS PERCENTAGE]

A 0 0.0000 0 0.0000 0 0.0000

B 26 43.3333 27 45.0000 53 44.1667

TOTAL 26 21.6667 27 22.5000 53 22.0833

46

3.8 SUMMARY OF OVERALL TIRE PERFORMANCE

3.8.1 Final Rema of ir Table 16 hows the final results of thetire performance and reliability evaluation. It is interesting to note that the McCrearytire, which follows ASTM Specification E 524, performs best on the non-yawed frictiondevices, whereas the yawed-mode friction device, the Mu Meter, performs the best whenusing the Dico tire according to the ASTM Specification E 670. This test program veriisthat the tires Derfom according to their respective ASTM seecications.

TABLE 16 - OVERALL SUMMARY OF TIRE PERFORMANCEON FRICTION EQUIPMENT

TEST TIREFRICTION EQUIPMENT

McCREARY DICO DUNLOP

RUNWAY FRICTION TESTER 98% 37% INCOMPLETE

SAAB FRICTION TESTER 98% 15% 39%

SKIDDOMETER 98% 36% 41%

MU METER 47% 97% 22%

47

4. CTRRELATION OF FRICHON EQUIEPMET

4.1 DEVELOPMENT OF CORRETIAION PARAMETERS

4.1.1 L The parameters used in this study for correlation betweentwo friction devices that operate in different friction modes has been established duringthe authors many years of experience of testing friction equipment at the Wallops FlightFacility. The two most important parameters for correlation are the Coefficient ofCorrelation and the Standard Error of Estimate. However, the slope will no longer bethe perfect line of correlation and the criteria developed in the tire evaluation will notapply for the correlation analysis. The slope of the calculated regression line showingcorrelation between the two friction devices will be shifted from the perfect line ofcorrelation. This shift is attributed to the physical characteristics of each friction device.They are not designed to operate in the same friction mode and thus will record differentmu numbers for the same pavement surface conditions in portions of the friction range.The precision of the correlation is determined by the data scatter pattern relative to thecalculated regression line and how well the line is established throughout the frictionrange.

4.1.2 Accuracy of the Friction ER pment and Development of Test Procedures.The accuracy of the friction equipment is determined by the consistency of repetition offriction values for each test segment throughout the friction/speed range. Previousqualification trials have been conducted for the four friction devices used in this program.They have met the performance specification given in AC 150/5320-12A Theirperformance in the tire evaluation study was excellent.

The test procedures used in this study are a result of many years of experiencein testing friction devices. There are variables that cannot be controlled during a testand, because of this, the accuracy for each device can be affected. The tests wereconducted on pavements that were supposed to be consistent, but which, in fact, havedeteriorated over 20 years because of weathering, trafficking and settlement. Frictiontests cannot be conducted over the same identical surface for each run. These variationseffect the repeatability of the data. However, these variables effect all devices in thesame way, so the accuracy is not truly jeopardized. The pavements have to be dry whenconducting friction tests. Each friction device has its own self water system. Whenconducting a large number of tests, the data on the first couple of test runs are effectedbecause of the dry pavement surface. After the pavement surface becomes damp, thedata is repeatable But ideally, the best procedure is to wait between test runs and allowthe surface to dry completely before conducting another test run. However, this is notpractical approach, mainly because of the large number of tests required, number ofequipment involved, and number of vehicle speeds required in the program. The selfwater procedure developed and used at Wallops over various pavement segments undercontinuous damp conditions, will nevertheless, provide data meaningful for correlation

48

of friction devices. This background information explains why the Standard Error ofEstimate had to be increased from ± 3 mu numbers to ± 3.5 mu numbers to allow forvariations that cannot be controlled in the test program. This parameter was selectedbecause it was considered reasonable and not so restrictive as to penalize the equipmentfor uncontrollable pavement surface conditions.

4.1.3 &Wg ft Evabmin_ M Correlation between two friction devicesis acceptable when the Correlation Coefficient exceeds 0.9800, the Coefficient ofDetermination exceeds 0.9604 and the Standard Error of Estimate is less than + 3.5 munumbers. The slope of the regression line must be well established throughout thefriction range.

4.1.4 Evaluation Method. This method is divided into two sets: the "CoefficientSet" and the "Standard Error of Estimate Set".

4.1.4.1 Point Breakdown for the Coefficient Set. The Coefficient Set includesthe Coefficients of Correlation and Determination. The Set is worth 5 points, and ifeither of the parameters is not acceptable, the entire set fails and gets zero points.

4.1.4.2 Point Breakdown for the Standard Error of Estimate Set. The StandardError of Estimate Set includes only the Standard Error of Estimate. The Set is worth 5points.

4.2 TIRE PERFORMANCE EVALUATION

4.2.1 Correlation Between Friction f and McCarv T'ie. The regressionanalyses conducted for the various correlations are listed in Table 18. The followingcorrelations are discussed in detail below, identifying the elements that exceed theparameters.

40MUMMAC.DUN SEE; 4.1356 > 3.5000 -5 POINTS

40MUM60.MAC CC; 0.9772 < 0.9800CD; 0.9549 < 0.9604SEE; 4.0162 > 3.5000 - 10 POINTS

40MUMRFT.MAC CC; 0.9752 < 0.9800CD; 0.9510 < 0.9604SEE; 3.6612 > 3.5000 - 10 POINTS

60MUMRFT.MAC CC; 0.9762 < 0.9800CD; 0.9529 < 0.9600 - 5 POINTS

40MUMSFT.MAC CC; 0.9679 < 0.9800

49

CD; 0.9368 < 0.9604SEE; 6.0374 > 3.5000 - 10 POINTS

60MUMSFT.MAC CC; 0.9799 < 0.9800CD; 0.9603 < 0.9604SEE; 4.1933 > 3.5000 - 10 POINTS

40MUMSKD.MAC CC; 0.9594 < 0.9800CD; 0.9204 < 0.9604SEE; 6.7166 > 3.5000 - 10 POINTS

60MUMSKD.MAC CC; 0.9693 < 0.9800CD; 0.9396 < 0.9604SEE; 5.2838 > 3.5000 - 10 POINTS

4.2.2 Correlation Between Friction Equipment and Mccreary/Dico Th-e. Theregression analyses conducted for the various correlations are listed in Table 19. Thefollowing correlations are discussed below, identifying the elements that exceed theparameters.

40DUNMUM.DIK Meets all parameters

40MUM60.DIK Meets all parameters

MUDKRFMC.40 Meets all parameters

MUDKRFMC.60 Meets all parameters

MUDKSFMC.40 SEE; 3.6674 > 3.5000 - 5 POINTS

MUDKSFMC.60 Meets all parameters

MUDKSKMC.40 Meets all parameters

MUDKSKMC.60 SEE; 3.9503 > 3.5000 - 5 POINTS

4.2.3 Conylafim ftft= [¢on ftt gl Dunlop Tim- The regressionanalyses conducted for the various correlations are listed in Table 20. The followingcorrelations are discussed in detail below, identifying the elements that exceed theparameters.

50

40MUM60.DUN Meets all parameters

40MUMSFT.DUN CC; 0.9468 < 0.9800CD; 0.8964 < 0.9604SEE; 9.3393 > 3.5000 - 10 POINTS

60MUMSFT.DUN CC; 0.9463 < 0.9800CD; 0.8955 < 0.9604SEE; 8.0194 > 3.5000 - 10 POINTS

40MUMSKD.DUN CC; 0.9575 < 0.9800CD; 0.9168 < 0.9604SEE; 7.9419 > 3.5000 - 10 POINTS

60MUMSKD.DUN CC; 0.9590 < 0.9800CD; 0.9197 < 0.9604SEE; 6.7917 > 3.5000 - 10 POINTS

4.3 OVERALL SUMMARY OF TIRE PERFORMANCE

4.3.1 Tke Perftmwie on Friction "4igen Correlation. Table 17 shows theoverall tire performance on friction equipment correlation. The McCreary tire, mountedon all four friction devices was given a 13 % performance rating. The combination ofMcCreary tire mounted on the Runway Friction Tester, Saab Friction Tester andSkiddometer and the Dico tire mounted on the Mu Meter were given a performancerating of 88 %. The Dunlop tire mounted on all four devices was given a 20 %performance rating.

TABLE 17 - OVERALL SUMMARY OF TIRE PERFORMANCE ONFRICTION EQUIPMENT CORRELATION

OVERALL TIRE PERFORMANCE

McCREARY TIRE McCREARY/DICO TIRE DUNLOP TIRE

13% 88 4 20%

4.4 SELECTION OF BEST PERFORMING TIRE(S) FOR CORRELAT[ON

4.4.1 Crelation of Fron Em t the NMc axdi Th. TheMcCreary tire did not perform well on the Mu Meter and that is why the correlationbetween the Mu Meter and the other devices using the McCreary tire did not meet theperformance criteria. The Dunlop tire had variations between series within the same

51

batch as well as between batches and as a result did not meet the performance criteriaas set forth in this report. The best performing tire combination was the McCreary tiremounted on the Runway Friction Tester, Saab Friction Tester and Skiddometer and theDico tire mounted on the Mu Meter. The tire(s) mounted on the friction equipmentshown in Tables 22 and 23 are the recommended correlation standard for vehicle speedsof 40 and 60 MPH and will be included in the next revision of Advisory Circular AC150/5320-12.

4.5 DEVELOPMENT OF CORRELATION BETWEEN FRICTION EQUIPMENT

4.5.1 Correlaion Prowmdues. Tests have been conducted at Wallops FlightFacility for the past eight years. The Mu Meter was the first friction device used in thiscountry for many years before the other testers were introduced on the market. As aresult, an extensive data base was established, and, when the other devices were availableon the market, the Mu Meter was used as the base for correlation between the variousfriction devices. Tests conducted by NASA in the early 1970's, using a B-727 and a MuMeter, established the criteria for determining a satisfactory level of friction for aircraftoperations. The 50 mu which was adopted from the study has been used to the presenttime as the maintenance level for an acceptable pavement surface condition. Thefollowing paragraph explains the transition used to transfer this value from the Dunloptire to the Dico and McCreary tires.

4.5.2 Correlation Between Fiton EipmnL

4.5.2.1 Tire Transltos Since the maintenance criteria was developed on theDunlop tire, this value had to be translated to the other tires in the test program. Thefollowing paragraphs detail how this translation was made and show the proceduresemployed for each of the tires used in the correlations.

4.5.2.1.1 Procedure Used to Translate from the Dunlop Tire to the Dico Tire onthe Mu Meter at the Speed of 40 MPH. Reference chart FILENAME: 40DUNMUM.DIKin Appendix T and regression analyses results in Table 19.

The one Standard Error of Estimate regression equation is;

Y = + 2.2456 + 1.0095 X (1) Speed 40 MPH

In equation (1) above, X represents the present standard mu values obtained when usingthe Dunlop tire mounted on the Mu Meter at the speed of 40 MPH. Y represents themu values obtained when using the Dico tire on the Mu Meter at the speed of 40 MPH.Substituting X mu values of 40, 50 and 70 into equation (1) and solving for Y, gives muvalues of 42, 52 and 72, respectively (See Table 21). The mu values obtained with theMu Meter at the speed of 40 MPH using the Dunlop tire are compared to the mu values

52

obtained with the Mu Meter at the speed of 40 MPH using the Dico tire.

4.5.2.1.2 Procedure Used to Translate from the S2eed of 40 MPH to the Speedof 60 MPH UMsin Dico Tire on the Mu Meter. Reference chart FILENAME:4oMUM6o.DiK in Appendix T and regression analyses results in Table 19.


Y = + 4.4238 + 0.0878 X + 0.0107 X2 (2) Speed 60 MPH

In equation (2) above, X represents the mu values obtained when using the Dico tiremounted on the Mu Meter at the speed of 40 MPH. Y represents the mu values obtainedwhen using the Dico sire mounted on the Mu Meter at the speed of 60 mph.Substituting X mu values of 42, 52 and 72 into equation (2) and solving for Y, givesmu values of 26, 38 and 66, respectively (See Table 21). The mu values obtained withthe Mu Meter at the speed of 40 MPH using the Dico tire are compared to the mu valuesobtained on the Mu Meter at the speed of 60 MPH using the Dico tire.

4.5.2.2 Correlation of Friction Ea'_=ment Using the McCrearv/Dico Tire

4.5.2.2.1 Correlation Between the Mu Meter and the Runway Friction Tester atthe Speed of 40 MPH. Reference chart FILENAME: MUDKRFMC.40 in Appendix T andregression analyses results in Table 19.


Y = + 7.6505 + 0.7721 X (1) Speed 40 MPH

In equation (1) above, X represents the mu values obtained when using the Dico tiremounted on the Mu Meter at the speed of 40 MPH. Y represents the mu values obtainedwhen using the McCreary tire on the Runway, Friction Tester at the speed of 40 MPH.Substituting X mu values of 42, 52 and 72 into equation (1), solving for Y andmultiplying each result by the 1.26 Calibration Adjustment Factor, yields mu values of50, 60 and 80, respectively (See Table 21). The mu values obtained with the Mu Meterat the speed of 40 MPH using the Dico tire are compared to the mu values obtained withthe Runway Friction Tester at the speed of 40 MPH using the McCreary tire.

4.5.2.2.2 Correlation Between the Mu Meter and the Runway Friction Tester atthe Speed of 60 MPH. Reference chart FILENAME: MUDKRFMC.60 in Appendix T andregrsion analyses results in Table 19.

53


Y = + 3.0573 + 1.3431 X- 0.0080 X2 (2) Speed 60 MPH

In equation (2) above, X represents the mu values obtained when using the Dico tiremounted on the Mu Meter at the speed of 60 MPH. Y represents the mu values obtainedwhen using the McCreary tire on the Runway Friction Tester at the speed of 60 MPH.Substituting X mu values of 26, 38 and 66 into equation (2), solving for Y andmultiplying each result by the 1.26 Calibratiom Adjustment Factor, yields mu values of41, 54 and 72, respectively (See Table 21). The mu values obtained with the Mu Meterat the speed of 60 MPH using the Dico tire are compared to the mu values obtained withthe Runway Friction Tester at the speed of 60 MPH using the McCreary tire.

4.5.2.2.3 Correlation Between the Mu Meter and the Saab Friction Tester at theSpeed of 40 MPH, Reference chart FILENAME: MUDKSFMC.40 in Appendix T andregression analyses results in Table 19.


