I've noticed that the tire pressures are quantized in 5 psi incremental steps. Is there any way to make it smoother (like the real aircraft?) I haven't had this issue with other parameters like EGT, Oil Temps, etc.
I managed to get hold of Data from Goodyear and Airbus, so I was able to create an accurate simulation of Brake Temp and TAT/ Tire pressure behaviour. The underlying TMD code is correct, but the tires inflate/deflate in 5psi steps, including when the fuse plugs melt and deflate the tires
Display Spoiler
- Individual fuse-plug simulation for all 12 main wheels
- Each wheel now has its own independent thermal fuse-plug logic.
- Fuse-plug activation is based on sustained excessive brake temperature rather than a simple instantaneous temperature event.
- Final production temperature/soak values are still being tuned.
- Progressive tyre deflation after fuse-plug release
- Tyres no longer instantly jump from normal pressure to 0 PSI.
- When a fuse plug releases, tyre pressure progressively vents over several minutes.
- The tyre eventually settles at a very low residual pressure, representing an effectively deflated tyre rather than an artificial 0 PSI value.
- Independent behaviour for every wheel
- A fuse-plug release on one wheel does not automatically affect any of the others.
- Multiple tyres can begin venting at different times depending on their individual brake temperatures.
- This was tested successfully during high-energy rejected take-offs.
- Rear-wheel tyre pressure simulation
- Aerofly's rear tyre pressure indications required additional synthetic modelling.
- Wheels 5–12 now have their own independently simulated pressure sources.
- They no longer remain permanently fixed at the stock nominal pressure when a fuse plug releases.
- Correct rear-wheel WHEEL page indications
- Synthetic pressures for wheels 5–12 are now correctly passed into the A350 WHEEL display.
- Rear tyre pressure values follow the same progressive vent behaviour as the front tyres.
- Correct low-pressure colour change for all 12 tyres
- Rear tyre pressure indications now turn amber when the appropriate low-pressure threshold is crossed.
- Previously, the rear-wheel display could show a low pressure while remaining green.
- WHEEL TIRE PRESS LO ECAM integration
- Low tyre pressure detection now monitors all 12 wheels.
- A low-pressure rear tyre can independently trigger the WHEEL TIRE PRESS LO ECAM caution.
- The displayed tyre pressure, amber indication and ECAM detection now use the same pressure source.
- Dynamic tyre pressure from temperature
- Tyre pressure is no longer permanently fixed at 220 PSI.
- Each tyre now has its own simulated internal tyre-gas temperature.
- Tyre pressure responds gradually to changing thermal conditions.
- Brake-temperature heat soak
- Individual brake temperature contributes to tyre heating.
- After a rejected take-off or heavy braking event, tyre pressure can slowly increase as heat transfers from the brake/wheel assembly into the tyre.
- This is deliberately delayed rather than having tyre pressure instantly follow brake temperature.
- Ambient/TAT cooling
- Outside/total-air temperature contributes to tyre cooling.
- During climb and cruise, tyres will gradually cold-soak, and tyre pressure will reduce.
- During descent into warmer conditions, pressure can gradually recover again.
- Thermal inertia
- Tyres do not instantly follow changes in brake temperature or outside temperature.
- A deliberately slow thermal response represents the large thermal mass of the wheel/tyre assembly.
- This allows pressure to continue evolving long after the original braking event.
- Individual tyre-pressure variation
- Each tyre has its own underlying pressure rather than all twelve being mathematically identical.
- Different brake temperatures produce small differences between tyres as they heat and cool.
- Real-time heat-soak behaviour demonstrated
- During testing, tyres initially displayed approximately 220 PSI.
- Following a lower-energy RTO and several minutes of heat soak, individual pressures began changing independently to approximately 220–225 PSI.
- This confirmed that the tyre-temperature/pressure model is operating independently across the wheel set.
- Existing brake-temperature model retained
- The existing individual brake heating and cooling system remains intact.
- Brake fade behaviour has not been changed as part of this work.
- The tyre system uses the existing individual brake temperatures rather than replacing the brake model.
- Existing 1000 PSI emergency/alternate braking work retained
- BRAKES CTL, RBCU, accumulator and anti-skid logic remain separate from the tyre-pressure simulation.
