針對近年來發生多起民航機滑出跑道的飛安事故，每當飛安事故發生後，行政院飛航安全委員會均委託相關機構進行跑道摩擦係數測試，其結果發現每當飛安事件發生其跑道摩擦係數值均偏低，探討其原因除了降雨積水、紋理磨耗外，就是胎屑沉積所致。爲解決相關問題各國均投入各種研究，其研究結果經由美國聯邦航空總署（Federal Aviation Administration, FAA）及國際民航組織(International Civil Aviation Organization, ICAO)制定相關規範包含粗質紋理量測及胎屑處理方式，提供各國機場參考使用。惟對胎屑微觀狀況下相關研究較為缺乏。
本研究是以高雄國際機場跑道作為研究對象，透過連續摩擦檢測設備獲得該機場跑道抗滑值較低位置發生於著陸區，並於該區域內佈設相關位置點其中採用油脂塗佈法量測粗質紋理變化情形，配合英式擺錘法量測其定點靜摩擦係數。並於佈設位置點取得胎屑樣本採用光學及掃瞄式電子顯微鏡加以觀測其胎屑內部組成及構造。
藉由上述各項施作可找出微觀下胎屑的兩大特性即層疊性及方向性並量測出胎屑厚度。
針對靜摩擦係數或動摩擦係數，就所得結果跑道中心左側區域之平均值大於右側區域平均值。研判造成此一現象可能的原因為側風的影響，造成飛機降落時右側輪胎先行著地。
有關英式擺錘數BPN，其量測結果跑道左側區域之平均值亦大於右側區域平均值且所得之方程式呈線性關係，藉由線性方程式可求得不同摩擦係數之相對BPN值。無論位於跑道左側區域與右側區域。另可求得維護計畫水準0.47與最低摩擦水準0.34之相對BPN值。

According to the occurrence of excursion from Runway in the recently years, when runway occurrence occurs Aviation Safety Council delegate the relative institution to conduct a research on Continuous Friction Measuring. Based on the research result, discover that runway touchdown fruction indicate low value when runway occurrence occurs. The result are raining, high consume of rubber, and rubber deposit.
To result the issues, a lot of countries dedicate to variety of research. FAA, ICAO conduct relative rules include macrotexture measuring and process of rubber to provider a reference to each airport all over the world, but lack of research on Mircoscopic Characterustics of Rubber.

This Research us based upon Kaohsiung International Airport by using Continuous Friction Measuring Equipment, the airport obtain low anti-excursion for airplane landing. Using grease smear method in the landing area to obverse and records the point of status. Also include British Protable Skid-Resistance Tester for static friction factor. Also collect rubber sample form landing area, use Optical and Scanning Electron microscope to discover the material structure of rubber sample.

Based on the practices above, there are two features in mircoscopic rubbe which are layer type and Direction type also and indicate the thin of rubber.

The result indicate the average value of Static friction factor and dynamic friction factor for the central-left side is greater than the central-right side of runway. Based upon this practice, the result of side-wind effort will force the right wheel of airplane landing first.

The result of this measuring practice is the average value of British Pendulum Number (BPN) which indicate left side greater then right side of runway. The equation indicate line relative, based upon this equation will get different friction factor of BPN value. Therefore, the maintain plan level is 0.47 compare the lowest friction is 0.34 of BPN on both right and left side of runway.

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