Reducing tire wear

Abstract

The present disclosure relates to reducing tire wear. A computer-implemented method is disclosed, the method comprising: receiving information indicative of an aircraft steering angle of an aircraft; comparing the received information to a threshold above which deterioration of the tires of the landing gear of the aircraft is expected to occur; and causing an action to be performed based on a result of the comparison.

Description

Technical Field

[0001] The present invention relates to a method, an aircraft system, a non-transitory computer-readable storage medium, and an aircraft. Background Art

[0002] During movement of an aircraft over the ground, the tires of the aircraft's landing gear may be subject to forces that wear the tires and shorten the life of the tires. It may be desirable to reduce the amount of wear that the tires of an aircraft's landing gear are subject to. Summary of the invention

[0003] According to a first aspect, a computer-implemented method is provided, the computer-implemented method comprising: receiving information indicative of an aircraft steering angle of an aircraft; comparing the received information with a threshold above which degradation of a tire of a landing gear of the aircraft is expected to occur; and causing an action to be performed based on a result of the comparison.

[0004] By comparing the information indicative of the aircraft steering angle to a threshold value, it can be determined whether the aircraft steering angle has exceeded or will exceed the threshold value. This information can then be used to change the operation of the aircraft so that the amount of time that the aircraft steering angle is above the threshold value is minimized or eliminated. The method according to the first aspect can also help reduce degradation of one or more tires of the aircraft landing gear by taking some form of related action based on the comparison. This can help increase the overall life of the tires. Since the overall life of the tires can be improved, this can reduce the maintenance costs of the aircraft landing gear because the tires may not need to be replaced as frequently as would be the case if the method of the first aspect was not used.

[0005] The aircraft steering angle may include a steering angle of a front landing gear of the aircraft, and the tire of the aircraft landing gear may be a tire of the front landing gear. The aircraft steering angle may include a steering angle of a main landing gear of the aircraft, and the tire of the aircraft landing gear may be a tire of the main landing gear. The steering angle may be an angle of the landing gear relative to a longitudinal axis (otherwise known as a roll axis) of the aircraft. The longitudinal axis includes an axis passing through the aircraft from the nose of the aircraft to the tail of the aircraft, and the axis is substantially parallel to the ground when the aircraft is on the ground.

[0006] The computer-implemented method may include receiving information indicating a steering angle of the aircraft at an onboard aircraft system. The onboard aircraft system may include a computer, and the computer-implemented method may include receiving information indicating a steering angle of the aircraft at the computer. The computer-implemented method may include comparing the received information to a threshold value using the onboard aircraft system. This may allow the comparison to be performed on the aircraft without transmitting the data off the aircraft. The computer-implemented method may include causing an action to be performed using the onboard aircraft system. The onboard aircraft system may output a signal based on the comparison to cause the action to be performed.

[0007] The computer-implemented method may include receiving information indicating a steering angle of the aircraft at a remote computing device. The remote computing device may be located remotely from the aircraft. The computer-implemented method may include comparing the received information to a threshold value at the remote computing device. This may allow the comparison to be performed remotely from the aircraft, which may reduce the computational load on systems onboard the aircraft. The computer-implemented method may include causing an action to be performed using the remote computing device. The remote computing device may output a signal based on the comparison to cause the action to be performed.

[0008] The information indicative of the aircraft's steering angle may include a measured steering angle of the aircraft. This may allow the actual steering angle of the aircraft to be used for comparison, which may improve the overall accuracy of the comparison.

[0009] The computer-implemented method may include receiving information indicative of a steering angle of the aircraft from a sensor attached to a landing gear of the aircraft. The sensor may include a rotary variable displacement transducer (RVDT). The RVDT may be configured to output a signal indicative of a steering angle of the aircraft.

[0010] A computer-implemented method may include receiving information indicative of a steering angle of the aircraft from a device located in a cockpit of the aircraft. The device may be operated by a crew member of the aircraft to provide a steering input to change the steering angle of the aircraft, and the information indicative of the steering angle of the aircraft may include the steering input from the crew member. This may allow action to be taken before the steering angle of the aircraft is changed.

