CSM RevF June2021
CSM RevF June2021
CSM RevF June2021
Important Note: Any copy of this document may not be the updated document currently in
effect. The current version is located on the Michelin aircraft tire website:
https://aircraft.michelin.com and Michelin Aircraft Tire APP.
Revision History:
Document Revision Date
INDEX .................................................................................................. 6
INTRODUCTION .................................................................................... 8
1. General .................................................................................................................................................. 8
2. Installation Approval ............................................................................................................................ 8
3. Warnings for the Full Manual ............................................................................................................. 9
4. Related Source Documents................................................................................................................. 9
5. Related Source Organizations .......................................................................................................... 10
6. Michelin Contacts ............................................................................................................................... 10
7. Cage Code............................................................................................................................................ 12
CHAPTER 1: AIRCRAFT TIRE DESCRIPTION / CONSTRUCTION ..............14
1. General ................................................................................................................................................ 15
2. Tire Zones ............................................................................................................................................ 16
3. Aircraft Tire Construction (Bias and Radial) .................................................................................... 17
4. Components Unique to MICHELIN® Radial Aircraft Tires ............................................................ 18
5. Components Unique to MICHELIN® Bias Aircraft Tires ................................................................ 20
6. Sidewall Venting ................................................................................................................................. 23
7. Chine Tires ........................................................................................................................................... 25
CHAPTER 2: AIRCRAFT TIRE TERMINOLOGY AND TIRE MARKINGS
(BRANDING) ...................................................................................... 26
1. Tire Terminology................................................................................................................................. 27
2. Tire Sizes .............................................................................................................................................. 27
3. Tire Markings (Branding) ................................................................................................................... 29
4. Retread Markings ............................................................................................................................... 38
5. Tube Markings .................................................................................................................................... 40
CHAPTER 3: RECEIVING AND STORING AIRCRAFT TIRES .................... 42
1. General
This manual is presented as a guide to help aircraft owners and maintenance personnel obtain
maximum service life from their MICHELIN® aircraft tires. Unless specifically noted otherwise, it
applies to radial and bias tires, both new and retreaded. Topics include:
• Troubleshooting guidelines
This manual is intended to supplement the specific instructions issued by aircraft and wheel
manufacturers. These include the Pilot’s Operating Handbook/Airplane Flight Manual (POH/AFM),
Aircraft Maintenance Manuals (AMM), and Component Maintenance Manuals (CMM). Any user of
this manual who finds an apparent conflict between these manual and manufacturer guidelines
should contact their Michelin representative.
The use of MICHELIN® Aircraft tires on ground vehicles is not recommended. Aircraft tires are
designed and manufactured for use only on aircraft. Michelin shall not be responsible for any
loss or damage caused by unauthorized use of MICHELIN® Aircraft tires.
Carefully read and obey all WARNING and CAUTION statements given in this manual.
• A WARNING is given to prevent personal injury or when an action can affect safety of flight.
2. Installation Approval
The existence of an Airworthiness approval does not automatically constitute the authority to
install and use the tire on an airplane. The conditions and tests required for Airworthiness
approval of an aircraft tire are minimum performance standards. It is the responsibility of those
desiring to install an aircraft tire on a specific type or class of airplane to determine that the
airplane operating conditions are within the capacity of the tire demonstrated in accordance with
the Airworthiness Standards.
WARNING: AIRCRAFT TIRE AND WHEEL ASSEMBLIES MAY OPERATE UNDER HIGH PRESSURES
IN ORDER TO CARRY THE LOADS IMPOSED ON THEM. THEY SHOULD BE TREATED
WITH THE SAME RESPECT THAT ANY OTHER HIGH PRESSURE VESSEL WOULD BE
GIVEN.
4.2. FAA AC 145-4A, Inspection, Retread, Repair and Alterations of Aircraft Tires
Vol 2, Use of Aircraft Tires and Wheels in Other Than Aircraft Service
4.5.2. SAE-ARP 4834, Aircraft Tire Retreading Practice – Bias and Radial
6. Michelin Contacts
6.2.4. Thailand
Michelin Siam Co., Ltd.