Y = + 3.0565 + 1.1213 X (3) Speed 40 MPH

In equation (3) above, X represents the mu values obtained when using the Dico tiremounted on the Mu Meter at the speed of 40 MPH. Y represents the mu values obtainedwhen using the McCreary tire on the Saab Friction Tester at the speed of 40 MPH.Substituting X mu values of 42, 52 and 72 into equation (3) and solving for Y, gives muvalues of 50, 61 and 84, respectively (See Table 21). The mu values obtained with theMu Meter at the speed of 40 MPH using the Dico tire are compared to the mu valuesobtained with the Saab Friction Tester at the speed of 40 MPH using the McCreary tire.

4.5.2.2.4 Correlation Between the Mu Meter and the Saab Friction Tester at theSpeed of 60 MPH. Reference chart FILENAME: MUDKSFMC.60 in Appendix T andregression analyses results in Table 19.


Y = + 1.2586 + 1.2369 X - 0.0022 X2 (4) Speed 60 MPH

In equation (4) above, X represents the mu values obtained when using the Dico tiremounted on the Mu Meter at the speed of 60 MPH. Y represents the mu values obtainedwhen using the McCreary tire on the Saab Friction Tester at the speed of 60 MPH.Substituting X mu values of 26, 38 and 66 into equation (4) and solving for Y, gives muvalues of 32, 45 and 73, respectively (See Table 21). The mu values obtained with theMu Meter at the speed of 60 MPH using the Dico tire are compared to the mu values

54

obtained with the Saab Friction Tester at the speed of 60 MPH using the McCreary tire.

4.2.2.2.5 Correlation Between the Mu Meter and the Skiddometer at the Speedof 40 MPH, Reference chart FILENAME: MUDKSKMC.40 in Appendix T and regressionanalyses results in Table 19.


Y = + 2.4427 + 1.1136 X (5) Speed 40 MPH

In equation (5) above, X represents the mu values obtained when using the Dico tiremounted on the Mu Meter at the speed of 40 MPH. Y represents the mu values obtainedwhen using the McCreary tire on the Skiddometer at the speed of 40 MPH. SubstitutingX mu values of 42, 52 and 72 into equation (5) and solving for Y, gives mu values of49, 60 and 82, respectively (See Table 21). The mu values obtained with the Mu Meterat the speed of 40 MPH using the Dico tire are compared to the mu values obtained withthe Siddometer at the speed of 40 MPH using the McCreary tire.

4.5.2.2.6 Correlation Between the Mu Meter and the Skiddometer at the Speedof 60 MPH. Reference chart FILENAME: MUDKSKMC.60 in Appendix T and regressionanalyses results in Table 19.


Y = + 3.0249 + 1.4294 X - 0.0049 X2 (6) Speed 60 MPH

In equation (6) above, X represents the mu values obtained when using the Dico tiremounted on the Mu Meter at the speed of 60 MPH. Y represents the mu values obtainedwhen using the McCreary tire on the Sliddometer at the speed of 60 MPH. SubstitutingX mu values of 26, 38 and 66 into equation (6) and solving for Y, gives mu values of36, 50 and 76, respectively (See Table 21). The mu values obtained with the Mu Meterat the speed of 60 MPH using the Dico tire are compared to the mu values obtained withthe Skiddometer at the speed of 60 MPH using the McCreary tire.

55

E4

0 w.I- H 0 0 0 0 0 0 0m4 H4 IN N N N N N

zW 4 0 0 v 0 u

- (~a 0 aN 00 i. a 0 0

0 0 0 0 0 0 0 0

ZY 0 C; S S Y 0

04 q 1% In aA a~ a

. 0 0 a 0 a 0 0

H-

00

U + + I + +

M~ 0 %D m1 t*- v .0N co 0 0~ wO 0 0r-t 14 14 mO~ 1 A I

* 4 * r 4 w

0; 0 0 0) 4 0 4

I ~ E- in0 0 1 ' A cEA I

E-4 04 14 ' 0 4 '

o k0 0 v 00

56

zw

0 0 r4O0 0 0 0

'0 4 N vf N H I'~N %0 U0 w N 0

in ~ i v- 0. C4 *n i

04 CI C4 N 0

W0O 0% (l 0% N ~ NN4 ILn w0 0 %0 N (0

w0 0 04 -Re m 0 0 00 0v 0 0 0 0 0 0

Ol 0 0 0 0 0 0 0 0Ii~

N ON

H0 0

r34 H4 0vr. N n 0 04 0 m 0

w 0- Nv N cn H N4

H- 0 0 H4 H4 H- H H

0A N* 0 %0*4

z f-H H 40 0 1 0o 8 8f

E-4 + I I

f-4

57

H H

04H ca 0o f- o 4 0o 0 4 0 m4 0H4 94 "4 94 -f

oIn v

Z 10 0 0 r4 r.g In 9 0 a t%

N v In i

0 o O 94 A4

0 r-0 0 0 0% 0

m) v 4 In in0 ah

2 ~~ . 0

w %H%H LL 000 0

A 0 1 0

M 9 N rn

0~ ~ v-4O ~M4 0 0 m 9

N 4 V r4 t-4 9+++ + +

E- U0 0 ~ 0to 0 0 0 0 0O

0 0 0 0 (

58N ' 9 4 U

4.6 CORRELATION TABLE

4.6.1 Coeatimon Table for Mu Values. Table 21 summarizes the mu values foreach friction device for speeds of 40 and 60 mph. The regression equations that wereused to develop the table are given in paragraphs 4.5.2.2.1 through 4.5.2.2.6.

TABLE 21 - CORRELATION OF MU VALUES FOR FRICTION MEASURINGEQUIPMENT USING THE McCREARY/DICO TIRE AND SELF WATER SYSTEM

AT SPEED OF 40 MPH

MU METER SAAB FRICTION RUNWAY FRICTION SKIDDOETERTESTER TESTER

DICO McCREARY McCREARY * McCREARY

42 50 50 49

52 61 60 60

72 84 80 82

.. __AT SPEED OF 60 MPH

26 32 41 36

38 45 54 50

66 73 72 76

All equations involving the Runway Friction Tester must be multiplied by aCALIBRATION ADJUSTMENT FACTOR of 1.26. Reference letter from K. J. LawEngineers explaining the reason for the multiplication factor in Appendix W.

4.7 EXAMPLE OF COMPUTER SET-UP FOR REGRESSION ANALYSIS

4.9.1 Example of Comparing the Mu Meter Operating at a Speed of 40 mph (65km/h) to a Seed of 60 mph (95 km/h) Using the McCreary Tire. Appendix V showsthe step by step procedure used in entering data to conduct regression analysis. Thisprocedure was used throughout the analyses conducted in the program.

59

5. CONWCSONS

5.1 FRICTION BQUIPMENT PERFORMANCE

The four friction devices were maintained and used according to the manufacturersinstruction manual. These devices had been previously qualified by the Federal AviationAdministration (FAA) under another test program conducted at the National Aeronauticsand Space Administration (NASA) Wallops Flight Facility.

5.2 PERSONNEL PERFORMANCE

The FAA personnel and contractor who operated the friction equipment did so ina highly professional manner. The personnel were highly qualified professionals whowere very experienced in doing the various demanding tasks required in thiscomprehensive research program.

The NASA managers and technicians were very helpful in making their facility

available to the FAA test team, even on weekends when the facility was closed.

5.3 TIRE PERFORMANCE

5.3.1 Influences on Friction Eguigment Performance. The McCreary tire performedwithin the performance criteria established in this report and is qualified for use on theRunway Friction Tester, Saab Friction Tester and the Skiddometer. The Dico tire isqualified for use on the Mu Meter alone. The Dunlop tire did not meet the performancecriteria on any of the four friction measuring devices used in the program. Details areset forth in the analyses conducted in Section 3, "Evaluation of Tire Performance" and theoverall summary of tire performance on friction equipment given in Table 16.

5.3.2 Influences on Friction Equipment Correlations. The same conclusions arereaffirmed as evidenced in the analyses conducted in Section 4, "Correlation of FrictionEquipment" and the overall summary of tire performance on friction equipmentcorrelation given in Table 17. The combination of the McCreary tire and Dico tirerevealed the best overall performance of all the tires tested. The evaluation of tireperformance in the friction equipment correlation confirms the findings of the tireperformance evaluation.

60

5.4 FRICTION EQUIPMENT ACCES.O€IE

5.4.1 Calibrated Pressure Dial Gate. The FAA test personnel were furnishedwith four calibrated pressure dial gages. These gages are not part of the manufacturer'saccessories. Ordinary tire gages are normally used. There could be as much as 4 or 5pounds pressure difference between the calibrated and ordinary gages. Therefore, it isconcluded that gages should be supplied and/or fiumished by the manufacturer when theequipment is sold to a client or recalled for improvements.

5.4.2 Tie igs The split-rim wheels should be the only type of rim used tomount the friction measuring wheel. Other rim types are much more difficult and timeconsuming to mount.

5.4.3 Tire Tubes, Several tire blowouts were experienced when using the straightvalve stems. The tube crawls within the tire carcass, twisting the valve stem as it moves.When these stems were replaced with curved valve stems, the blowout problem no longeroccurred.

61

6. RECOMMENDATIONS

6.1 GENERAL RECOMMENDAIONS

6.1.1 Friton Eapmet Tires. The study showed that the best performancetire for the Runway Friction Tester, Saab Friction Tester and Skiddometer was theMcCreary tire. The best performance tire for the Mu Meter was the Dico tire. It istherefore recommended that these tires be adopted as the standard replacing the existingguidance given in AC 150/5320-12. Revision of AC 150/5320-12 will incorporate therecommendations given in this report.

6.1.2 Tire Rims. The best performing rim for any of the tires is the split-rim.We recommend that this rim become the standard rim and that all other rims bediscontinued from use.

6.1.3 Tire Tubes. We recommend that curved valve stems be used in lieu of thestraight valve stems. Experience with the straight valve stems has not been too good.The tube tends to crawl within the tire carcass and thereby the valve stem tends to pinchthe tube, subjecting the tire to an increased tendency to blowout. The curved valvestems seem to adjust more and reduce the potential for blowout.

6.1.4 Additional Tire Tests. Tests must still be conducted to establish tire lifeperformance and rate of tire wear for maintenance purposes. For operational use oncompacted snow and/or ice covered pavement surfaces, tests must be conducted tocompare the performance of high pressure with low pressure tires.

6.2 RECOMMENDATIONS TO REVISION OF STANDARDS

6.2.1 Advisory Circular. it is recommended that Tables 22 and 23 be includedin the next revision of AC 150/5320-12, Measurement, Construction, and Maintenanceof Skid Resistant Aiport Pavement Surfaces. The Coded Friction Parameters given inthe tables determines the corresponding mu values for the friction device used at theairport. It is used in conjunction with the paragraphs concerned with Friction SurveyMeasurement Parameters, which provide the airport operator with guidelines fordetermining whether or not corrective action may be required to improve the surfacefriction characteristics of a wet runway.

62

TABLE 22 - CORRELATION OF MU VALUES FOR FRICTION MEASURING DEVICESUSING THE SELF WATER SYSTEM AT THE SPEED OF 40 MILES PER HOUR

MARK 4 MU M 6800 RUNWAY FRICTION TESTERCODED METER WITH BV-11 SKIDDONETER

FRICTION DICO TIRE MARK 2 SAAB FRICTION TESTERPARAMETER WITH THE MCREARY TIRECORRESPONDING MU VALUES

A 42 50

B 52 60

C 72 82

TABLE 23 - CORRELATION OF MU VALUES FOR FRICTION MEASURING DEVICESUSING THE SELF WATER SYSTEM AT THE SPEED OF 60 MILES PER HOUR

MARK 4 MU M 6800 RUNWAY MARK 2 SAABCODED METER WITH FRICTION TESTER FRICTION TESTER,FRICTION DICO TIRE WITH 1CCREARY BV-1 SKIDDOETER

PARAMETER TIRE WITH McCREARY TIRECORRESPONDING

MU VALUES

A 26 41 34B 38 54 47C 66 72. 74

6.2.2 ASTM Standards. It is recommended that the tire composition given inASTM specification E 524 for the McCreary tire be developed into a new ASTMspecification that has the same tire dimensions given in ASTM E 670 specification. TheDico tire specification will be included in the present ASTM E 670 specification.

6.3 RECOMMENDATIONS TO TIRE MANUFACTURERS

6.3.1 Assurance of Oualib Control When Manufacrming Tires. We recommendthat the manufacturers certify to their clients that they will maintain excellent qualitycontrol procedures and follow the requirements given in the ASTM Specifications discussedin Paragraph 6.2.2. It would also be helpful if the manufacturer would assure that it will

63

continue to manufacture tires in large enough batches to maintain adequate supply levels,whether the tires are used on airports or highways.

6.3.2 Future Qualification of Tires. Qualification of new tires manufactured onthe market will follow the requirements given by the appropriate ASTM specificationsand to testing by FAA on the standard pavement surfaces located at NASA Wallops FlightFacility.

6.4 RECOMMENDATIONS TO FRICTION EQUIPMEMT MANUFACTURERS

6.4.1 Friction EUime Accessories. We recommend that manufacturers providethe airport or highway user with a calibrated pressure dial gage when they sell ormaintain friction equipment.

64

7. REFERENCES

7.1 American Society For Testing And Materials, "Standard Test Method For Side ForceFriction On Paved Surfaces Using The Mu Meter", ASTM E 670 - 87 (1987).

7.2 American Society For Testing And Materials, "Standard Specification For StandardSmooth Tire For Pavement Skid-Resistance Tests", ASTM E 524 - 88 (1988).

7.3 Federal Aviation Administration, "Measurement, Construction, And MaintenanceOf Skid Resistant Airport Pavement Surfaces", Advisory Circular 150/5320-12A(11 July 1986).

7.4 Federal Aviation Administration, "Airport Pavement Design And Evaluation",Advisory Circular 150/5332-6C (7 December 1978).

7.5 MacLennan, J. R., Wenck, N. C., Josephson, P. D., and Erdmann, J. B., NationalRunway Friction Measurement Prog E. A. Hickok & Associates for FederalAviation Administration, Final Report (December 1980).

7.6 Morrow, T. H., Mu Meter Variability Study. FAA Technical Center (December1980), Unpublished.

7.7 Morrow, T. H., Correlation And Performance Reliability of Several Types Of FrictionMeasuring Devices. FAA Headquarters (August 1989), Unpublished.

7.8 National Aeronautics And Space Administration, "Effects Of Pavement Texture OnWet-Runway Braking Performance", NASA TND-4323 (January 1969).

7.9 National Aeronautics And Space Administration, "Evaluation of TwoTransport Aircraft and Several Ground Test Vehicle Friction MeasurementsObtained for Various Runway Surface Types and Conditions", NASATP 2917 (February 1990).