[0011] The information indicative of the aircraft steering angle may include information indicative of a taxi route for the aircraft. The information indicative of the taxi route may be provided by a crew member, such as by inputting the information into an interface in a cockpit. The information indicative of the taxi route may be received from a source external to the aircraft, such as from a ground controller at an airport. The information indicative of the taxi route may indicate what the aircraft steering angle is at different times during the taxi route. The information indicative of the aircraft steering angle may include an expected aircraft steering angle determined based on a taxi route to and / or from a runway.

[0012] The information indicating the aircraft steering angle may include a rate of change of the aircraft steering angle. The rate of change of the aircraft steering angle may be used to predict whether a threshold value will be exceeded if the current rate of change is maintained. This may allow the action to be performed before the threshold value is exceeded.

[0013] The computer-implemented method may include causing an action to be performed when the steering angle is within a predetermined range of a threshold. The predetermined range may be a predetermined angle range below the threshold. The predetermined range may be between about 5 degrees and 25 degrees below the threshold, such as between about 10 degrees and 20 degrees below the threshold. This may allow action to be taken before the threshold is exceeded, which may help reduce wear on tires of an aircraft landing gear.

[0014] Causing the action to be performed may include causing an indication to be output. The indication may be output on a display in a cockpit of the aircraft. The indication may notify the crew when the aircraft steering angle approaches or exceeds a threshold. The crew may then take action to prevent the steering angle from exceeding the threshold, or to reduce the amount of time the aircraft steering angle exceeds the threshold. The indication may include a light on the display and causing the action to be performed may include causing a characteristic of the light, such as a color of the light, to be changed based on the result of the comparison. This may allow an operator, such as a member of the crew, to quickly and easily see the output.

[0015] The indication may be output on a device external to the aircraft. The device external to the aircraft may be located on a vehicle used to assist in moving the aircraft on the ground, such as a tractor. The device external to the aircraft may be a handheld device that may be carried with you. When the indication is provided on the device external to the aircraft, this may inform the operator of the device that the aircraft steering angle is approaching or exceeding a threshold value. The operator may then take appropriate action, such as moving the tractor to change the aircraft steering angle to prevent the steering angle from exceeding the threshold value or to reduce the amount of time that the aircraft steering angle exceeds the threshold value.

[0016] Such that performing the actions may include providing instructions for steering the landing gear of the aircraft during a taxi procedure of the aircraft. The instructions may be provided by an onboard computer to an aircraft system for controlling the movement of the aircraft. The instructions may be configured to minimize the amount of time that the aircraft steering angle exceeds a threshold or to avoid the aircraft steering angle exceeding the threshold. Thus, this may help increase the life of the tires of the aircraft landing gear.

[0017] The computer-implemented method may include causing the instructions to be automatically executed by one or more aircraft systems of the aircraft. This may allow the aircraft to move substantially autonomously between a first location and a second location, such as between an airport gate and an airport runway, while minimizing or avoiding the time that the aircraft steering angle exceeds a threshold.

[0018] The instructions may be manually executed by the crew to control the movement of the aircraft. The instructions may include a taxiway position and / or a turn angle to be executed during taxiing.

[0019] Causing the action to be performed may include providing tactile feedback on a device in a cockpit of the aircraft. The device may be a tiller for changing the steering angle of the aircraft. The tactile feedback may require the crew to apply an increasing force through the device to exceed a threshold. This may help provide a physical indication to the crew as to when the threshold is exceeded.

[0020] The execution of the action may include updating a taxi route based on the comparison. The taxi route may be updated by an onboard aircraft system or a remote computing device. The taxi route may be updated so that when the aircraft follows the updated taxi route, the aircraft steering angle does not exceed a threshold, or the amount of time that the aircraft steering angle exceeds the threshold is minimized. The computer-implemented method may include outputting instructions for manipulating the aircraft landing gear to follow the updated taxi route. The instructions may be output on a display in the cockpit of the aircraft. This may allow the crew to see the instructions and operate the aircraft accordingly to follow the taxi route. The computer-implemented method may include causing the instructions to be automatically executed by one or more aircraft systems. This may allow the aircraft to follow the updated taxi route substantially autonomously.

[0021] The threshold may include an aircraft steering angle between about 30 and 80 degrees relative to the aircraft longitudinal axis, such as between about 50 and 75 degrees relative to the aircraft longitudinal axis. The threshold may include an aircraft steering angle equal to a maximum possible steering angle of the aircraft.