Head Office in Bangkok
33/4 Rama 9 Road,
Huay Kwang Sub-district,
Huay Kwang District,
Bangkok 10310
THAILAND
6.2.5. China
Michelin Shanghai Aircraft Tires Trading Co. Ltd.
Block 7, 518, North Fu Quan Road,
Chang Ning District,
Shanghai, 200335,
P.R. CHINA
6.2.6. Japan
Nihon Michelin Tire Co., Ltd
Shinjuku Park Tower 13F
3-7-1 Nishi-Shinjuku, Shinjuku-ku,
Tokyo, 163-1073
JAPAN
6.2.7. Australia
Michelin Australia Pty Ltd.
51-57 Fennell Street Port Melbourne
VIC 3207
AUSTRALIA
CAGE CODE
1. General
1.1. An aircraft tire must withstand a wide range of operational conditions. While on the
ground, it must support the weight of the aircraft. During taxi, it must provide a stable,
cushioned ride while resisting heat generation, abrasion, and wear. During take-off, the
tire structure must be able to endure not only the aircraft load, but also the forces
generated at high angular velocities. Landing requires the tire to absorb impact shocks
while also transmitting high dynamic braking loads to the ground. All of this must be
accomplished while providing a long and reliable service life.
1.2. These extreme demands require a tire that is highly engineered and precisely
manufactured. The tire is a composite of a number of different rubber compounds,
fabric material and steel. Each component and rubber compound serves a specific
purpose in the performance of the tire.
1.2.1. All MICHELIN® manufactured aircraft tires are certified for in-service operation to
-55°C (-67°F) ambient.
1.3. Two different and distinct aircraft tire constructions are produced and provided on the
market. Both nomenclatures describe the differences in casing construction.
1.4. Many of the components of bias and radial tires have the same terminology. However,
the technologies and process assemblies utilized are quite different requiring different
design parameters, compounds, and materials.
1.5. This chapter describes the different components that make up the construction of an
aircraft tire. Understanding these components and their purpose will help with the
understanding of the MICHELIN Aircraft Tire Care and Service Manual and the
recommendations contained herein.
1.6. While the technologies between bias tire and radial tire perform very differently, their in-
service maintenance procedures and removal limit criteria remain similar.
NOTE: A visual inspection of the tire is required to assure no handling damage has
occurred during transport.
1.8. The tire must be mounted on a wheel to form a tire/wheel assembly prior to service use.
1.9. Many aircraft tires are designed to be retreaded. Retreading is the process of renewing
the tread products of the tires allowing the casings to be used multiple times. Tires
damaged in service may also be repairable. Retreading and repairing extends the service
life of a casing, reducing operational costs and minimizing environmental impact. Refer to
Chapter 7, RETREAD/REPAIR.
1.10. The FAA, EASA and regulatory organizations in other countries require that retreading
and/or repair of aircraft tires be performed only by a certified facility. The certification is
determined by the governing authority under which the operator is authorized.
1.11. Michelin meets or exceeds all testing requirements of the FAA/EASA for retreaded aircraft
tires.
2. Tire Zones
2.1. The Tread or Crown Zone extends from the shoulder on one side of the tire to the
opposite shoulder side.
2.2.1. The shoulder is a subpart of the Tread or Crown and encompasses the area from
the upper sidewall to the tread.
2.3. The Sidewall Zone extends from the molded shoulder ring toward the bead area in the
vicinity of the top of the wheel flange. Most tires have a molded ring in this area.
2.4. The Bead Zone extends from the lower molded ring to the bead toe area.
2.4.1. The Bead Flange area (Bead Bearing area) is the portion of the Bead Zone that is
in contact with the wheel flange.
2.4.2. The Bead Heel is the radius that forms the intersection of the sidewall and bead
flat. It rests in the radius between the wheel flange and the flat portion of the rim
base.
2.4.3. The Bead Flat is the area of the tire that is in contact with the rim seating surface
of the wheel.
2.4.4. The Bead Toe forms the intersection of the bead flat and interior of the tire.
2.5. The Interior Zone encompasses the interior area from bead toe on one side to bead toe
on the opposite side.