65

APPENDIX A

ASTM REQUEST FOR TIRE PERFORMANCE EVALUATION PROGRAM

4T1916Ra11cOSreM.Philldelphis, PA 19103-1187 USA 6 Telephone: (215) 299-5400 a TWX.710-670-1037 0 FAX: 215.977-9679AsPPENDIX A

Committee E-17 on PAVEMENT MANAGEMENT TECHNOLOGIES

Chairman: R. L. RIZENBEROS, Kentucky Dept. of Highways, State Office Bldg.. Rm. 701. Clinton & High Streets, Fronkfort.KY 40622 (502-54.2060)

Vice-Chairmon. Administration: A. J. STOCKER, Texas Transporlatlon Institute. Texas A A M University. P.O. Box 3926. Bryan, TX 77805(409-845-6154)

Vice-Chairman, Skid Resistance.- A. S. PARRISH. Maryland State Highway Admin.. 2323 W. Joppa Rd.. Brooklondville. MD 21022 (301-321-3565)Vice-Chairman. Roughness: J. R. CROTEAU. New Jersey State Dept. of Transporation. Res. A Demonstration Div., CN600, 1035 Parkway

Ave., Trenton. NJ 00625 (609-292-5776)

Vice.Chairman, Pavement Management: W. R. HUDSON, The University of Texas at Austin, Dept. of Civil Engineering. ECJ 6.10. Austin. TX 78712-1076(512-471-7741)

Secretary: C. M. HAYDEN, Federal Highway Administration. Code HHS-12, 400 Seventh St.. SW, Washington. DC 20590(202.426.2131)

Membership Secretory: L. E. HART. Rainhort Co., P.O. Box 4533, Austin, TX 78765 (512.452.8848)Staff Manager: MARTHA KIRKALDY (21S-299.5531)

JUNW 2 i 98Federal Aviation AdministrationAttn: Mr. H. Tomita, AES 310800 Independence Avenue, SWWashington DC 20591

Subject: FAA Technical Center Participation in Evaluation of New ASTM Test Tire

At the recent ASTM E 17 Committee meeting at State College, PA June 5-7, 1988,a proposal to have the RL-2 blank test tire produced by a U.S. manufacturer toASTM specifications met with favorable response. As you know, this test tire isthe one used on the Mu-meter and several fixed slip devices such as the Saabfriction tester, the runway friction tester, and the BV-11 skiddometer. A repre-sentative from McCreary Tire and Rubber Co. which currently produces the ASTME 501 and E 524 test tires indicated at the meeting that new, ASTM specified,test tires constructed to RL-2 tire dimensions could be made available for teststhis fall. The purpose of this letter is to request your approval and supportin providing test equipment and personnel to participate in an evaluation pro-gram of this new test tire to be conducted on some of the same test surfaces atNASA Wallops Flight Facility that were used during the recently completedFAA/NASA Runway Friction Program. If these tests are successful, a much cheaperand more uniformly constructed test tire will be available for future testsusing these ground friction measuring vehicles. Your favorable response to thisrequest will be greatly appreciated and if you have any questions, please giveme a call at FTS: 928-2796.

Thomas J. YagerChairman, E 17.21 Subcommittee

ccGene Godwin, NASA WallopsTom Morrow, FAA Headquarters

A-i

APPENDIX B

TIRE MANUFACITURER CERTIFICATION

Dico Ti, Inc.A Subsidiary of Dyneer Corporation520 J.D. Yarnell Industrial Parkway

Clinton, TN 37716615/457-4930

APPENDIX B

February 7, 1989

Mr. Thomas YagerNASA Program ManagerNASALangley Research CenterHampton, VA 23665-5225

Dear Tom:

Confirming our discussion of 2/6/89, attached is the tread stockformula and physical properties for the DICO Ku Meter tires.

We have 20 tires on hand for your tests this spring. Our price forthese tires is $31.30 each, which covers am* of our manufacturingand hanlling costs. Our sale price will established at a later date.

Sincerely,

C. Z. Erickson

Technical Marketing Manager

/bjb

Attachment:

cc: D. Doomershine

B-1

HU METER TREAD STOCK PHYSICALS

CURE AT 298 DEGREES F

CURE MINUTES

15 20 40 UNITS

Tensile 2300 2300 2300 PSI300% Modulus 900-1300 1000-1300 1050-1350 PSIElongation 0 Break 550- 600 550- 600 550- 600 %Shore A Hardness 52- 58 52- 60 55- 62 --

Specific Gravity 1.13 --- ---- -

B-2

MU MEM TREAD STOCK

SBR 40.0NR 40.0PBD 20.0N330 39.9N339 24.0AROMATIC OIL 17.5ZINC OXIDE 2.0PATTY ACID 1.4PETROLEUM WAX 3.2SANTODFLEX 715 2.0SANTOCTJRE 1.8. 1.2SULFUR 1.3

Eric Erickson

10/14/88

B-3

N:CIIARy TIRE & RUBBER COMPANY

1 0 F P.O. BOX 749, INDIANA, PENNSYLVANIA 15701-0749Telephone: (412) 349-9010

TWX: 610-468-140FAX (412, 349-8192

March 7, 1989

Mr. Thomas J. Yeager, Aerospace TechnologistNASALangley Research CenterMail Code: 497Hampton, VA 23665

Dear Tom:

We have designed and purchased a new mold for the productionof the 4.00-8 RL-2 test tire. We have designed the tire to meetthe dimensions as specified in the Annex to ASTM E670-87 exceptthat it is smooth (blank) which would require less break-in. Notethat sections A1.5.2.2. and A1.9.1. of the Annex describes thetread pattern as having seven grooves of 0.04 inch depth which mustbe "worn away" before any "readings are taken". In addition, we havelocated four holes in the tread surface, one in each quadrant, toindicate amount of wear. These (holes) wear indicators are 0.125inches in diameter and 0.200 inches deep on the new tire.

The tread portion of the RL-2 tire will be as specified forASTM E501 and E524 Standard tires. The tread formulation isspecified in Table 1 of each Spec. and they are identical. Theprocess control of this tread rubber will be as we have done forall E501 and E524 tires produced since 1980.

We produced RL-2 test tires during the week of February 27, 1989.Twenty will be ready for shipment to you by March 14, 1989. Thecost of these test tires will be the mutually agreed $31.30, plustax, each. This cost does not relate to the later selling price,which, per discussions of the E-17 meetings, could be in the $135.00range.

Tom, I am interested in the test results and any observationsthat you might have. In fact, if I know the testing schedule, Imight be able to arrange my schedule to see part of it.

If you havp any questions, don't hesitate to call me.

Sincere y,

6 - .l 4/uis E B a rot a

DirectorTechnical Division

LEB/mds B-4

AV:(:hIIAlY TIRE & RUBBER COMPANY

P.O. BOX 749, INDIANA, PENNSYLVANIA 15701-0749Telehone (412) 349-90I0

TWX: SM -46"-5tFAX (412) 349-192

April 6, 1989

Mr. Francis X. SchwartzPO Box 55Woodbridge, VA 22191

Dear Frank:

So there is no misunderstanding concerning how seriouswe take the manufacture of consistently high quality RL-2 tires,I feel I should explain some of our Q.C. and Process proceduresand what has been accomplished to date.

After discussions in early 1988 with you, members of ASTM E-17and others, we designed and purchased a mold for the RL-2 tire. Thefirst check tires were produced in Sept. 1988. Tom Yeagers' testingof these tires in late 1988 indicated that we were narrow in treadwidth and small in circumference. The tire mold was revised and inFeb. 1989 we produced thirty tires. Twenty of these tires were sentto Tom Yeager, Langley Research Center in March. All tires weremeasured at 10 PSI on a 3" width rim immediately after inflation.We would expect a small amount of growth after 24 hours inflation,approximately 0.10 inches in diameter. The tire number and diameterwe measured is marked on each of these 20 tires with silver ink penat the tires serial number. We also have record of those measurementswhich range from 16.30 to 16.36 inches diameter, the tread radius is8.0 inches, the tread width is 2.47 inches and the section width is4.23 inches.

What I am saying, Frank, is that we measure every ASTM tiremanufactured and keep that record in addition to when, who and P.O.number that received the tires. We have these kinds of records forevery ASTM E501 and E524 tire produced since our very first in 1980.We will follow this exact procedure with the RL-2.

The tread rubber is to that formula specified in ASTM standardsE501 and E524. It is our intention to only manufacture the RL-2 atthe same times we manufacture the E501 and E524 tires. The reason isthat each time the tread rubber is formulated and mixed we do it in6,000 - 10,000 lb. lots, blend it thoroughly and scrap any amountleft over. We do extensive laboratory testing of this rubber toinsure consistent characteristics. In addition, a Q.C. inspectorcertifies all processes. We know these are the right things to dobecause we make a batch of tires about each quarter, have been doingthis for over eight years, have laboratory data to show consistencyand I believe that all users of the E501 and E524 tires are satisfied.

8-5

If we formulated and mixed the tread rubber separately for theRL-2 tires the pounds required would be very small, blending wouldbe inefficient, and our costs of testing, certifying, etc., wouldbe very high. For these reasons, I can assure you that the RL-2tire will have exactly the same tread rubber as the E501 and E524,that we will follow all procedures that were established over eightyears ago and that records will be kept of every batch of tires.

Lastly, the thirty RL-2 tires produced in Feb. 1989 were manufacturedin conjunction with a batch (196) of E501 tires. During the weekof April 17, 1989, we will produce another batch of E501 tires, inaddition, we will produce fifteen RL-2 tires, ten of which will besent to Tom Yeager, Langley, to check batch to batch variation.

Frank, I didn't intend on writing a book, but, I wanted youto know how serious we are about consistently doing a good job.

S/incere2

64t4--L&(i6E. BarotaDirectorTechnical Division

LEB/mds

cc: Thomas J. YeagerNASALangley Research CenterMail Code: 497Hampton, VA 23665

B-6

APPENDIX C

VERTICAL LOAD VERSUS NET FOOTPRINT AREA OF TIRES

USED ON THE FRICTION EQUIPMENT

AT PRESSURES OF 10 AND 30 PSI

APPIWIX C

GROUND VEHICLE TIRE, 30 PSI

20

1 y , 4.7191*-3 + 2.3098g-2x RA2 0.931 /.

14

.~ ..;. . .

g 12

10*,, y -- 5.57140-2 + 2.054e.2x RA2 0.947

8

6

4 --

2 S./ y - 1.1996 + 1.9254s-2x RA2 , 0.99M0 .... ARMSTRONG

00 200 400 600 800 1000

VERTICAL LOAD, LB.

GROUND VEHICLE TIRES, 10 PSI

20/

is - 1.6 2 .y 1.0396 + 3.5494e-2x' y 2.6287e-2x RA2 - 0.975

16 R'2 -0.995

g 14g .

12 e / - 0Y6275 + 16520-2x RA2 Q 0.373,o °,

-- UNUO

2 , . " MCREARY0 ........ ARMSTRONG0 . p . I • I -0 200 400 600 g00 1000

VERTICAL LOAD, Ll.

c-1

APPENDI D

CATALOG SHOWING TES TIRE IDENTIFICATION

APPENDIX D

TABLE D - 1 CATALOG SHOWING TEST TIRE IDENTIFICATION

BATCH DUNLOP TIRESS McCREARY TIRES DICO TIRES

RFT/DUN/B1S1 RFT/HAC/B1S1 RFT/DIK/B1S1SFT/DUN/B1S1 SFT/MAC/B1S1 SFT/DIK/B1S1SKD/DUN/B1S1 SKD/Z4AC/B1S1 SKD/DIK/B1S1

NUM/DUN-L/B1S1 HUM/MAC-L/B1S1 MUM/DIK-L/B1S1MUM/DUN-R/BlS1 MUM/MAC-R/B1S1 HUM/DIK-R/B1S1

1F / U / I 2R T M C / 1 2R T D K B SRFT/DUN/B1S2 RFT/MAC/B1S2 RFT/DIK/B1S2SFT/DUN/B1S2 SFT/MAC/B1S2 SFT/DIK/B1S2SK/DUN/B1S2 SK/MAC/B1S2 SK/DIK/B1S2

MUM/DUN-L/B1S2 IUM/MAC-L/B1S2 MUH/DIK-L/B1S2

RFM/DUNR/B21 HUM/ACR/B21 MUM/DIKR/B21

RFT/DUN/B2S1 RFT/MAC/B2S1 RFT/DIK/B2S1SFT/DUN/B2S1 SFT/MAC/B2S1 SFT/DIK/B2S1MK/DUN/B2S1 SI(/MAC/B2S1 MK/DIK/B2S1

MUM/DUN-L/B2S1 MUM/MAC-L/B2S1 MUM/DIK-L/B2S1

2RFT/DUN/B2S2 RFT/MAC/B2S2 RFT/DIK/B2S2SFT/DUN/B2S2 SFT/MAC/B2S2 SFT/DIK/B2S2SKD/DUN/B2S2 SKD/I4AC/B2S2 SKD/DIK/B2S2

MUM/DUN-L/B2S2 MUM/MAC-L/B2S2 MUM/DIK-L/B2S2HUM/DUN-R/B2S2 MUM/MAC-R/B2S2 HUM/DIK-R/B2S2

EXPLANATION OF CODES:

RFT/DUN/B2S1

Runway Friction Tester / Dunlop Tire / Batch 2, Series 1

BATCH NUMBERS FOR DUNLOP RL2 TIRE:

100/B4C4 338

100/E4C4338

D - 1

APPENDIX E

TEXTURE DEPTH MEASUREMENTS FOR TEST SURFACES

AT NASA WALLOPS FUGHT FACILIT

APPENDIX E

TABLE E - 1 TEXTURE DEPTH MEASUREMENTS FOR TESTSURFACES AT NASA WALLOPS FLIGHT FACILITY

TEST AVERAGE TEXTURE DEPTHLOCATION

SURFACES MM IN

A 0.21 0.008

B 1.75 0.069R/W 4/22

C 1.82 0.072

K 0.11 0.004T/W 4/22

P* 0.00 0.000

E- 1

APPENDIX F

PROGRAM SCHEDULE

APPENDIX F

TABLE F - 1 PROGRAM SCHEDULE

DATE ITINERARY

MONDAY JULY 31, 1989 TRAVEL, EQUIPMENT SET-UP

TUESDAY AUGUST 01, 1989 FIELD TESTING, MAC TIRE

WEDNESDAY AUGUST 02, 1989 FIELD TESTING, MAC TIRE

THURSDAY AUGUST 03, 1989 FIELD TESTING, DIC TIRE

FRIDAY AUGUST 04, 1989 FIELD TESTING, DIC TIRE

SATURDAY AUGUST 05, 1989 FIELD TESTING, DUN TIRE

SUNDAY AUGUST 06, 1989 FIELD TESTING, DUN TIRE

MONDAY AUGUST 07, 1989 PACK-UP, TRAVEL

F -1

APPENDIX G

DAILY TEST RUN SEQUENCE

APPENDIX G

FIRST DAY TEST PROGRAM.