[0022] The computer-implemented method may include calculating a threshold value. Calculating the threshold value may include dynamically calculating the threshold value based on input from an aircraft system. The input may include information indicating at least one of an aircraft speed and an aircraft weight. The weight of the aircraft may be determined based on a load sheet and / or a fuel consumption rate. The weight of the aircraft may be determined based on information provided by a crew member. By dynamically calculating the threshold value, this may allow for a more accurate calculation of the threshold value at a given point in time.

[0023] The threshold value may be obtained from a database. The computer-implemented method may include calculating the threshold value based on at least one of: a taxi route of the aircraft, the surrounding environment of the aircraft (e.g., weather conditions at an airport and / or a runway), and one or more characteristics of the aircraft. The one or more characteristics of the aircraft may include at least one of a weight of the aircraft, a type of the aircraft, and an aging of tires of a landing gear of the aircraft.

[0024] The computer-implemented method may include storing data on a memory representing at least one of: information indicating a steering angle of the aircraft and a result of the comparison. The method may include transmitting the data to a memory remote from the aircraft. The memory may be onboard the aircraft or remote from the aircraft.

[0025] The computer-implemented method may include retrieving the stored data from the memory using a computing device and analyzing the data on the computing device. The data analysis may be used to inform decisions regarding taxi routes to be used by aircraft at an airport in the future to minimize the amount of time that the aircraft steering angle exceeds a threshold. The data analysis may also be used to guide future airport and / or taxiway designs.

[0026] According to a second aspect, an aircraft system is provided, the aircraft system being configured to: receive information indicative of an aircraft steering angle of an aircraft; compare the received information with a threshold above which degradation of a tire of an undercarriage of the aircraft is expected to occur; and cause an action to be performed based on a result of the comparison.

[0027] According to a third aspect, there is provided a non-transitory computer readable storage medium storing instructions which, when executed by an aircraft system, cause the aircraft system to perform the computer implemented method according to the first aspect.

[0028] According to a fourth aspect, an aircraft is provided, the aircraft comprising the aircraft system according to the second aspect or the non-transitory computer-readable storage medium according to the third aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Embodiments of the present invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

[0030] Figure 1 A schematic diagram of an aircraft is shown;

[0031] Figure 2 and Figure 3 A schematic plan view of the front landing gear of an aircraft at different aircraft steering angles is shown;

[0032] Figure 4 shows a schematic diagram of the system; and

[0033] Figure 5 and Figure 6 A flow chart of the method is shown. DETAILED DESCRIPTION

[0034] Figure 1 FIG. 2 shows a schematic diagram of an aircraft 2. The aircraft 2 includes a front landing gear 4, two main landing gears 6 ( Figure 1Only one of them is shown in the figure) and a cockpit 8. The cockpit 8 is provided with a device 10 for operating the front landing gear 4, an interface 12 for receiving information input by the crew, and a display 14 for displaying information to the crew (all in FIG. Figure 4 During movement of the aircraft 2 on the ground, such as from an airport gate to a runway, the angle of the nose landing gear 2 relative to the longitudinal axis 5 of the aircraft 2 (also referred to as the roll axis of the aircraft 2) may be adjusted to change the trajectory of the aircraft 2 (i.e., to make the aircraft 2 turn).

[0035] The angle of the nose gear 4 relative to the longitudinal axis 5 of the aircraft 2 (also referred to as the aircraft steering angle) is controlled by the crew from the cockpit 8 of the aircraft 2. The crew uses a device 10 in the cockpit 8, such as a tiller, to provide steering input, and the steering angle of the nose gear 4 changes based on the steering input. When the nose gear 4 points to the port side of the aircraft 2 (the left side of the aircraft 2 when facing forward from the cockpit 8), the aircraft steering angle is negative, and when the nose gear 4 points to the starboard side of the aircraft 2 (the right side of the aircraft 2 when facing forward from the cockpit 8), the aircraft steering angle is positive. The range of movement of the nose gear 4 is between about -90 degrees and +90 degrees.