3.1. Tread: The tread refers to the part of the tire that comes in contact with the ground.
3.1.1. The tread rubber compound is formulated to resist wear, abrasion, cutting,
cracking, and heat buildup. It prolongs the life of the casing by protecting the
underlying tire structure.
3.2. Tread Groove: Most MICHELIN® tires are designed with circumferential grooves molded
into the tread surface during fabrication. The depth of these grooves is referred to as
“Skid.” These grooves:
3.2.1. Act as a visual indicator of tread wear by allowing easy depth perception of the
skid depth to the bottom of the groove.
3.2.2. Provide a mechanism to channel water from between the tire and runway surface.
3.3. Tread Ribs are the rubber between the tread grooves.
3.4. Undertread
3.4.1. Undertread is the rubber layer between the bottom of the reinforcing plies and
the top of the casing plies on bias tires and the bottom of the protector ply and
the top of the belt plies on radial tires.
3.4.2. For tires designed to be retreaded, it allows for buffing the worn tread and
provides the liaison with the new retread products.
3.5.1. The term casing ply and carcass ply are sometimes used interchangeably. For the
purpose of this document the term casing ply will be used. In general, a casing ply
consists of fabric cords between two layers of rubber representing an individual ply.
3.5.2. The casing plies give the tire its primary strength.
3.5.3. Casing plies are anchored around bead wires forming “ply turn-ups.”
3.5.4. Multiple layers of casing plies are bonded together, as necessary, to form the
casing and give the tire the capability to hold the inflation pressure required to
carry the load.
3.5.5. The term “Casing” refers to a grouping of casing plies and other tire components.
It represents the structural part of the tire. That is, all parts of the tire except the
tread zone.
3.6. Bead
3.6.1. Bead wires anchor the tire to the wheel and transfer the load to the wheel.
3.7.2. A thin layer of rubber specially compounded to resist the permeation of air or
nitrogen through to the casing plies.
3.8. Sidewall
3.8.1. A layer of rubber covering the outside of the casing. Its purpose is to protect the
casing.
3.8.1.1. The sidewall also provides the surface for tire markings.
(All components shown may not be in all tires, due to design criteria.)
4.1.1. Single layer of steel or nylon fabric positioned underneath the tread.
4.1.2. The protector ply provides cut resistance protection to the underlying belt plies
and casing plies.
4.1.3. Typically, it is only found in retreadable tires, but may not be found in all of them.
4.2.1. Belt plies are nylon or special fabric cords that are laid on top of the casing plies.
4.2.2. Belt plies restrain the outer diameter of the tire, providing a tread surface with
greater resistance to squirm and wear as well as providing a more uniform
pressure distribution in the footprint for improved landing performance.
4.3.1. In radial constructed tires, each nylon ply is laid at an angle approximately 90° to
the centerline or direction of rotation of the tire.
NOTE: Radial constructed tires of the same size have a fewer number of casing plies than tires
of a bias construction because the radial tire uses the casing cords more efficiently.
4.4. Bead
4.4.1. Radial tires are constructed with 2 bead bundles (1 per side).
4.4.2. Beads are fabricated from high strength steel wires layered together to form a
bundle.
4.5.1. Protective rubber laid over the outer casing plies in the bead area of the tire.
4.5.2. Its purpose is to protect the casing plies from damage when mounting or
dismounting and to reduce the effects of wear and chafing (light abrasion)
between the wheel and the tire bead.
4.6.1. NZG technology is a development by Michelin for radial tires. This technology uses
a ultra-high tensile composite cord with less elongation than nylon cords.
4.6.2. Tires constructed with NZG cord may use fewer plies to achieve the same tire
strength and capability. As such, NZG tires are lighter in weight and grow less than
nylon constructed tires. The technology results in better resistance to foreign
object debris (FOD) and improved landing performance, in addition to the lighter
weight.
4.6.3. The use of NZG technology is not identified in the sidewall marking.
(All components shown may not be in all tires, due to design criteria.)
5.1.1. Half-sphere depressions molded in the tread rubber, in place of grooves, to act as
a wear indicator.
