Search

Copyright of Secretary (16742354) is the property of Secretary Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Oil Drilling & Production Technology / Shiyou Zuancai Gongyi is the property of Shiyou Zuancai Gongyi Bianjibu and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

By analysing the aircraft forces under the effect of crosswind, the theoretical model of tire‑pavement interaction is introduced to obtain the main influencing factors in crosswind and ABAQUS is used to establish the interaction model between the cornering tire and the runway pavement. The effect of the slip angle and different runway water thicknesses on the interaction between aircraft tires and the pavement surface is studied. The results indicate that the crosswind causes the aircraft to deviate from the runway center line when the aircraft taxis, and the slide force of the tire on the runway pavement is an important factor affecting the distance of the aircraft’s center of mass from the runway center line. An increase in tire slip angle leads to an increase in tire grounding characteristics and a progressive increase in the length of water front area. The distribution of water front pressure increases asymmetrically, in which the high pressure area is concentrated on the side of tire deflection and the maximum value is close to 1 MPa. At this time, there is a risk of water skiing. With the increase of the thickness of water, the lateral friction coefficient of the wet pavement decreases. When the thickness of water reaches the critical value of 13 mm in the airport operational regulations, the lateral friction coefficient of the wet pavement is only half of that of the dry pavement, which greatly increases the risk of aircraft deviating from the runway. [ABSTRACT FROM AUTHOR]

Copyright of Applied Chemical Industry is the property of Shaanxi Research Design Insitute of Petroleum & Chemical Industry and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of China Sciencepaper is the property of China Sciencepaper and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of Forest Research is the property of Forest Research Editorial Office and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Copyright of West China Journal of Stomatology is the property of Sichuan University, West China College of Stomatology and its content may not be copied or emailed to multiple sites or posted to a listserv without the copyright holder's express written permission. However, users may print, download, or email articles for individual use. This abstract may be abridged. No warranty is given about the accuracy of the copy. Users should refer to the original published version of the material for the full abstract. (Copyright applies to all Abstracts.)

Based on the measured dynamic response data of the runway of Denver International Airport for five years，this paper analyzes the characteristics of strain and displacement at the corner and the edge of pavement under taxiing state of various types of aircraft，and further analyzes the law of compression deformation of the concrete pavement surface in different runway structural layers for many years. The results show that the peak strain of the pavement surface corresponds to the number of main landing gear axles for the aircraft with different landing gears.The dynamic strain peak of the concrete pavement changes little with the increase of the operating period，which is related to the type of aircraft. For the B737 aircraft ，the tensile strain at the bottom of the pavement is less than the compressive strain at the top of the pavement，but the tensile strain at the bottom of the pavement is greater than the compressive strain at the top of the pavement for the B747 and B777 aircraft. These indicate that the damage of the concrete pavement caused by large aircraft is more serious. The dynamic response of the base layer is the most sensitive among the structural layers of the runway. The compression deformation fluctuates violently and the compression rate is the largest，while the compression deformation amount and compression rate of the subcrust and foundation tend to be stable with the operating period. Therefore，it is suggested that the corner and edge of the pavement should be mainly treated during the design and construction of airport runway. [ABSTRACT FROM AUTHOR]