[0036] Figure 2 A schematic plan view of the nose landing gear 4 is shown. The nose landing gear 4 comprises a strut 23 to which a rotation variable differential transformer (RVDT) 24 and two tires 16 are attached. The RVDT 24 is configured to measure the rotation of the nose landing gear 4, which indicates the steering angle of the nose landing gear 4. Figure 2 , the steering angle of the nose landing gear 4 is about 0 degrees. The nose landing gear 4 is oriented so that the rotation axis 5 of the tire 16 is substantially perpendicular to the straight line 3 passing through the nose landing gear 4 and substantially parallel to the longitudinal / rolling axis 5 of the aircraft 2, which means that when thrust is provided by one or more engines of the aircraft 2, the aircraft 2 will travel in a straight line.

[0037] Figure 3 Shown with Figure 2 Schematic plan view of the same nose gear 4 after the following operation: a steering input is provided by the crew so that the nose gear 4 has a steering angle θ of about +40 degrees relative to a straight line 3 passing through the nose gear 4 and substantially parallel to the longitudinal / roll axis 5 of the aircraft 2. As a result, the nose gear 4 points to the right and when thrust is provided by one or more engines of the aircraft 2, the aircraft 2 will turn to the right.

[0038] As the steering angle of the nose landing gear 4 increases, the tires 16 of the nose landing gear 4 may experience an increase in forces (such as lateral forces) acting thereon, which may accelerate the degradation of the tires 16. In order to reduce the wear of the tires 16, the aircraft 2 includes a system 20 (such as Figure 4 ), for notifying the crew when the steering angle approaches or exceeds a threshold value above which degradation of the tire 16 of the nose landing gear 4 is expected to occur.

[0039] The system 20 is onboard the aircraft 2 and includes a computer 22, a memory 32, and an RVDT 24 attached to the front landing gear 4. The system 20 also includes a device 10, an interface 12, and a display 14 located in the cockpit 8. As described above, the device 10 includes a tiller that enables the crew to steer the aircraft 2 by changing the steering angle of the front landing gear 4, and the interface 12 is configured to receive information related to the aircraft from the crew. Each of the RVDT 24, the device 10, the interface 12, and the display 14 communicates with the computer 22. The computer 22 is configured to receive signals from the RVDT 24, the device 10, and the interface 12, and is configured to output signals to the display 14.

[0040] The computer 22 is configured to receive a signal from the RVDT 24, the signal comprising information indicative of the steering angle of the nose landing gear 4. The computer 22 is configured to compare the information received from the RVDT 24 with a threshold value above which degradation of the tire 16 of the nose landing gear 4 is expected to occur.

[0041] Based on the comparison, the computer 22 is configured to cause an indication 26 to be output on the display 14 in the cockpit 8. Figure 4 As shown, the indication 26 output on the display includes a light 27. If the aircraft steering angle is determined by the computer 22 to exceed the threshold, the light 27 is configured to emit red light, and if the aircraft steering angle is determined by the computer 22 to be below the threshold, the light 27 is configured to emit green light.

[0042] In order to enable the flight crew to see when the steering angle of the nose landing gear 4 approaches the threshold, the indication 26 output on the display 14 also includes a gauge 31 including a needle 29 that moves from a first portion 28 to a second portion 30 as the steering angle of the nose landing gear 4 increases. The first portion 28 corresponds to the steering angle of the nose landing gear 4 being below the threshold, while the second portion 30 corresponds to the steering angle of the nose landing gear 4 being above the threshold. In some examples, at least one of the light 27 and the gauge 31 may be omitted.

[0043] Although in Figure 4 In the example of , the computer 22 is configured such that an indication 26 is output on the display, but in other examples (as will be discussed further with respect to the method below), the computer 22 is configured such that another action is performed.

[0044] Figure 51 shows a flow chart of a computer-implemented method 100. The computer-implemented method 100 includes receiving 102 information indicating a steering angle of an aircraft. The information indicating a steering angle of an aircraft is received by a computer 22 onboard an aircraft 2. When using the above description of Figure 4 When discussing the system 20, information indicative of the steering angle of the aircraft is received from the RVDT 24, and thus indicates the measured steering angle. The information received from the RVDT 24 also enables the computer 22 to determine the rate of change of the steering angle of the nose landing gear 4. By knowing the rate of change of the steering angle of the nose landing gear 4, the computer 22 can predict the value of the steering angle of the nose landing gear 4 if the current rate of change is maintained.

