ABSTRACT

Adherence between tire and pavement surface is essential to safe landing and take-off operations. The accumulation of rubber, originated from aircraft tires, impairs adherence by filling the macrotexture and decreasing the friction coefficient of the surface. Thus, it is necessary to carry out rubber removal procedures on the surface to re-establish adherence conditions. This paper features three Brazilian airports that had their runways analysed, which constitute three different pavement surfaces: asphalt concrete, asphalt concrete with grooving, and porous friction course (PFC). The macrotexture depth and the friction coefficient were analysed between 2014 and 2018, observing these parameters after rubber removal procedures. The analysis was performed in the zones of the runway where the rubber removal process is carried out and was achieved using Hypothesis Testing. It was found that the rubber removal procedure is effective in maintaining the runways, as it ensures that the values of macrotexture depth and friction coefficient remain above the values required by current regulations. However, its performance has not provided an increase of more than 50% in the measurements studied. Consequently, rubber removal should not be considered as the only factor interfering in friction coefficient and macrotexture on runways.

摘要

轮胎和路面之间的附着力对于安全着陆和起飞操作至关重要。源自飞机轮胎的橡胶的积累会通过填充宏观纹理和降低表面的摩擦系数来削弱附着力。因此，有必要在表面上进行橡胶去除程序以重新建立粘附条件。本文介绍了对其跑道进行分析的三个巴西机场，它们构成了三种不同的路面：沥青混凝土、带凹槽的沥青混凝土和多孔摩擦层 (PFC)。在 2014 年至 2018 年期间分析了宏观纹理深度和摩擦系数，在橡胶去除程序后观察这些参数。分析是在跑道区域进行橡胶去除过程并使用假设测试实现的。发现橡胶去除程序在维护跑道方面是有效的，因为它确保宏观纹理深度和摩擦系数的值保持在现行法规要求的值之上。然而，它的性能在所研究的测量中没有提供超过 50% 的增长。因此，不应将橡胶去除视为干扰跑道摩擦系数和宏观纹理的唯一因素。它的性能在所研究的测量中没有提供超过 50% 的增长。因此，不应将橡胶去除视为干扰跑道摩擦系数和宏观纹理的唯一因素。它的性能在所研究的测量中没有提供超过 50% 的增长。因此，不应将橡胶去除视为干扰跑道摩擦系数和宏观纹理的唯一因素。