TEST TIRE: McCREARY: Batch 1, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mounted @ TechCenter) @ Inflation pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.

TIME SCHEDULE TEST SEQUENCE FOR SITE DBA

0800 - 0820 Conduct 6 runs @ 40 MPH with SFT.Refill water tank after completion of tests.

SFT/MAC/BlS1 TAKE VEHICLE TO TEST SITE KP FOR 0840 TEST.

0820 - 0840 Conduct 6 runs @ 40 MPH with SKD.Refill water tank after completion of tests.

SKD/MAC/B1S1 TAKE VEHICLE TO TEST SITE KP FOR 0900 TEST.

0840 - 0900 Conduct 6 runs-@ 40 MPH with RFT.Refill water tank after completion of tests.

RFT/MAC/BlSl Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 0920 TEST.

0900 - 0920 Conduct 6 runs @ 40 MPH with MUM.Refill water tank after completion of tests.

MUM/MAC-L/BIS1 Re-Calibrate Self Water System for 60 MPH.MUM/MAC-R/BlSl TAKE VEHICLE TO TEST SITE KP FOR 0940 TEST.


SFT/MAC/BlSl TAKE VEHICLE TO TEST SITE KP FOR 1020 TEST.



1000 - 1020 BREAK

1020 - 1040 Conduct 6 runs @ 60 MPH with RFT.Refill water tank after completion of tests.

RFT/MAC/BlSl TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON RFT: (Mounted @ Tech Center)McCREARY; BATCH 1, SERIES 2.

RFT/MAC/BIS2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the RFT.TAKE VEHICLE TO TEST SITE KP FOR 1300 TEST.

1040 - 1100 Conduct 6 runs @ 60 MPH with MUM.MUM/MAC-L/BlSl Refill water tank after completion of tests.MUM/MAC-R/B1S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G- 1

1100 - 1200 CHANGE TIRE ON MUM: (Mounted 0 Tech Center)MCCREARY1 BATCH 1, SERIES 2.

MUM/MAC-WLBIS2 Re-Calibrate Self Water System for 40 MPH.MUM/MAC-R/B1S2 Re-Calibrate the MUM.

TAKE VEHICLE TO TEST SITE KP FOR 1320 TEST.

1200 - 1300 LUNCH BREAK

TEST TIRE: McCREARY; Batch 1, Series 2 (Mounted 0 Tech Center).

1300 - 1320 Conduct 6 runs 0 40 MPH with SFT.Refill water tank after completion of tests.

SFT/MAC/B1S2 TAKE VEHICLE TO TEST SITE KP FOR 1340 TEST.

1320 - 1340 Conduct 6 runs 0 40 MPH with SKD.Refill water tank after completion of tests.

SKD/MAC/BIS2 TAKE VEHICLE TO TEST SITE KP FOR 1400 TEST.


RFT/MAC/BlS2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 1420 TEST.


MUM/MAC-L/BlS2 Re-Calibrate Self Water System for 60 MPH.MUM/MAC-R/BlS2 TAKE VEHICLE TO TEST SITE KP FOR 1440 TEST.



1440 - 1500 Conduct 6 runs # 60 MPH with SKD.Refill water tank after completion of tests.


1500 - 1520 BREAK

1520 - 1540 Conduct 6 runs # 60 MPH with RFT.VEHICLE COMPLETED FOR DAY.

RFT/MAC/BIS2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON RFT: (Mount # WFC)McCREARY; BATCH 2, SERIES 1,

RFT/MAC/B2Sl FOR SECOND DAY TEST.

1540 - 1600 Conduct 6 runs 0 60 MPH with MUM.MUM/MAC-L/BIS2 VEHICLE COMPLETED FOR DAY.MUM/MAC-R/BlS2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON MUM: (Mount # WFC)McCREARY; BATCH 2, SERIES 1,

MUM/MAC-L/B281 FOR SECOND DAY TEST.MUM/MAC-R/B2SI G - 2

FIRST DAY TEST PROGRAM.

TEST TIRE: MCCREARY: Batch 1, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mounted @ TechCenter) Inflation pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.

TIME SCHEDULE TEST SEQUENCE FOR SITES K & P

0800 - 0820 Conduct 6 runs 6 40 MPH with RFT.Refill water tank after completion of tests.

RFT/MAC/BlSl TAKE VEHICLE TO TEST SITE DBA FOR 0840 TEST.

0820 - 0840 Conduct 6 runs @ 40 MPH with MUM.MUM/MAC-L/B1S1 Refill water tank after completion of tests.MUM/MAC-R/BlSl TAKE VEHICLE TO TEST SITE DBA FOR 0900 TEST.


SFT/MAC/BlSl Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 0920 TEST.


SKD/MAC/B1Sl Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 0940 TEST.

0920 - 0940 Conduct 6 runs 0 60 MPH with RFT.Refill water tank after completion of tests.

RFT/MAC/BIS1 TAKE VEHICLE TO TEST SITE DBA FOR 1020 TEST.

0940 - 1000 Conduct 6 runs 6 60 MPH with MUM.MUM/MAC-L/BlSl Refill water tank after completion of tests.MUM/MAC-R/BiSi TAKE VEHICLE TO TEST SITE DBA FOR 1040 TEST.

1000 - 1020 BREAK


SFT/MAC/B1S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON SFT: (Mounted @ Tech Center)McCREARY; BATCH 1, SERIES 2.

SFT/MAC/BIS2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SFT.TAKE VEHICLE TO TEST SITE DBA FOR 1300 TEST.


SKD/MAC/B11 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G- 3

1100 - 1200 CHANGE TIRE ON SKD: (Mounted @ Tech Center)McCREARY; BATCH 1, SERIES 2.

SKD/MAC/B1S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SKD.TAKE VEHICLE TO TEST SITE DBA FOR 1320 TEST.

1200 -1300 LUNCH BREAK

TEST TIRE: McCREARY; Batch 1, Series 2 (Mounted @ Tech Center).


RFT/MAC/BlS2 TAKE VEHICLE TO TEST SITE DBA FOR 1340 TEST.

1320 - 1340 Conduct 6 runs @ 40 MPH with MUM.MUM/MAC-L/BIS2 Refill water tank after completion of tests.MUM/MAC-R/B1S2 TAKE VEHICLE TO TEST SITE DBA FOR 1400 TEST.


SFT/MAC/B1S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 1420 TEST.


SKD/MAC/B1S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 1440 TEST.


RFT/MAC/B1S2 TAKE VEHICLE TO TEST SITE DBA FOR 1520 TEST.

1440 - 1500 Conduct 6 runs @ 60 MPH with MUM.MUM/MAC-L/BIS2 Refill water tank after completion of tests.MUM/MAC-R/BIS2 TAKE VEHICLE TO TEST SITE DBA FOR 1540 TEST.

1500 - 1520 BREAK

1520 - 1540 Conduct 6 runs @ 60 MPH with SFT.VEHICLE COMPLETED FOR DAY.

SFT/MAC/B1S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON SFT: (Mount @ WFC)McCREARY; BATCH 2, SERIES 1,

SFT/MAC/B2S1 FOR SECOND DAY TEST.

1540 - 1600 Conduct 6 runs @ 60 MPH with SKD.VEHICLE COMPLETED FOR DAY.

SKD/MAC/BIS2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON SKD: (Mount @ WFC)McCREARY; BATCH 2, SERIES 1,

SKD/MAC/B2S1 FOR SECOND DAY TEST.G -4

SECOND DAY TEST PROGRAM.

TEST TIRE: McCREARY; Batch 2, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mount @ WFC)@ Inflation pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.







RFT/MAC/B2S1 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 0920 TEST.


MUM/MAC-L/B2S1 Re-Calibrate Self Water System for 60 MPH.MUM/MAC-R/B2S1 TAKE VEHICLE TO TEST SITE KP FOR 0940 TEST.





1000 - 1020 BREAK


RFT/MAC/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON RFT: (Mount @ WFC).McCREARY; BATCH 2, SERIES 2.

RFT/MAC/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the RFT.TAKE VEHICLE TO TEST SITE KP FOR 1300 TEST.

1040 - 1100 Conduct 6 runs @ 60 MPH with MUM.MUM/MAC-L/B2Sl Refill water tank after completion of tests.NUM/MAC-R/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G -5

1100 - 1200 CHANGE TIRE ON MUM: (Mount @ WFC).McCREARY; BATCH 2, SERIES 2.

MUM/MAC-L/B2S2 Re-Calibrate Self Water System for 40 MPH.MUM/MAC-R/B2S2 Re-Calibrate the MUM.



TEST TIRE: McCREARY; Batch 2, Series 2 (Mount @ WFC).






RFT/MAC/B2S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 1420 TEST.


MUM/MAC-L/B2S2 Re-Calibrate Self Water System for 60 MPH.MUM/MAC-R/B2S2 TAKE VEHICLE TO TEST SITE KP FOR 1440 TEST.





1500 - 1520 BREAK

1520 - 1540 Conduct 6 runs @ 60 MPH with RFT.VEHICLE COMPLETED FOR DAY.

RFT/MAC/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON RFT: (Mount @ WFC).DIK; BATCH 1, SERIES 1,

RFT/DIK/B1S1 FOR THIRD DAY TEST.

1540 - 1600 Conduct 6 runs @ 60 MPH with MUM.MUM/MAC-L/B2S2 VEHICLE COMPLETED FOR DAY.MUM/MAC-R/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON MUM: (Mount @ WFC).DIK; BATCH 1, SERIES 1,

MUM/DIK-L/BISl FOR THIRD DAY TEST.MUM/DIK-R/BIS1 G - 6

.. , ,m m m w

SECOND DAY TEST PROGRAM.

TEST TIRE: McCREARY: Batch 2, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mount @ WFC)@ Inflation Pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.




0820 - 0840 Conduct 6 runs @ 40 MPH with MUM.MUM/MAC-L/B2S1 Refill water tank after completion of tests.MUM/MAC-R/B2S1 TAKE VEHICLE TO TEST SITE DBA FOR 0900 TEST.







0940 - 1000 Conduct 6 runs @ 60 MPH with MUM.MUM/MAC-L/B2S1 Refill water tank after completion of tests.MUM/MAC-R/B2Sl TAKE VEHICLE TO TEST SITE DBA FOR 1040 TEST.

1000 - 1020 BREAK


SFT/MAC/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON SFT: (Mount @ WFC).McCREARY; BATCH 2, SERIES 2.

SFT/MAC/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SFT.TAKE VEHICLE TO TEST SITE DBA FOR 1300 TEST.


SKD/MAC/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G - 7

1100 - 1200 CHANGE TIRE ON SKD: (Mount @ WFC).McCREARY; BATCH 2, SERIES 2.

SKD/MAC/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SKD.TAKE VEHICLE TO TEST SITE DBA FOR 1320 TEST.


TEST TIRE: McCREARY; Batch 2, Series 2 (Mount @ WFC).











1500 - 1520 BREAK


SFT/MAC/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON SFT: (Mount @ WFC)DIK; BATCH 1, SERIES 1,

SFT/DIK/BISI FOR THIRD DAY TEST.


SKD/MAC/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON SKD: (Mount @ WFC)DIK; BATCH 1, SERIES 1,

SKD/DIK/BISI FOR THIRD DAY TEST.G- 8

THIRD DAY TEST PROGRAM.

TEST TIRE: DICO: Batch 1, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mount @ WFC)@ Inflation pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.



SFT/DIK/BISI TAKE VEHICLE TO TEST SITE KP FOR 0840 TEST.


SKD/DIK/BlSl TAKE VEHICLE TO TEST SITE KP FOR 0900 TEST.


RFT/DIK/B1S1 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 0920 TEST.


MUM/DIK-L/BlS1 Re-Calibrate Self Water System for 60 MPH.MUM/DIK-R/BlSl TAKE VEHICLE TO TEST SITE KP FOR 0940 TEST.


SFT/DIK/BIS1 TAKE VEHICLE TO TEST SITE KP FOR 1020 TEST.


SKD/DIK/BlS1 TAKE VEHICLE TO TEST SITE KP FOR 1040 TEST.

1000 - 1020 BREAK


RFT/DIK/BlSl TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON RFT: (Mount @ WFC).DICO; BATCH 1, SERIES 2.

RFT/DIK/B1S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the RFT.TAKE VEHICLE TO TEST SITE XP FOR 1300 TEST.

1040 - 1100 Conduct 6 runs @ 60 MPH with MUM.MUM/DIK-L/BlS1 Refill water tank after completion of tests.MUM/DIK-R/BlSl TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G - 9

1100 - 1200 CHANGE TIRE ON MUM: (Mount Q WFC)DICOi BATCH 1, SERIES 2.

MUM/DIK-L/BlS2 Re-Calibrate Self Water System for 40 MPH.MUM/DIK-R/BIS2 Re-Calibrate the MUM.



TEST TIRE: DICO; Batch 1, Series 2 (Mount 0 WFC).


SFT/DIK/BlS2 TAKE VEHICLE TO TEST SITE KP FOR 1340 TEST.


SKD/DIK/B1S2 TAKE VEHICLE TO TEST SITE KP FOR 1400 TEST.


RFT/DIK/BiJ2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 1420 TEST.


MUM/DIK-L/BlS2 Re-Calibrate Self Water System for 60 MPH.MUM/DIK-R/BIS2 TAKE VEHICLE TO TEST SITE KP FOR 1440 TEST.


SFT/DIK/B1S2 TAKE VEHICLE TO TEST SITE KP FOR 1520 TEST.



1500 - 1520 BREAK


RFT/DIK/B1S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON RFT: (Mount @ WFC)DICO; BATCH 2, SERIES 1,

RFT/DIK/B2S1 FOR FOURTH DAY TEST.

1540 - 1600 Conduct 6 runs @ 60 MPH with MUM.MUM/DIK-L/B1S2 VEHICLE COMPLETED FOR DAY.MUM/DIK-R/BIS2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON MUM: (Mount @ WFC)DICO; BATCH 2, SERIES 1,

MUM/DIK-L/B2S1 FOR FOURTH DAY TEST.MUM/DIK-R/B2Sl G - 10

THIRD DAY TEST PROGRAM.