[0045] The method 100 also includes calculating 104 a threshold above which degradation of the tire 16 of the nose landing gear 4 is expected to occur. Since the forces on the tire 16 are affected by the weight of the aircraft 2 (among other factors), the threshold may vary based on the weight of the aircraft 2. For example, the threshold may be larger when the aircraft 2 is lighter (e.g., when taxiing from a runway to a gate after landing) and smaller when the aircraft 2 is heavier (e.g., when taxiing from a gate to a runway for takeoff). To account for this, calculating 104 the threshold includes dynamically calculating the threshold based on the weight of the aircraft 2. Dynamically calculating the threshold includes calculating the threshold for a given point in time based on the factors that affect the threshold at the same point in time (e.g., the weight of the aircraft 2). Thus, the calculation is dynamic because the threshold changes when the factors that affect the threshold change.

[0046] In preparation for takeoff or landing, the crew performs a checklist including entering information indicative of the weight of the aircraft 2 (e.g., the total number of people on board the aircraft 2 and the total amount of cargo and fuel loaded onto the aircraft 2) into the interface 12 within the cockpit 8. Since the amount of fuel present on the aircraft changes between takeoff and landing (due to fuel being burned during flight), the fuel burn rate is also used by the computer 22 to dynamically calculate the weight of the aircraft 2. The dynamically calculated weight of the aircraft 2 is then used to dynamically calculate the threshold value.

[0047] Since other factors such as the ground speed of aircraft 2 and the surrounding environment of aircraft 2 (e.g., weather conditions at an airport) also affect the forces on tire 16, determining 104 the threshold value also includes consideration of these factors. Computer 22 receives information indicative of the speed of aircraft 2 from aircraft systems and information indicative of the surrounding environment from inputs made by the crew to interface 12. In some examples, calculating 104 the threshold value is based solely on the weight of aircraft 2.

[0048] Although discussed in the above example, dynamically calculating the threshold value, in other examples, the threshold value is a predetermined value stored in a database. In such an example, the computer 22 obtains the predetermined value of the threshold value from the database.

[0049] After calculating the threshold, the method 100 includes comparing the received information to the threshold 106. The comparison is performed by the computer 22 onboard the aircraft 2 and includes determining whether the steering angle of the nose landing gear 4 is close to exceeding the threshold or will exceed the threshold. In order to determine when the steering angle of the nose landing gear 4 is close to exceeding the threshold, the computer 22 is configured to determine when the steering angle of the nose landing gear 4 is within a predetermined range of the threshold, which in this example is about 15 degrees below the threshold.

[0050] Based on the result of the comparison, method 100 includes causing 108 to perform an action based on the comparison. Figure 4 In the example discussed in the system 20 of FIG. 1 , causing 108 to perform an action includes causing an indication 26 to be output on the display 14. The computer 22 is configured to output a signal to the display to cause the indication 26 to be output. If it is determined that the aircraft steering angle exceeds the threshold, a red light is displayed on the display 14, and if it is determined that the aircraft steering angle is below the threshold, a green light is displayed on the display 14.

[0051] like Figure 4 As shown, the indication 26 output on the display 14 also includes a gauge 31 including a needle 29 that moves from a first portion 28 to a second portion 30 as the steering angle increases. The first portion 28 corresponds to the aircraft steering angle being below a threshold, while the second portion 30 corresponds to the aircraft steering angle being above the threshold.

[0052] In addition to causing the indication 26 to be output on the display 14, causing 108 to perform the action also includes causing tactile feedback to be provided via the device 10 in the cockpit 8. Based on the result of the comparison, the computer 22 causes the device 10 to provide physical resistance to the steering input that would exceed the threshold. Thus, the crew will have to apply a greater force via the device 10 to exceed the threshold, thereby ensuring that the crew knows when the threshold is exceeded.

[0053] While in this example, the display 14 is located in the cockpit 8 of the aircraft 2, in other examples, the display 14 is located outside the aircraft, such as in a towing vehicle used to tow the aircraft 2 when on the ground. In such examples, causing 108 to perform the action includes causing an indication 26 to be output on the display 14 located outside the aircraft 8. The indication 26 may be any indication 26 discussed herein.

