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Wet-runway braking tests were conducted at the Langley landing-loads track in which smooth and dimple-tread tires were used to represent completely worn tires. Five circumferential grooves were then cut into the tires to depths representing varying degrees of tread wear. Two types of wear were simulated: uniform wear with all grooves cut to the same depth, and nonuniform wear with the center groove wearing completely smooth while significant depths remain in the outer grooves. For comparative purposes tests were made on dry and damp concrete surfaces and through water depths of 1 inch. On the wet runway, a gradual degradation in braking effectiveness was experienced up to about the 80-percent-worn tire-tread condition, where the wet-runway friction coefficients dropped markedly. The completely worn tire was observed to develop, at the higher speeds, only about one-half the braking effectiveness of a new tire.
Wet-runway braking tests were conducted at the Langley landing-loads track in which smooth and dimple-tread tires were used to represent completely worn tires. Five circumferential grooves were then cut into the tires to depths representing varying degrees of tread wear. Two types of wear were simulated: uniform wear with all grooves cut to the same depth, and nonuniform wear with the center groove wearing completely smooth while significant depths remain in the outer grooves. For comparative purposes tests were made on dry and damp concrete surfaces and through water depths of 1 inch. On the wet runway, a gradual degradation in braking effectiveness was experienced up to about the 80-percent-worn tire-tread condition, where the wet-runway friction coefficients dropped markedly. The completely worn tire was observed to develop, at the higher speeds, only about one-half the braking effectiveness of a new tire.