RFT/DIK/BISl TAKE VEHICLE TO TEST SITE DBA FOR 0840 TEST.

0820 - 0840 Conduct 6 runs @ 40 MPH with MUM.MUM/DIK-L/BIS1 Refill water tank after completion of tests.MUM/DIK-R/BISI TAKE VEHICLE TO TEST SITE DBA FOR 0900 TEST.


SFT/DIK/BIS1 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 0920 TEST.


SKD/DIK/BIS1 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 0940 TEST.


RFT/DIK/BlS1 TAKE VEHICLE TO TEST SITE DBA FOR 1020 TEST.

0940 - 1000 Conduct 6 runs @ 60 MPH with MUM.MUM/DIK-L/BlSl Refill water tank after completion of tests.MUM/DIK-R/BIS1 TAKE VEHICLE TO TEST SITE DBA FOR 1040 TEST.

1000 - 1020 BREAK


SFT/DIK/BIS1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON SFT: (Mount @ WFC)DICO; BATCH 1, SERIES 2.

SFT/DIK/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SFT.TAKE VEHICLE TO TEST SITE DBA FOR 1300 TEST.


SKD/DIK/BlSl TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G - 11

1100 - 1200 CHANGE TIRE ON SKD: (Mount @ WFC).DICO; BATCH 1, SERIES 2.

SKD/DIK/BlS2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SKD.TAKE VEHICLE TO TEST SITE DBA FOR 1320 TEST.


TEST TIRE: DICO; Batch 1, Series 2 (Mount @ WFC).


RFT/DIK/BIS2 TAKE VEHICLE TO TEST SITE DBA FOR 1340 TEST.

1320 - 1340 Conduct 6 runs @ 40 MPH with MUM.MUM/DIK-L/BlS2 Refill water tank after completion of tests.MUM/DIK-R/BlS2 TAKE VEHICLE TO TEST SITE DBA FOR 1400 TEST.


SFT/DIK/B1S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 1420 TEST.


SKD/DIK/BIS2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 1440 TEST.


RFT/DIK/BIS2 TAKE VEHICLE TO TEST SITE DBA FOR 1520 TEST.

1440 - 1500 Conduct 6 runs @ 60 MPH with MUM.MUM/DIK-L/BIS2 Refill water tank after completion of tests.MUM/DIK-R/BIS2 TAKE VEHICLE TO TEST SITE DBA FOR 1540 TEST.

1500 - 1520 BREAK


SFT/DIK/BIS2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON SFT: (Mount @ WFC)DICO; BATCH 2, SERIES 1,

SFT/DIK/B2S1 FOR FOURTH DAY TEST.


SKD/DIK/B1S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON SKD: (Mount @ WFC)DICO; BATCH 2, SERIES 1,

SKD/DIK/B2Sl FOR FOURTH DAY TEST.G - 12

FOURTH DAY TEST PROGRAM.










MUM/DIK-L/B2S1 Re-Calibrate Self Water System for 60 MPH.MUM/DIK-R/B2S1 TAKE VEHICLE TO TEST SITE KP FOR 0940 TEST.





1000 - 1020 BREAK


RFT/DIK/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON RFT: (Mount @ WFC).DICO; BATCH 2, SERIES 2.

RFT/DIK/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the RFT.TAKE VEHICLE TO TEST SITE KP FOR 1300 TEST.

1040 - 1100 Conduct 6 runs @ 60 MPH with MUM.MUM/DIK-L/B2S1 Refill water tank after completion of tests.MUM/DIK-R/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G - 13

A

1100 - 1200 CHANGE TIRE ON MUM: (Mount @ WFC)DICO; BATCH 2, SERIES 2.

MUM/DIK-L/B2S2 Re-Calibrate Self Water System for 40 MPH.MUM/DIK-R/B2S2 Re-Calibrate the MUM.











MUM/DIK-L/B2S2 Re-Calibrate Self Water System for 60 MPH.MUM/DIK-R/B2S2 TAKE VEHICLE TO TEST SITE KP FOR 1440 TEST.





1500 - 1520 BREAK


RFT/DIK/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON RFT: (Mount @ WFC)DUNLOP; BATCH 1, SERIES 1,

RFT/DUN/B1S1 FOR FIFTH DAY TEST.

1540 - 1600 Conduct 6 runs @ 60 MPH with MUM.MUM/DIK-L/B2S2 VEHICLE COMPLETED FOR DAY.MUM/DIK-R/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON MUM: (Mount @ WFC)DUNLOP; BATCH 1, SERIES 1,

MUM/DUN-L/B1S1 FOR FIFTH DAY TEST.MUM/DUN-R/BlSl G - 14

FOURTH DAY TEST PROGRAM.




RFT/DIK/B2S1 TAKE VEHICLE TO TEST SITE DBA FOR 0840 TEST.

0820 - 0840 Conduct 6 runs @ 40 MPH with MUM.MUM/DIK-L/B2Sl Refill water tank after completion of tests.MUM/DIK-R/B2S1 TAKE VEHICLE TO TEST SITE DBA FOR 0900 TEST.




SKD/DIK/B2Sl Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 0940 TEST.



0940 - 1000 Conduct 6 runs @ 60 MPH with MUM.MUM/DIK-L/B2S1 Refill water tank after completion of tests.MUM/DIK-R/B2Sl TAKE VEHICLE TO TEST SITE DBA FOR 1040 TEST.

1000 - 1020 BREAK


SFT/DIK/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON SFT: (Mount @ WFC)DICO; BATCH 2, SERIES 2.

SFT/DIK/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SFT.TAKE VEHICLE TO TEST SITE DBA FOR 1300 TEST.

1040 - 1100 Conduct 6 runs 6 60 MPH with SKD.Refill water tank after completion of tests.

SKD/DIK/B2Sl TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G - 15

1100 - 1200 CHANGE TIRE ON SKD: (Mount @ WFC).DICO; BATCH 2, SERIES 2.

SKD/DIK/B2S2 Re-Calibrate'Self Water System for 40 MPH.Re-Calibrate the SKD.TAKE VEHICLE TO TEST SITE DBA FOR 1320 TEST.



1300 - 1320 Conduct 6 runs @ 40 MPH with'RFT.Refill water tank after completion of tests.


1320 - 1340 Conduct 6 runs @ 40 MPH with MUM.MUM/DIK-L/B2S2 Refill water tank after completion of tests.MUM/DIK-R/B2S2 TAKE VEHICLE TO TEST SITE DBA FOR 1400 TEST.




SKD/DIK/B2S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 1440 TEST.



1440 - 1500 Conduct 6 runs @ 60 MPH with MUM.MUM/DIK-L/B2S2 Refill water tank after completion of tests.MUM/DIK-R/B2S2 TAKE VEHICLE TO TEST SITE DBA FOR 1540 TEST.

1500 - 1520 BREAK


SFT/DIK/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON SFT: (Mount @ WFC)DUNLOP; BATCH 1, SERIES 1,

SFT/DUN/B1S1 FOR FIFTH DAY TEST.


SKD/DIK/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON SKD: (Mount @ WFC)DUNLOP; BATCH 1, SERIES 1,

SKD/DUN/B1Sl FOR FIFTH DAY TEST.G - 16

FIFTH DAY TEST PROGRAM.

TEST TIRE: DUNLOP: Batch 1, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mount @ WFC).

# 100/E4C/4338 @ Inflation pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.



SFT/DUN/BlSl TAKE VEHICLE TO TEST SITE KP FOR 0840 TEST.

0820 - 0840 Conduct 6 runs @ 40 MPH with SKU.Refill water tank after completion of tests.

SKD/DUN/BIS1 TAKE VEHICLE TO TEST SITE KP FOR 0900 TEST.


RFT/DUN/BISI Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 0920 TEST.

0900 - 0920 Conduct '6 runs @ 40 MPH with MUM.Refill water tank after completion of tests.

MUM/DUN-L/BIS1 Re-Calibrate Self Water System for 60 MPH.MUM/DUN-R/BIS1 TAKE VEHICLE TO TEST SITE KP FOR 0940 TEST.


SFT/DUN/BISl TAKE VEHICLE TO TEST SITE KP FOR 1020 TEST.


SKD/DUN/B1S1 TAKE VEHICLE TO TEST SITE KP FOR 1040 TEST.

1000 - 1020 BREAK


RFT/DUN/BIS1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON RFT: (Mount @ WFC).DUNLOP; BATCH 1, SERIES 2. # 100/E4C/4338

RFT/DUN/B1S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the RFT.TAKE VEHICLE TO TEST SITE KP FOR 1300 TEST.

1040 - 1100 Conduct 6 runs @ 60 MPH with MUM.MUM/DUN-L/BIS1 Refill water tank after completion of tests.MUM/DUN-R/BIS1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G - 17

1100 - 1200 CHANGE TIRE ON MUM: (Mount @ WFC).DUNLOP; BATCH 1, SERIES 2. # 100/E4C/4338

MUM/DUN-L/B1S2 Re-Calibrate Self Water System for 40 MPH.MUM/DUN-R/BlS2 Re-Calibrate the MUM.



TEST TIRE: DUNLOP; Batch 1, Series 2 (Mount @ WFC).


SFT/DUN/B1S2 TAKE VEHICLE TO TEST SITE KP FOR 1340 TEST.




RFT/DUN/BIS2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 1420 TEST.


MUM/DUN-L/BIS2 Re-Calibrate Self Water System for 60 MPH.MUM/DUN-R/BIS2 TAKE VEHICLE TO TEST SITE KP FOR 1440 TEST.





1500 - 1520 BREAK


RFT/DUN/BIS2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON RFT: (Mount @ WFC)DUNLOP; BATCH 2, SERIES 1, # 100/B4C/4338

RFT/DUN/B2S1 FOR SIXTH DAY TEST.

1540 - 1600 Conduct 6 runs @ 60 MPH with MUM.MUM/DUN-L/BlS2 VEHICLE COMPLETED FOR DAY.MUM/DUN-R/BlS2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON MUM: (Mount @ WFC)DUNLOP; BATCH 2, SERIES 1, # 100/B4C/4338

MUM/DUN-L/B2S1 FOR SIXTH DAY TEST.MUM/DUN-R/B2S1 0 - 18

FIFTH DAY TEST PROGRAM.

TEST TIRE: DUNLOP: Batch 1, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mount @ WFC).

# 100/E4C/4338 @ Inflation pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.



RFT/DUN/BlSl TAKE VEHICLE TO TEST SITE DBA FOR 0840 TEST.

0820 - 0840 Conduct 6 runs @ 40 MPH with MUM.MUM/DUN-L/BIS1 Refill water tank after completion of tests.MUM/DUN-R/BIS1 TAKE VEHICLE TO TEST SITE DBA FOR 0900 TEST.


SFT/DUN/BISl Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 0920 TEST.


SKD/DUN/BISl Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 0940 TEST.


RFT/DUN/B1S1 TAKE VEHICLE TO TEST SITE DBA FOR 1020 TEST.

0940 - 1000 Conduct 6 runs @ 60 MPH with MUM.MUM/DUN-L/BIS1 Refill water tank after completion of tests.MUM/DUN-R/BlS1 TAKE VEHICLE TO TEST SITE DBA FOR 1040 TEST.

1000 - 1020 BREAK


SFT/DUN/B1S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON SFT: (Mount @ WFC).DUNLOP; BATCH 1, SERIES 2. # 100/E4C/4338

SFT/DUN/B1S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SFT.TAKE VEHICLE TO TEST SITE DBA FOR 1300 TEST.


SKD/DUN/B1Sl TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G - 19

1100 - 1200 CHANGE TIRE ON SKD: (Mount * WFC).DUNLOP; BATCH 1, SERIES 2. # 100/E4C/4338

SKD/DUN/B1S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SKD.TAKE VEHICLE TO TEST SITE DBA FOR 1320 TEST.





1320 - 1340 Conduct 6 runs @ 40 MPH with MUM.MUM/DUN-L/B1S2 Refill water tank after completion of tests.MUM/DUN-R/BIS2 TAKE VEHICLE TO TEST SITE DBA FOR 1400 TEST.


SFT/DUN/B1S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 1420 TEST.


SKD/DUN/B1S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 1440 TEST.



1440 - 1500 Conduct 6 runs @ 60 MPH with MUM.MUM/DUN-L/B1S2 Refill water tank after completion of tests.MUM/DUN-R/B1S2 TAKE VEHICLE TO TEST SITE DBA FOR 1540 TEST.

1500 - 1520 BREAK


SFT/DUN/BIS2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON SFT: (Mount @ WFC)DUNLOP; BATCH 2, SERIES 1, # 100/B4C/4338

SFT/DUN/B2SI FOR SIXTH DAY TEST.


SKD/DUN/B1S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON SKD: (Mount @ WFC)DUNLOP; BATCH 2, SERIES 1, # 100/B4C/4338

SKD/DUN/B2S1 FOR SIXTH DAY TEST.G - 20

SIXTH DAY TEST PROGRAM.

TEST TIRE: DUNLOP; Batch 2, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mount 0 WFC)

# 100/B4C/4338 0 Inflation pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.







RFT/DUN/B2S1 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 0920 TEST.


MUM/DUN-L/B2S1 Re-Calibrate Self Water System for 60 MPH.MUM/DUN-R/B2Sl TAKE VEHICLE TO TEST SITE KP FOR 0940 TEST.


SFT/DUN/B2SI TAKE VEHICLE TO TEST SITE KP FOR 1020 TEST.



1000 - 1020 BREAK


RFT/DUN/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON RFT: (Mount @ WFC).DUNLOP; BATCH 2, SERIES 2. # 100/B4C/4338

RFT/DUN/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the RFT.TAKE VEHICLE TO TEST SITE IP FOR 1300 TEST.

1040 - 1100 Conduct 6 runs @ 60 MPH with MUM.MUM/DUN-L/B2Sl Refill water tank after completion of tests.MUM/DUN-R/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G - 21

1100 - 1200 CHANGE TIRE ON MUM: (Mount @ WFC).DUNLOP; BATCH 2, SERIES 2. # 100/B4C/4338

MUM/DUN-L/B2S2 Re-Calibrate Self Water System for 40 MPH.MUM/DUN-L/B2S2 Re-Calibrate the MUM.









RFT/DUN/B2S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE KP FOR 1420 TEST.


MUM/DUN-L/B2S2 Re-Calibrate Self Water System for 60 MPH.MUM/DUN-R/B2S2 TAKE VEHICLE TO TEST SITE KP FOR 1440 TEST.