[0054] The method 100 also includes storing 110 data representing at least one of: information indicative of the aircraft steering angle, the comparison, and the action to be performed. The data is stored in a memory 32 onboard the aircraft 2, however in other examples the data may be transmitted to a memory (not shown) remote from the aircraft 2, such as at a control center.

[0055] Subsequently, the method 100 includes retrieving 112 the stored data from the memory using the computer 22, and analyzing 114 the data on the computer 22. The data is analyzed to determine how often and how long the threshold is exceeded. The analysis can then be used to influence future operations of the aircraft 2 to reduce the amount of time the threshold is exceeded. For example, if the analysis of the data indicates that the threshold is continuously exceeded when taking a particular taxi route, it may be desirable to modify the taxi route or request a different taxi route. The analysis of the data can also be shared between different aircraft 2 within the fleet to reduce tire wear across the fleet. Although in this example, the analysis is performed by the computer 22 onboard the aircraft 2, when the data is transmitted to a memory remote from the aircraft 2, the analysis is also performed on a computing device remote from the aircraft 2.

[0056] Figure 6 A flow chart of an alternative method 200 is shown. The method 200 comprises receiving 202 at a computer 22 information relating to an approved taxi route for an aircraft 2. When the aircraft 2 is about to taxi to and / or from an airport runway, the crew receives the approved taxi route from a ground controller at the airport. The approved taxi route comprises information about which taxiway the aircraft 2 should take and, therefore, which turns the aircraft 2 needs to make. This information is input into the interface 12 by the crew, and the computer 22 is configured to receive this information and determine the steering angle of the nose landing gear 4 required for the aircraft 2 to follow the approved taxi route.

[0057] The method 200 further comprises calculating 204 a threshold value above which degradation of the tire 16 of the nose landing gear 4 is expected to occur. Figure 5 The method 100 is calculated in the same manner as discussed above.

[0058] Subsequently, the method 200 includes comparing 206 the steering angle of the nose landing gear 4 required to follow the taxi route determined to a threshold value. Based on the result of the comparison, the method 200 includes causing 208 to perform an action. The action includes: determining, using the computer 22, a steering instruction to follow the taxi route while minimizing the time spent exceeding the threshold value; and outputting the steering instruction on the display 14 in the cockpit 8. The steering instruction relates to the steering input that should be made by the crew to make the aircraft 2 follow the approved taxi plan while minimizing the amount of time spent exceeding the threshold value. The crew then uses the device 10 in the cockpit 8 to input the steering input so that the nose landing gear 4 steers the aircraft 2.

[0059] In some examples, instead of causing the output of instructions on the display 14, causing 208 to perform actions includes causing the aircraft 2 to taxi substantially autonomously between the airport runway and the airport boarding gate. In such examples, causing 208 to perform actions also includes outputting control instructions to an aircraft system that controls the movement of the aircraft 2.

[0060] In another example, causing 208 to perform an action includes: updating the taxi route based on the result of the comparison. As described above, the taxi route input into the interface 12 by the crew includes information about which taxiway the aircraft 2 should occupy and, therefore, which turns the aircraft 2 needs to make. The computer 22 compares the turns required for the taxi route with the threshold value and updates the taxi route (and the instructions to follow the taxi route) so that when the aircraft 2 follows the updated taxi route, the amount of time that the aircraft steering angle exceeds the threshold value is minimized or eliminated. Then, the instructions to follow the updated taxi route are output on the display 14 in the cockpit 8 of the aircraft 2 to enable the crew to follow the updated taxi route.

[0061] In About Figure 5 and Figure 6 In some examples of the described methods 100 , 200 , one or more of the following steps may be omitted: calculating 104 , 204 thresholds; storing 110 data; acquiring 112 the stored data; and analyzing 114 the stored data.

[0062] The methods 100, 200 and system 20 described herein enable a determination of whether the steering angle of the nose landing gear 4 has exceeded or will exceed a threshold value. This information can then be used to change the operation of the aircraft 2 so that the amount of time that the steering angle of the nose landing gear 4 is above the threshold value is minimized or eliminated. As a result, degradation of one or more tires 16 of the nose landing gear 4 can be reduced, which can increase the overall life of the tires 16. Since the overall life of the tires 16 can be increased, this can reduce maintenance costs associated with the nose landing gear 4 because the tires 16 can be replaced less frequently.

