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Surface metrology, which is used to assess the topography of surfaces, has demonstrated its value in evaluating surface runway textures. Recent research by an international team of scientists from institutions in China, Sweden, and Belgium, has illustrated how surface metrology techniques can be applied to assess how runways change due to cyclic loading and environmental factors. Establishing a reliable method to collect and analyze this type of data opens the door to a process of improving runway materials and supporting more predictable and safer aircraft landings.
需要提高跑道的安全性
Aircraft landing is very much determined by the friction force generated by the texture of runway surfaces. Deterioration of such surfaces and environmental factors such as surface water can influence this friction force.
Over the past few years, there have been several reported incidences where planes have overrun the runway during landing, causing damage to the aircraft and putting passengers' and workers' lives in danger. These incidences have often been related to heavy rain conditions, highlighting the impact of certain factors on the runway surface's friction force.
航空业需要一种可靠的方法来评估跑道表面地形以分析跑道表面条件，以便可以改善起飞和着陆程序，并可以避免跑道游览。反过来，这将提高机场安全。
跑道表面指示摩擦力
跑道的表面质地会产生飞机着陆涉及的摩擦力。当能量从飞机车轮中消散时，产生摩擦力。但是，这种力取决于环境条件和跑道表面磨损。
着陆被称为航班中最具挑战性的部分。当飞机接近跑道时，其运动受重力以及各种空气动力和力矩的影响。一旦飞机与跑道接触，就引入了一种称为车轮摩擦力的新力，该部队会随着其他力量减小而作用于飞机上。摩擦力取决于空气动力提升的大小。随着飞机在跑道上移动的时间增加，空气动力升力的幅度减小，摩擦力增加。
但是，跑道的表面纹理可以显着影响摩擦力。如果不考虑它，那么飞行员会冒着错误估计其着陆的风险，例如，不期望需要延长跑道长度。
潮湿和破旧的跑道尤其就其对降落的影响而出现了安全问题。研究表明，摩擦力在较老的，破旧的跑道上大大降低，湿跑道可能会导致牵引力失败。
Current methods used to analyze skid resistance are based on periodic friction measurement, which does not account for surface deterioration or environmental conditions such as rain. Therefore, there is a need for a runway surface analysis model that incorporates these factors.
表面纹理恶化和湿表面条件对摩擦力的影响
2021年1月，研究人员提出了一种综合方法来量化潮湿和干燥的跑道防滑阻力。他们的方法基于纹理磨损算法和水流模型。研究人员使用橡胶的粘弹性特性和人行道的功率谱密度（PSD）在跑道和车轮的橡胶材料之间获得了运动学摩擦系数。亚博网站下载然后，研究人员开发了与实际纹理表面和实际相互作用模型有关的有限元（FE）模型。通过将FE模型的水流结果与实验收集的结果进行比较，可以测试模型的精度。
结果表明，许多因素会影响跑道和飞机轮之间的摩擦系数。团队得出的结论是，随着飞机着陆速度的提高，跑道摩擦系数也会下降。他们还能够根据其系数来生成研究中测试的三种跑道的层次结构：开放式摩擦课程（OGFC）> Stone Mastic Asphalt（SMA）>沥青混凝土（AC）。数据还表明，磨损的SMA和交流标本的摩擦系数在55 km/h的起落速度下降低了0.03和0.06。
The team concluded that the optimal friction coefficient decreased as the wear ratio increased. They also found that wear's influence was more significant at low landing speeds than high landing speeds. The conclusion was that the wet runway's friction coefficients, compared to the dry runway, decreased by 0.36 and 0.38 in partial hydroplaning at water film depths of 3 and 5 mm at a landing speed of 205 km/h. In contrast, at 55 km/h, the friction coefficients decreased by 0.04 and 0.08, demonstrating that hydroplaning effects are more evident at high rather than low speeds.
本文中建立的新FE模型提供了一种分析跑道防滑阻力的方法。但是，除了当前研究中的重点以外，还需要更多的工作来评估不同的潮湿天气条件。
参考和进一步阅读
分析飞机超支和跑道安全区域的不足。机场合作研究计划。可用网址：https://www.icao.int/sam/documents/2011/agaaserostudies/acrp_rpt_003.pdf
Suharev，A.，Shestakov，V。和Stefanski，K.，2019年。分析飞机起飞和降落地面路径长度的影响因素。https://aip.scitation.org/doi/pdf/10.1063/1.5091917
200反抗。国际摩擦学, 153, p.106589.https://www.亚博老虎机网登录sciendirect.com/science/article/abs/pii/s0301679x20304199?via%3dihub
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