1500 - 1520 BREAK


RFT/DUN/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON RFT: (Mount @ WFC).AERO; HPT (100 PSI.), SIZE 16 X 4

AERO/RFT FOR SEVENTH DAY TEST, IF SCHEDULED.

1540 - 1600 Conduct 6 runs @ 60 MPH with MUM.VEHICLE COMPLETED FOR TEST PROGRAM.

MUM/DUN-L/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.MUM/DUN-R/B2S2 NO FURTHER TESTS ARE PLANNED, UNLESS MAKE-UP

TESTS ARE REQUIRED.

G - 22

SIXTH DAY TEST PROGRAM.

TEST TIRE: DUNLOP: Batch 2, Series 1. Smooth tread tire,size 16 x 4, 6 ply, (Mount @ WFC)

# 100/B4C/4338 @ Inflation Pressure 30 psi. forSFT, SKD & RFT; MUM tires, 10 psi.



RFT/DUN/B2SI TAKE VEHICLE TO TEST SITE DBA FOR 0840 TEST.

0820 - 0840 Conduct 6 runs @ 40 MPH with MUM.MUM/DUN-L/B2S1 Refill water tank after completion of tests.MUM/DUN-R/B2SI TAKE VEHICLE TO TEST SITE DBA FOR 0900 TEST.







0940 - 1000 Conduct 6 runs @ 60 MPH with MUM.MUM/DUN-L/B2SI Refill water tank after completion of tests.MUM/DUN-R/B2S1 TAKE VEHICLE TO TEST SITE DBA FOR 1040 TEST.

1000 - 1020 BREAK


SFT/DUN/B2SI TAKE VEHICLE TO HANGER TO CHANGE TIRE.

1040 - 1140 CHANGE TIRE ON SFT: (Mount @ WFC).DUNLOP; BATCH 2, SERIES 2. # 100/B4C/4338

SFT/DUN/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SFT.TAKE VEHICLE TO TEST SITE DBA FOR 1300 TEST.


SKD/DUN/B2S1 TAKE VEHICLE TO HANGER TO CHANGE TIRE.

G 23

1100 - 1200 CHANGE TIRE ON SKD: (Mount 0 WFC).DUNLOP; BATCH 2, SERIES 2. # 100/B4C/4338

SKD/DUN/B2S2 Re-Calibrate Self Water System for 40 MPH.Re-Calibrate the SKD.TAKE VEHICLE TO TEST SITE DBA FOR 1320 TEST.









SKD/DUN/B2S2 Re-Calibrate Self Water System for 60 MPH.TAKE VEHICLE TO TEST SITE DBA FOR 1440 TEST.




1500 - 1520 BREAK


SFT/DUN/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1540 - 1640 CHANGE TIRE ON SFT: (Mount @ WFC)AERO; HPT (100 PSI.), SIZE 16 X 4

AERO/SFT FOR SEVENTH DAY TEST, IF SCHEDULED.


SKD/DUN/B2S2 TAKE BACK TO HANGER, DUMP REMAINING WATER.

1600 - 1700 CHANGE TIRE ON SKD: (Mount @ WFC)AERO; HPT (100 PSI.), SIZE 16 X 4

AERO/SKD FOR SEVENTH DAY TEST, IF SCHEDULED.G - 24

APPENDIX H

SUMMARY OF FIELD DATA LOG FOR McCREARY TIRE

FIELD DATA FOR RUNWAY FRICTION TESTER (RFT)

FRICTION TESTS CONDUCTED AT 40/60 MILFS PER HOUR

FILE: DATRFTBI.MAC

S SEG D SEG B SEG A SEG K SEG PTEST E

Q MPH MPH MPH MPH MPHTIRE U

E 40 6 o n 40 160 1 40 160 4 0 60MODE N

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: RFT/MAC/B1SI

1 40 30 60 53 35 24 30 22 6 3

2 42 30 59 52 35 23 30 21 7 3

3 40 30 58 54 35 23 29 20 7 3SERIES 1 - _ _ _ _ _ _ _ _ _ _ _ _ _ _

4 40 30 58 55 34 24 30 20 7 3

5 40 30 56 53 35 23 29 20 7 4

6 40 29 57 54 34 24 30 20 7 3

BATCH 1 TEST TIRE CATALOG NUMBER: RFT/MAC/BIS2

1 38 30 55 55 35 23 28 25 7 3

2 40 30 58 55 35 25 30 21 7 3

3 40 30 57 52 35 25 28 20 7 3SERIES 2 -

4 40 30 57 51 32 23 30 19 7 4

5 40 30 55 54 32 23 30 20 7 4

6 40 30 56 52 34 23 30 19 7 4

H - 1

FIELD DATA FOR RUNWAY FRICTION TESTER (RFT)

FRICTION TESTS CONDUCTED AT 40/60 MILES PER HOUR

FILE: DATRFTB2.MAC



40 60 40 60 40 60 40 60 40 60MODE N I

CE FRICTION VALUES

BATCH 2 TEST TIRE CATALOG NUMBER: RFT/MAC/B2S1

1 42 32 59 52 38 26 33 22 6 4

2 42 32 57 52 37 26 31 22 6 4

3 42 31 58 52 36 25 30 22 6 4SERIES 1

4 42 32 56 51 37 26 30 21 6 4

5 42 32 58 51 35 25 30 21 6 4

6 42 32 56 51 35 25 30 21 6 4

BATCH 2 TEST TIRE CATALOG NUMBER: RFT/MAC/B2S2

1 42 32 55 52 38 26 33 23 6 4

2 42 32 55 50 38 32 30 20 6 4

3 41 32 55 50 36 26 30 21 6 4SERIES 2 - 55 50 36 25 3 21 6

4 41 31 55 50 36 25 30 21 6 4

5 41 31 56 50 35 25 30 21 6 4

6 41 31 55 50 35 25 29 20 6 4

H - 2

FIELD DATA FOR SAAB FRICTION TESTER (SFT)


FILE: DATSFTB1.MAC


Q MPH MPH MPH MPH MPHTIRE UE 40 60 140 60 [40 160 140 160 140 60MODE N ---

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: SFT/MAC/BISI

1 53 29 80 65 48 18 39 26 2 0

2 50 26 80 65 43 19 38 23 2 0

3 50 28 78 65 43 24 37 20 1 0SERIES 1

4 55 28 78 65 42 20 38 21 2 0

5 52 28 77 63 40 25 36 21 1 0

6 50 28 77 63 40 25 36 20 1 0

BATCH 1 TEST TIRE CATALOG NUMBER: SFT/MAC/BIS2

1 46 28 76 65 40 18 38 na 1 0

2 47 28 75 65 40 18 36 20 1 0

3 47 25 75 63 40 17 38 20 1 0SERIES 2 -

4 46 23 74 63 38 18 38 18 1 0

5 45 26 73 64 35 18 36 20 1 0

6 45 27 73 63 36 18 36 20 1 0

H - 3

FIELD DATA FOR SAAB FRICTION TESTER (SFT)


FILE: DATSFTB2.MAC



E 40 60 40 60 40 60MODE N

CE FRICTION VALUES

BATCH 2 TEST TIRE CATALOG NUMBER: SFT/MAC/B2SI

1 50 30 75 65 44 21 40 28 2 1

2 52 30 75 65 40 20 44 23 2 1

3 52 28 75 64 50 20 38 25 2 1

SERIES 1

4 50 28 74 63 42 20 38 23 1 1

5 51 28 72 62 42 22 38 23 2 1

6 50 28 73 62 42 20 38 23 2 1

BATCH 2 TEST TIRE CATALOG NUMBER: SFT/MAC/B2S2

1 52 35 75 65 44 22 38 19 2 1

2 50 32 74 65 42 22 38 18 2 0

3 51 32 75 65 42 22 38 20 2 0SERIES 2 - 51 3 75 65 42 2 8 0 2 0

4 50 31 74 64 42 22 38 20 1 0

5 48 30 74 64 42 21 38 19 2 1

6 48 30 74 64 40 21 36 21 2 1

H - 4

FIELD DATA FOR SKIDDOMETER (SKD)FRICTION TESTS CONDUCTED AT 40/60 MILES PER HOUR

FILE: DATSKDB1.MAC


Q MPH MPH MPH MPH MPHTIRE U E 40 160 140 60 140 1 60 140 160 1407 60E 4

MODE N ICE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: SKD/MAC/B1S1

1 52 32 78 68 42 27 45 20 3 3

2 50 33 80 69 43 28 40 19 4 3

3 48 33 77 68 43 28 32 21 4 3SERIES 1 -

4 52 33 78 69 42 28 38 18 4 3

5 50 33 78 67 42 26 32 18 4 3

6 51 33 78 69 42 26 33 19 4 3

BATCH 1 TEST TIRE CATALOG NUMBER: SKD/MAC/BIS2

1 52 33 78 66 44 26 37 16 3 2

2 50 33 75 65 43 28 31 16 3 2

3 52 31 75 64 44 25 30 14 3 2SERIES 2 -

4 50 32 75 65 42 28 30 17 3 2

5 49 32 75 65 43 26 29 18 3 2

6 49 30 76 65 42 28 28 19 3 2

H - 5


FILE: DATSKDB2.MAC



E 40 60 40 60 40 60 40 60MODE N

CE FRICTION VALUES


1 50 40 72 68 41 32 37 22 3 3

2 48 40 73 67 43 30 34 20 3 3

3 50 38 72 68 42 32 30 18 3 3SERIES 1 -__

4 50 36 74 68 42 29 29 18 3 3

5 50 38 76 69 43 32 28 18 3 3

6 50 37 73 68 44 30 28 18 3 3


1 53 35 74 66 43 28 40 18 3 2

2 50 35 73 66 42 28 35 18 3 2

3 50 35 73 65 42 28 33 20 3 3SERIES 2 -

4 50 35 74 65 42 28 32 19 3 2

5 50 34 75 65 43 26 31 20 3 2

6 51 34 74 66 43 28 32 20 3 2

H- 6

FIELD DATA FOR MU METER (MUM)


FILE: DATMUMBI.MAC



E 40 60 40 60 40 160 40 160 40 60MODE 1T 1 I

C

E FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: MUM/MAC-L/B1S1MUM/MAC-R/BIS 1

1 48 30 61 58 45 24 38 25 5 3

2 48 30 61 55 42 24 38 25 5 4

3 43 24 62 58 45 24 38 25 6 3SERIES 1 -

4 42 24 62 56 40 25 38 24 8 4

5 40 25 61 57 42 28 38 22 8 3

6 40 23 62 58 42 29 38 30 9 5

BATCH 1 TEST TIRE CATALOG NUMBER: MUM/MAC-L/BIS2MUM/MAC-R/BIS2

1 56 35 68 64 52 30 48 25 10 5

2 54 32 70 64 51 30 43 28 11 5

3 52 32 70 64 48 28 43 26 11 6SERIES 2 - -

4 55 30 70 65 49 28 43 36 11 6

5 56 30 69 64 49 29 40 25 11 8

6 52 31 71 65 48 30 40 25 12 9

H -7

FIELD DATA FOR MU METER (MUM)FRICTION TESTS CONDUCTED AT 40/60 MILES PER HOUR

FILE: DATMUME2.MAC



E 40 60 40 60 40 60 40 60 40MODE N T6Z0

CE FRICTION VALUES

BATCH 2 TEST TIRE CATALOG NUMBER: MUM/MAC-L/B2SI

MUM/MAC-R/B2Sl

1 56 35 68 63 50 30 48 23 8 2

2 52 32 69 61 48 32 45 28 8 2

3 50 30 69 64 48 32 46 24 9 3SERIES 1 -- - - - - - - - - -_ _

4 50 30 70 64 47 24 45 28 9 3

5 48 28 70 65 47 23 43 25 10 4

6 49 28 69 66 .46 25 42 25 10 4

BATCH 2 TEST TIRE CATALOG NUMBER: MUM/MAC-L/B2S2MUM/MAC-R/B2S2

1 54 34 67 62 50 30 43 28 4 3

2 54 36 68 62 46 30 42 26 7 2

3 52 34 68 62 44 30 41 27 6 3SERIES 2- -

4 52 34 68 64 41 30 40 27 6 3

5 50 32 68 64 42 30 39 25 6 3

6 50 31 68 64 42 30 40 25 7 4

H - 8

APPENDIX I

SUMMARY OF FIELD DATA LOG FOR DICO TIRE

FIELD DATA LOG FOR RUNWAY FRICTION TESTER (RFT)


FILE: DATRFTB1.DIK



E 40 60 40l Y 1 .60 40I60 40 6MODE

N

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: RFT/DIK/BISI

1 40 32 56 52 34 27 25 20 4 3

2 41 32 56 51 35 26 25 18 5 3

3 40 32 56 51 35 26 23 18 4 3SERIES 1- - -52 35 2 54

4 40 32 56 52 35 26 25 18 4 3

5 41 31 56 51 35 26 24 17 4 3

6 41 31 57 51 35 26 25 18 4 3

BATCH 1 TEST TIRE CATALOG NUMBER: RFT/DIK/BIS2

1 42 32 58 55 34 25 22 18 4 2

2 41 33 58 54 34 25 24 16 3 2

3 41 33 58 53 35 25 23 16 4 2SERIES 2

4 42 32 58 54 36 25 22 14 3 2

5 42 32 60 53 36 25 22 18 3 2

6 43 32 60 52 36 25 25 16 3 2

I- 1



FILE: DATRFTB2.DIK



E 40 60 40 60 40 160 40 60 40 60MODE N

CE FRICTION VALUES

BATCH 2 TEST TIRE CATALOG NUMBER: RFT/DIK/B2SI

1 25 27 50 45 20 20 18 16 3 2

2 30 25 50 46 25 20 17 16 2 2

3 30 25 51 47 25 21 18 16 3 2SERIES 1 - -

4 32 26 52 47 28 21 19 17 3 2

5 32 27 52 47 29 21 18 16 3 2

6 35 27 52 47 30 22 18 17 3 2

BATCH 2 TEST TIRE CATALOG NUMBER: RFT/DIK/B2S2

1 31 25 52 47 26 19 23 19 5 3

2 31 28 54 50 27 20 25 16 5 3

3 32 na 53 na 29 na 22 16 5 3SERIES 2 -

4 35 na 56 na 30 na 23 18 5 3

5 37 na 54 na 30 na 23 16 5 3

6 36 na 57 na 31 na 22 15 5 2

1- 2

FIELD DATA LOG FOR SAAB FRICTION TESTER (SFT)FRICTION TESTS CONDUCTED AT 40/60 MILES PER HOUR

FILE: DATSFTBI.DIK



MODE N

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: SFT/DIK/B1S1

1 51 34 74 60 41 25 31 18 1 1

2 51 33 74 60 41 24 33 22 1 1

3 51 33 75 60 48 25 30 18 1 1SERIES 1--

4 51 32 77 60 45 24 30 21 1 1

5 51 32 75 59 45 24 30 20 1 1

6 51 33 75 59 46 23 32 22 1 1


1 56 32 74 58 46 26 30 18 1 1

2 52 32 74 58 44 26 31 16 1 1

3 51 32 74 57 43 24 29 17 1 1SERIES 2-

4 49 32 74 57 46 26 30 15 1 1

5 50 31 75 55 42 26 30 16 1 1

6 50 36 76 55 44 26 30 16 1 1

1- 3

FIELD DATA LOG FOR SAAB FRICTION TESTER (SFT)