[0063] Although the aircraft steering angle is discussed with respect to the nose landing gear 4 in the above examples, in other examples, the aircraft steering angle may include a steering angle of the main landing gear 6 .

[0064] It should be noted that the term "or" used herein should be interpreted as meaning "and / or" unless explicitly stated otherwise.

[0065] The above embodiments are to be understood as illustrative examples of the present invention. Other embodiments of the present invention are also contemplated. It should be understood that any feature described with respect to any one embodiment may be used alone or in combination with other features described, and may also be used in combination with one or more features of any combination of any other embodiment in the embodiment or any other embodiment in the embodiment. In addition, equivalents and modifications not described above may also be adopted without departing from the scope of the present invention as defined in the appended claims.

Claims

1. A computer-implemented method comprising: receiving information indicating an aircraft steering angle of the aircraft; comparing the received information with a threshold above which degradation of a tire of an undercarriage of the aircraft is expected to occur; and An action is caused to be performed based on a result of the comparison.

2. The computer-implemented method of claim 1 , wherein: The information indicative of a steering angle of the aircraft includes at least one of a measured steering angle of the aircraft and a steering input from a crew member of the aircraft.

3. A computer-implemented method according to claim 1 or claim 2, wherein: The information indicative of a steering angle of the aircraft includes information indicative of a taxi path of the aircraft.

4. A computer-implemented method according to any one of claims 1 to 3, wherein: The information indicative of the aircraft steering angle includes a rate of change of the aircraft steering angle.

5. A computer-implemented method according to any one of claims 1 to 4, comprising causing the action to be performed when the steering angle is within a predefined range of the threshold value.

6. A computer-implemented method according to any one of claims 1 to 5, wherein: Causing performance of the action includes causing output of an indication on a display in a cockpit of the aircraft.

7. The computer-implemented method of claim 6, wherein: The indication comprises a light on the display in the cockpit of the aircraft, and causing performance of the action comprises causing a characteristic of the light to be changed based on a result of the comparison.

8. A computer-implemented method according to any one of claims 1 to 7, wherein: Such that performing the actions includes providing instructions for steering the landing gear of the aircraft during a taxi procedure for the aircraft. 9 . The computer-implemented method of claim 8 , comprising causing the instructions to be automatically executed by one or more aircraft systems of the aircraft.

10. The computer-implemented method of any one of claims 1 to 9, wherein: Such that performing the action includes providing tactile feedback on a device within a cockpit of the aircraft.

11. The computer-implemented method of any one of claims 1 to 10, comprising calculating the threshold.

12. The computer-implemented method of claim 11, wherein: Calculating the threshold includes dynamically calculating the threshold based on input from aircraft systems.

13. A computer-implemented method according to claim 11 or claim 12, wherein: Calculating the threshold includes calculating the threshold based on a weight of the aircraft.

14. A computer-implemented method according to any one of claims 11 to 13, wherein: Calculating the threshold includes calculating the threshold based on at least one of: a taxi route of the aircraft, a surrounding environment of the aircraft, and one or more characteristics of the aircraft.

15. A computer-implemented method according to any one of claims 11 to 14, wherein: Calculating the threshold includes calculating the threshold based on information provided by a crew of the aircraft.

16. A computer implemented method according to any one of claims 1 to 15, comprising storing on a memory data representing at least one of: information indicative of the aircraft steering angle, the comparison, and the action to be performed.

17. The computer-implemented method of claim 16, comprising: The stored data is retrieved from the memory using a computing device and analyzed on the computing device.

18. An aircraft system configured to: receiving information indicating an aircraft steering angle of the aircraft; comparing the received information with a threshold above which degradation of a tire of an undercarriage of the aircraft is expected to occur; and An action is caused to be performed based on a result of the comparison.

19. A non-transitory computer-readable storage medium storing instructions which, when executed by an aircraft system, cause the aircraft system to perform the computer-implemented method of any one of claims 1 to 17. 20 . An aircraft comprising the aircraft system according to claim 18 or the non-transitory computer-readable storage medium according to claim 19 .

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