FILE: DATSFTB2.DIK



MODE NCE FRICTION VALUES


1 45 33 73 70 33 28 28 14 2 0

2 48 30 76 68 34 24 22 13 2 0

3 44 30 77 62 36 20 23 13 2 0SERIES 1---

4 48 29 78 63 41 21 23 13 2 0

5 47 30 80 65 40 21 25 13 2 1

6 44 30 77 65 40 21 26 13 1 0


1 40 20 75 64 37 12 18 9 0 0

2 48 20 75 62 30 13 15 8 0 0

3 47 23 75 59 34 12 14 9 0 0SERI2- -2

4 44 22 75 59 37 12 20 10 0 0

5 50 22 75 63 34 17 20 9 0 0

6 47 30 77 64 37 12 18 .10 0 0

I - 4


FILE: DATSKDB1.DIK



E 40 60 40 60 40 60 40 60 40 60MODE N

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: SKD/DIK/BISI

1 51 32 76 67 50 27 28 18 3 2

2 48 32 78 67 50 25 27 18 3 2

3 52 30 78 67 55 23 27 16 4 2SERIES 1 -

4 50 30 82 68 50 25 25 16 4 1

5 49 30 78 67 46 22 28 15 4 1

6 49 29 82 67 50 23 28 15 5 2

BATCH 1 TEST TIRE CATALOG NUMBER: SKD/DIK/BIS2

1 40 27 75 60 37 21 27 18 4 2

2 42 27 75 60 38 18 23 15 4 2

3 42 27 73 58 35 19 23 17 4 2SERIES 2

4 42 25 73 60 35 18 23 14 4 2

5 42 24 72 58 37 21 26 15 4 2

6 42 25 74 58 37 18 27 14 4 2

I- 5

FIELD DATA FOR SKIDDOMETER (SKD)


FILE: DATSKDB2.DIK



E 40 60 140 6140101 40 16 0 6MODE N

CE FRICTION VALUES

BATCH 2 TEST TIRE CATALOG NUMBER: SKD/DIK/B2S1

1 31 23 74 61 30 15 26 14 4 1

2 34 22 72 60 30 16 25 13 4 1

3 37 23 74 62 33 16 25 14 4 2SERIES 1 -

4 38 23 74 62 34 17 24 13 4 1

5 41 24 76 63 35 18 25 13 3 1

6 40 22 74 62 33 18 24 13 4 2

BATCH 2 TEST TIRE CATALOG NUMBER: SKD/DIK/B2S2

1 33 21 69 59 28 14 16 10 2 0

2 31 20 70 58 27 14 17 11 2 0

3 30 20 67 59 26 13 17 10 2 0SERIES 2- ____ _ __

4 31 21 68 59 28 13 16 10 2 0

5 33 22 68 58 30 15 18 9 3 0

6 32 22 71 58 30 15 18 10 2 0

I - 6



FILE: DATMUMB1.DIK


Q MPH MPH MPH MPH MPHT I R E U 1 6 0 4 0 6 4 0 6 0- -

E 40 160 40 6040160 40 60 40 60MODE N

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: MUM/DIK-L/BISIMUM/DIK-R/BIS 1

1 47 25 67 58 41 22 38 19 2 3

2 45 26 68 58 42 20 33 19 3 3

3 45 26 68 59 41 21 34 17 3 1SERIES 1

4 45 25 70 58 41 20 34 18 3 1

5 45 24 69 58 40 20 34 19 4 2

6 44 25 69 59 40 20 31 18 4 2

BATCH 1 TEST TIRE CATALOG NUMBER: MUM/DIK-L/BIS2MUM/DIK-R/BIS2

1 45 30 69 60 40 23 33 20 3 2

2 45 28 70 60 39 21 35 20 2 2

3 47 28 70 61 38 20 34 18 2 2SERIES 2 - 70 60 40 20 35 18

4 44 25 70 60 40 20 35 18 3 2

5 42 23 70 60 40 20 32 18 3 2

6 42 23 70 61 38 20 30 18 3 2

S- 7



FILE: DATMUMB2.DIK


Q MPH MPH MPH MPH MPH

TIRE UE 40 60 40 60 40 1 60 40 160 40 60MODE N

CE FRICTION VALUES

BATCH 2 TEST TIRE CATALOG NUMBER: MUM/DIK-L/B2SIMUM/DIK-R/B2SI

1 42 23 69 60 41 21 30 16 6 3

2 40 23 69 60 37 21 30 18 6 3

3 41 22 69 61 36 20 30 15 6 3SERIES 1 -__

4 43 24 69 60 34 20 30 13 7 3

5 41 22 69 60 37 19 30 18 5 3

6 40 20 69 60 35 20 28 16 5 3

BATCH 2 TEST TIRE CATALOG NUMBER: MUM/DIK-L/B2S2MUM/DIK-R/B2S2

1 42 31 67 58 39 29 30 19 3 1

2 43 26 67 58 38 21 30 19 3 2

3 42 28 68 58 38 19 30 19 3 2SERIES2 -2_

4 44 23 67 58 40 20 30 18 3 2

5 43 25 68 59 40 20 30 20 3 2

6 41 22 68 58 39 20 29 18 3 3

I - 8

APPENDIX J

SUMMARY OF FIELD DATA LOG FOR DUNLOP TIRE



FILE: DATRFTB1.DUN


Q MPH MPH MPH MPH MPHTIRE U o- oo o- oo o- oo ooioo o

E 40 160 140160 40 160 140 160 F401 60MODE N

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: RFT/DUN/BISI

1 46 32 62 55 42 29 28 22 4 3

2 46 32 62 54 42 29 26 21 4 3

3 47 32 62 53 41 29 26 20 4 2SERIES 1 -__

4 47 32 61 54 42 30 25 19 4 2

5 46 32 62 53 42 29 26 19 na 2

6 45 31 61 53 41 29 26 19 4 2

BATCH 1 TEST TIRE CATALOG NUMBER: RFT/DUN/B1S2

1 46 38 62 55 43 32 30 22 7 2

2 47 36 61 55 43 32 29 25 7 3

3 46 38 58 54 43 31 28 25 7 3SERIES 2 - _

4 46 36 60 54 42 32 30 21 6 3

5 46 36 60 54 42 31 29 22 7 3

6 47 36 60 53 42 31 32 21 7 3

J- 1

FIELD DATA LOG FOR RUNWAY FRICTION TESTER (RFT)FRICTION TESTS CONDUCTED AT 40/60 MILES PER HOUR

FILE: DATRFTB2.DUN


Q MPH MPH MPH MPH MPHTIRE U z


BATCH 2 TEST TIRE CATALOG NUMBER: RFT/DUN/B2Sl

1

2

3SERIES 1

4

5

6

BATCH 2 TEST TIRE CATALOG NUMBER: RFT/DUN/B2S2

1

2

3SERIES 2

4

5

6

NOTE: DATA NOT OBTAINED DUE TO ACCIDENTAL DAMAGE TO VEEICLE.

J - 2



FILE: DATSFTB1.DUN


Q MPH MPH MPH MPH MPHTIRE U [

O E 40 60 140 60 140 160 40 160 4MODE N

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: SFT/DUN/B1S1

1 68 50 90 80 64 38 40 23 2 1

2 68 48 87 78 60 35 38 22 1 1

3 69 47 88 78 58 37 40 22 2 1SERIES 1

4 70 47 90 78 60 34 40 22 1 1

5 67 45 88 78 60 37 43 22 1 1

6 67 45 88 77 58 35 38 20 1 1


1 62 44 82 75 55 38 39 19 1 0

2 64 43 84 75 60 39 33 22 1 0

3 68 44 85 75 60 34 30 21 1 0SERIES 2 -__

4 66 44 82 75 58 33 38 20 1 0

5 63 44 82 74 57 35 36 21 1 0

6 61 43 80 74 58 33 42 20 1 0

J -3



FILE: DATSFTB2.DUN


Q MPH MPH MPH MPH MPHTIRE U - --

E 40 1 60 40 60 140 160 40 160 40 60MODE N

CE FRICTION VALUES


1 57 38 82 68 50 28 30 15 0 0

2 60 38 82 68 50 27 24 15 0 0

3 57 38 83 68 52 27 24 15 0 0SERIES 1 -

4 58 35 84 70 48 27 30 20 0 0

5 58 35 84 67 48 27 27 17 0 0

6 57 34 82 67 48 27 30 15 0 0


1 57 42 80 69 46 30 36 19 0 0

2 57 40 82 68 47 29 36 19 0 0

3 57 38 78 70 48 28 37 19 0 0SERIES 2 - -

4 57 38 80 70 48 27 40 18 0 0

5 56 37 80 68 46 28 38 18 0 0

6 57 38 79 67 48 26 36 18 0 0

J -4

FIELD DATA FOR SKIDDOMETER (SKD)


FILE: DATSKDB1.DUN


Q MPH MPH MPH MPH MPHTIRE U -


BATCH I TEST TIRE CATALOG NUMBER: SKD/DUN/BlSl

1 59 33 87 74 62 32 32 19 4 3

2 62 37 86 75 60 33 32 19 4 3

3 62 39 86 74 61 38 29 17 4 3SERIES 1

4 64 39 87 74 61 36 28 18 4 3

5 62 38 87 74 58 36 30 18 4 3

6 62 38 87 74 58 35 34 18 5 4

BATCH 1 TEST TIRE CATALOG NUMBER: SKD/DUN/BIS2

1 56 41 85 73 52 30 34 16 3 1

2 57 40 83 75 55 33 31 18 3 1

3 58 38 82 75 53 32 31 16 3 1SERIES 2 - __ ___ _ ___ _

4 57 38 83 73 53 33 30 17 3 1

5 57 40 82 75 53 35 31 17 3 1

6 58 39 83 75 54 34 27 17 3 1

J - 5


FILE: DATSKDB2.DUN



E 40 6 40 60 4 60 4016 40 0MODE

N

CE FRICTION VALUES

BATCH 2 TEST TIRE CATALOG NUMBER: SKD/DUN/B2SI

1 48 36 78 68 42 26 34 14 3 1

2 50 34 78 67 45 28 31 14 3 1

3 50 32 78 68 47 27 27 14 4 1SERIES 1 _ _ _ _ _ ___ __ _ _ _ _ _

4 52 34 78 70 48 26 27 14 4 2

5 55 34 77 68 50 26 24 14 4 1

6 52 34 80 66 46 27 26 14 3 1

BATCH 2 TEST TIRE CATALOG NUMBER: SKD/DUN/B2S2

1 58 38 84 75 51 32 26 16 4 2

2 57 37 85 72 50 31 28 16 4 2

3 58 40 84 73 54 30 27 17 4 2SERIES 2 -

4 58 40 82 74 52 35 26 16 4 2

5 56 40 82 74 54 34 26 17 4 2

6 60 40 80 75 52 36 26 17 5 2

J -6



FILE: DATMUMB1.DUN


Q MPH MPH MPH MPH MPHTIRE U~o 1o IZZ]ZZZ FozzMODE N

CE FRICTION VALUES

BATCH 1 TEST TIRE CATALOG NUMBER: MUM/DUN-L/B1S1MUM/DUN-R/B1S 1

1 37 21 64 53 32 16 20 13 3 0

2 35 20 62 53 31 16 20 12 3 0

3 35 19 63 53 32 16 20 11 2 0SERIESi-- -1_

4 38 20 64 52 35 18 20 11 4 1

5 38 21 64 52 33 18 20 11 3 1

6 38 20 64 52 32 18 20 12 3 1

BATCH 1 TEST TIRE CATALOG NUMBER: MUM/DUN-L/B1S2MUM/DUN-R/BIS2

1 45 40 72 65 50 32 33 25 4 1

2 50 38 73 64 44 30 32 20 5 2

3 49 35 73 66 46 30 31 21 5 2SERIES 2---

4 48 33 72 66 45 29 30 19 5 2

5 49 32 72 65 44 30 30 20 5 2

6 48 33 73 65 44 29 30 20 5 3

J -7



FILE: DATMUMB2. DUN



E 40 60 40 60 40 1 60 40 1 60 60MODE N I L

CE FRICTION VALUES

BATCH 2 TEST TIRE CATALOG NUMBER: MUM/DUN-L/B2SIMUM/DUN-R/B2S1

1 43 30 68 61 39 27 27 18 8 1

2 41 27 67 60 38 21 25 17 8 1

3 41 28 70 60 36 21 28 17 7 2SERIES 1-

4 41 28 67 60 37 21 24 18 6 2

5 42 31 71 60 36 31 26 15 5 2

6 41 28 71 60 36 28 24 18 6 2

BATCH 2 TEST TIRE CATALOG NUMBER: MUM/DUN-L/B2S2MUM/DUN-R/B2S2

1 49 29 70 60 41 29 28 18 7 2

2 43 29 70 60 40 29 27 17 8 2

3 42 na 67 na 39 na 27 18 7 3SERIES 2 - __2 1

4 na na na na na na 27 18 8 2



NOTE: DATA NOT OBTAINED DUE TO TIME CONSTRAINTS TO COMPLETE WORKFOR THE DAY.

J - 8

APPENDIX K

EXAMPLE OF DATA ENTRY INFORMATION

APPENDIX K

FIELD DATA ENTRY INFORMATIONFOR EACH TEST RUN

LOCATION: Wallops Flight Facility; Wallops Island, Virginia

TEST DATE:

TIME:

TEST SITE: (DBA) (K) (P)

FRICTION DEVICE: (SFT) (SKD) (RFT) (MUM)

TEST SPEED: (40 MPH) (60MPH)

TIRE: (DUNLOP) (McCREARY) (DIKO) (AERO)

TIRE CATALOG NUMBER; (SFT/DUN/BlSI), (SKD/MAC/B2SI)(RFT/DIK/B2S2)" (MUM/DUN/BIS2)

BATCH: (1) (2)

SERIES: (1) (2)

TEST RUN NUMBER: 1 THROUGH 6

K -i

APPENDIX L

REGRESSION ANALYSIS CHARTS

SHOWING GRAPHIC PRESENTATION

OF THE PERFORMANCE AND RELIABILITY OF THE McCREARY TIRE

MOUNTED ON FOUR FRICTION FRICTION DEVICES

USING SELF WATER SYSTEM

AT SPEEDS OF 40 AND 60 MPH

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APPENDIX N



OF THE PERFORMANCE AND REIUABILITY OF THE DUNLOP TIRE




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N - 44

APPENDIX 0

PROCEDURES FOR CONDUCT[NG

LINEAR REGRESSION ANALYSES

APPENDIX 0

Procedures for Calculating theStandard Error of Estimate

The method for calculating the Standard Error of Estimate is given below:

Consider the straight line, which is the regression equation, in terms of Y,

Y = .Xx + b x wheres X is the Independent variable and Y In thedependent variable, in this case, the SaabFriction Tester values are determined froma Mu Meter reading.

I is the slope of the regression equation.

b is the Y intercept.yx

or in terms of X,

X - mxY + bxy where: Y is the independent variable and X is theEJ dependent variable, in this case, the MuMeter values are determined from a SaabFriction Tester reading.

m is the slope of the regression equation.xy

b is the X intercept.xy

The slope of the regression equation in terms of Y,

mEXY) - fl xMY (XY) - nM xym - ______ or, a -yx yx

E(X 2 1 - n(Mx) 2 ns

where: M= m'EXn

n

n is the number of pairs of X and Yvalues.

M is the man average of the X andY values.

0-1

or in terms of X,

M(Y) - nNM 1X)-nE(YI) - n (M )2 ns

The Y intercept is given by. b .my - " N

The X intercept is given by: bx¥ - Mx - mx"My

The unadjusted coefficient of correlation is determined by:

r xy . ryx -( -_ _ _ __ or xy

X2 ) - - n(M)2) nS8 5

When the correlation is perfect, that is, when rxy r yx

then;bY

bxy

The standard deviations for X and Y are:

x " " - n (Mx ) 2

x n

- n(M y.) 2

gy

0-2

The adjusted Standard Error of Estimate in the X direction is given bys

(X 2 1 - n(M) 2 2 Friction Tester reads 40- 2(1 the Mu Meter reads between

xy ryx 32.7 and 40.3, or a differencen 2 of 7.6.

The adjusted Standard Error of Estimate in the Y direction is given by:

_- n2 reads 40, the Saab Friction(1x = _(- r 2.) Tester reads between 41.5 andI x YX 52.3, or a difference of 10.8.n 2

The Coefficient of Determination is given by;

2 2d =d =r 2 rxy yx xy yx

0-3

APPENDIX P

SUMMARY TABLES SHOWING THE RESULTS

OF THE LIMITS OF ACCEPTABILIY EVALUATION

BASED ON PERFORMING REGRESSION ANALYSES OF VARIOUS

COMBINATIONS OF BATCHES AND SERIES OF McCREARY TIRES




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P- 8

APPENDIX Q


OF THE LIMITS OF ACCEPTABILITY EVALUATION


COMBINATIONS OF BATCHES AND SERIES OF DICO TIRES




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APPENDIX R


OF THE LIMITS OF ACCEPTABILIY EVALUATION


COMBINATIONS OF BATCHES AND SERIES OF DUNLOP TIRES

MOUNTED ON FOUR FRICTION FRICION DEVICES



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APPENDIX S


SHOWI GRAPHIC PRESENTATION

OF THE CORREIATION BETWEEN

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APPENDIX T



OF THE CORRELATION BETWEEN

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APPENDIX U



OF THE CORRELATION BETWEEN

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APPENDIX V

EXAMPLE OF COMPUTER SET-Up FOR REGRESSION ANALYSIS

APPENDIX V

TYPICAL EXAMPLE SHOWING HOW THE DATA WAS SET UP IN THE COMPUTERPROGRAM TO OBTAIN THE MATHEMATICAL REGRESSION ANALYSES

C: \>

C:\>CD\SCATPLOT CR

C:\SCATPLOT>BASICA SCAT9 CR

Is the Plotter to be Used in This Session? (Y/N, CR=Y) : ? CR

SCATPLO r

CAUTION

BEFORE Using SCATPLOT, Perform the Following Checklist:

A. LOAD Pen Carousel as Follows,1. Place Black Pen P.7 in Position 1,2. Place Black Pen P.3 in Position 2,

B. LOAD Paper into Plotter,

C. TURN ON Plotter.

Perform Checklist and Type Y to Proceed.

Proceed? (Y/N,CR=N) : Y CR

DATA ENTRY

Is Data to be Entered from:1. Stored Data File on Disk, or2. Manual Entry from Keyboard.

Choose 1 or 2: ? 1 CR

V-1

DATA FILE

ENTER Disk Drive Specifier (A,B, or C): B CR

Disk Drive Specified: B:

Change? (Y/N,CR=N) ? CR

ENTER Pathname to Subdirectory of File: > CR

Pathname Specified: \

Change? (Y/N,CR=N) : ? CR

ENTER File Name (Including Extension) : 40MUM60.MAC CR

File Name Selected: 40MUM60.MAC

Change? (Y/NCR=N) : ? CR

Location of Data File: B:\40MUM60.MAC

Proceed? (Y/N,CR=Y): ? CR

Do You Want to Review the Data Points? (Y/N,CR=N) : ? CR

V-2

----- -- -

EXAMPLE IF YOU WISH TO REVIEW/CHANGE DATA POINTS

Do You Want to Review the Data Points ? (YIN, CR=N) :? Y C

REVIEW/CHANGE DATA

Index X Value Y Value

1 56.0000 35.00002 52.0000 32.00003 50.0000 30.00004 50.0000 30.00005 48.0000 28.00006 49.0000 28.00007 64.0000 44.00008 54.0000 36.00009 52.0000 34.0000

10 52.0000 34.0000

Do You Want to:

1. Change Data in This Set,2. Get to Next Set of Data,3. Get Previous Set of Data, or4. Exit from REVIEW/CHANGE.

Choose 1, 2, 3, or 4: 1 CR

ENTER Index of Data Point to be Changed (CR to Quit) ? 7 CR

ENTER New X and Y Pair (e.g. 16.7,35.09) : ? 54, 34 CR

REVIEW/CHANGE DATA

Index X Value Y Value

1 56.0000 35.00002 52.0000 32.00003 50.0000 30.00004 50.0000 30.00005 48.0000 28.00006 49.0000 28.00007 54.0000 34.00008 54.0000 36.00009 52.0000 34.0000

10 52.0000 34.0000

V-3

Do You Want to:

1. Change Data in This Set,2. Get to Next Set of Data,3. Get Previous Set of Data, or4. Exit from REVIEW/CHANGE

Choose 1, 2, 3, or 4: A CR..................................................................

FILE OUTPUT

Disk Drive : B:Subdirectory : \Filename : 40NUM60.MAC

Number of Points : 60Domain of Plot : 0 to 100Range of Plot : 0 to 100Domain of Data : 4 to 70Range of Data : 2 to 66

Do You Want to Store the Data? (Y/N,CR=N) ? Y CR

Change Target File? (Y/N,CR=N : ? Y CR

V-4

I

DATA FILE

ENTER Disk Drive Specifier (A,B, or C) : CR

Disk Drive Specified: B:

Change? (Y/N,CR=N) : ? CR

ENTER Pathname to Subdirectory of File: \ CR

Pathname Specified: \

Change? (Y/N,CR=N): ? CR

ENTER File Name (Including Extension) : 40MUM60.MAC CR

File Name Selected: 40MUM60.MAC


Location of Data File: B:\40MUM60.MAC

Proceed? (Y/N,CR=Y): ? CR

PAGE SET-UP

This Program Will Set up the Plotter to Plot Data on 7ither EVENor ODD Pages Based on Your Preference.

Is This Plot to be on an EVEN (Left Hand) PAGE? (Y/N,CR=N): ? CR

V-5

PLOT SCALING

Legal Values are Between: -32767 and 32767ENTER Minimum X-Value (CR= 4 ): ? 0 CR

Legal Values are Between: 0 and 32767ENTER Maximum X-Value (CR= 70 ): ? I00 CR

Domain of Plotter is: 0 to 100


Legal Values are Between: 0 and 32767ENTER Maximum Y-Value (CR= 66 ): ? 100 CR

Range of Plotter is: 0 to 100


Domain.of Plotter is: 0 to 100Range of Plotter is: 0 to 100

Change Scaling? (Y/N,CR=N): ? CR

V-6

m

• .______,,_______ ,______ I________I _________1_____I__

Do You Want Tick Marks ? (Y/N, CR=N): ? Y CR

Minimum X Value: 0Maximum X Value: 100

Enter Tick Mark Increment (CR= 10.0000): ? CR

Do You Want to Label Tick Marks ? (Y/N, CR=N): ? Y CR

Minimum Y Value: 0Maximum Y Value: 100

Enter Tick Mark Increment (CR=I0.0000) ? CR

Do You Want to Label Tick Marks ? (Y/N, CR=N): ? Y CR

Do You Want to Title the Plot ? (Y/N, CR=N): ? Y CR

ENTER Plot Title: MU METER SPEED/FRICTION RELATIONSHIP CR

Title for Plot is: MU METER SPEED/FRICTION RELATIONSHIP

Change ? (Y/N, CR=N): ? CR

The Title Must be 60 Characters or LessNumber of characters = 36

V-7

Do You Wish to Label the Axes ? (Y,'/, CR=N): ? Y CR

Axes Labels can be ip to 45 Characters Long .±r- Eitherin UPPER of lower Case. The Labels MUST be ENTERFD EXACTLYas You Wish Them to Appuair f,, the Graph.

Enter X Axis Label: ? MU METER AT SPEED OF 60 MPH CR

Label for Y is: MU METER AT SPEED OF 60 MPH

Change ? (Y/N, CR=N): ? CR

Label for X Axis: MU METER AT SPEED OF 40 MPHLabel for Y Axis: MU METER AT SPEED OF 60 MPH

Change Labels ? (Y/N, CR=N): ? CR

V-8

Location of Source File: B:\40MUM60.MACNumber of Data Points : 60

ENTER The Total Number of ScatterplotGroupings (1 to 60, CR=I): ? 5 CR

Number of Scatter Pilot Groupings: 5

Group 1 of 5 Group(s)ENTER Range: 1 to:? 12 CRENTER Scatter Plot Symbol: D CR

Group 2 of 5 Group(s)ENTER Range: 25 to: ? 36 CRENTER Scatter Plot Symbol: B CR

Group 3 of 5 Group(s)ENTER Range: 25 to: ? 36 CRENTER Scatter Plot Symbol: A CR

Group 4 of 5 Group(s)ENTER Range: 37 to: ? 48 CRENTER Scatter Plot Symbol: K CR

Group 5 of 5 Group(s)ENTER Range: 49 to: ? 60 CRENTER Scatter Plot Symbol: P CR

Location of Source File : B:\40MUM60.MACNumber of Data Points : 60Total Number of Groupings: 5

Group# Range Symbol

S1 to 12 D2 13 to 24 B3 25 to 36 A4 37 to 48 K5 49 to 60 P


V-9

Ii

REGRESSION ANALYSIS

Do You Want Regression Analysis? (Y/N,CR=N) Y CR

TYPE EQUATION

Use Up and Down Keys Linear Y =A+ BX

to Select Analysis Type. Exponential Y =Ae Bx)

Press ENTER, Execute Logarathmic Y =A=R Log(x)Choice. Power Law Y =AX 2

? Polynomial Y =A=Bx+Cx +nxn CR

Enter the Degree of Polynomial (1, 2, 3, 4, or 5, CR = 2): ? CR

Use Up and Down Keys VIEW Regression Plotto Select Option. PRINT Regression PlotPress ENTER, Execute PRINT Regression Resultschoice. > PLOT Regression Line CR

PLOT Regresssion Analysis Results CRSELECT Another Analysis Type

> EXIT Menu CR

STATUS: Done TYPE: Polynomial ACTION: EXIT

FILE OUTPUT

Disk Drive : B:Subdirectory \Filename : 40MUM60.MAC

Number of Points : 60

Domain of Plot : 0 to 100Range of Plot : 0 to 100Domain of Data : 4 to 70Range of Data : 2 to 66

Do You Want to Plot This Information ? (YIN, CR=N): Y CR

V-10

PLOTTER BUSY; PLEASE BE PATIENT

NEXT PLOT

Do You Want to dc Another Plot ? (YIN, CR=N): ? CR

RETURNING TO SYSTEM

SYSTEM CR

C:\SCATPLOT>CD\ CR

C:\

V-II

APPENDIX W

CALIBRATION ADJUSTMENT FACTOR FOR RUNWAY FRICTION NUMBERS

APDIX W POFILOMETER'

APPENDXNIGHH W4i FRICTION TESTERSRUNWAY FRICTION TESTER

KROUGHNESS SURVEYOR

August 14, 1989

FEDERAL AVIATION ADMINISTRATION800 Independence Avenue, S.W.Washington, D.C. 20591

Att: Mr. Tom Morrow, P.E.Program Manager

Ref: Calibration Adjustment Factor for Runway Friction Numbers

Dear Mr. Morrow:

We discovered immediately after the recent friction tire tests at Wallops FlightFacility an incorrect entry of the calibration factor for the K. J. Law RunwayFriction Tester.

The calibration number should have been 346 lbs., however, our operator entered it as274 lbs. (perhaps because the load calibration factor was in that range, at 290 lbs.)This creates a correction multiplier of 1.26 to increase the measured frictionnumbers to the correct values.

We respectfully request that you apply this multiplier to the data to adjust it tothe correct Mu numbers. Since the transducer system is completely linear, withinless than 0.5%, there will result no significant error by the use of the adjustmentfactor.

Thank you very much for your consideration and implementation of this request.We look forward to the issuance of your report. We certainly need new qualified testtires for the Runway Friction Tester.

Sincerely yours,

K. J. LAW ENGINEERS, INC.

PE,President

KJL/dJf

cc: F. X. Schwartz

W-142300 W Nine Mile Road 313347-3300 Tee 231179 KJLAW FMHLNovi. Michgn 48050-3627 800-521-5245 Fax 313-347.3345

l, copy - dtic · 2011. 5. 15. · ,~~ ,l, copy report no. dot/faa/as-90-1 assistant administrator...

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