5.1.2. This tread design is limited to high flotation tires that are intended for landing on
grass or unimproved runways.
5.2.1. Fabric tread is a unique development for application on high speed military
aircraft.
5.2.2. Multiple plies of nylon cords are layered throughout the tread rubber.
5.3.2. Individual textile cords are laid within the replacement tread rubber as it is
applied to the tire casing.
5.3.3. Due to their circumferential orientation, the textile cords provide added
resistance to the cutting and tearing action associated with chevron cutting.
5.4.1. Single or multiple layers of a special nylon fabric positioned underneath the tread.
5.4.2. These plies help to strengthen and stabilize the crown area by reducing tread
distortion under load and increasing high speed stability. They also offer
resistance of the tread to puncture and cutting which helps protect the casing
body.
5.4.3. It is typically only found in retreadable tires, but may not be found in all of them.
5.5.1. In bias constructed tires, nylon casing plies are laid at angles between 30° and 60°
to the centerline, or direction of rotation of the tire. Succeeding plies are laid with
cord angles opposite to each other to provide balanced casing strength.
5.5.2. In some bias designs, supplemental plies are used to reinforce the casing in the
tread area of the tire.
5.6. Bead
5.6.1. They are constructed from high-strength steel wires layered together to form a
bundle.
5.6.2. Bias tires are constructed with 2 to 8 bead bundles (1 to 4 per side), depending on
the size and design application.
5.7.1. Strips of protective fabric or rubber laid over the outer casing plies in the bead
area of the tire.
5.7.2. Their purpose is to protect the casing plies from damage when mounting or
dismounting and to reduce the effects of wear and chafing (light abrasion)
between the wheel and the tire bead.
6. Sidewall Venting
6.1. Aircraft tires have traditionally been designed to permit any air or nitrogen trapped in the
internal cord body, or that diffuses through the innerliner or tube, to escape through
designed sidewall vents.
6.3. Not all tires require vent holes due to materials, design and fabrication. This is particularly
true for some physically smaller radial tires used in the General Aviation and high
performance Military applications.
6.4. Tires requiring vent holes have them placed in the lower sidewall. The location of each
vent hole is indicated by a colored paint dot when required. Refer to Figure 106.
6.4.3. Paint dots are applied to new tires. It is not required that they be refreshed on
retreaded tires.
NOTE: It is normal to see bubbles at the tire vent holes, just above the wheel flange, any
time while the tire is inflated. Refer to Figure 107.
NOTE: Do not identify a tire as leaking solely on the rate of bubbles from the vent holes.
A leaking tire/wheel assembly should be determined by the pressure loss, as
measured with a calibrated gauge, over a period of time.
7. Chine Tires
7.1. The “chine” tire is a nose wheel tire designed to deflect water and slush to the side and
away from the intakes on aft-fuselage mounted jet engines.
7.2. Chine tires have a protrusion on the upper sidewall which deflects the spray pattern of
water or slush displaced by the tire’s contact with the runway.
7.3. A tire can have a single chine for dual nose wheel tire configurations or double chine for
single nose wheel tire configurations. Refer to Figure 108.
7.4. The chine tire is used on some commercial, regional and private jets. It is retreadable
when specified.
Double Chine
1. Tire Terminology
1.1. This section provides basic information related to tire terminology used to describe and
understand tire capabilities.
1.2. A “New Tire” is a tire that has been stretched to its dimensions by inflating to the specified
pressure and that has not been placed in service on an aircraft.
1.3. A “Grown” tire has been stretched to its maximum dimensions during its service life, as a
result of inflation pressure, heat, and rotational forces.
1.4. “B” or “H” prefix in the size designation indicates a rim width to section width ratio.
1.5. Maximum Outside Diameter is maximum diameter of a new inflated tire measured on
the center of the tread.
1.6. Section Width is the overall width at the widest point of a new inflated tire. The section
width dimension does not include the chine for tires with chine.
1.7. The Construction code is placed between the section width and the rim diameter.
1.9. Static Loaded Radius is the distance between the center of the wheel axle and the flat
surface, on which the tire is loaded, when supporting its rated load while inflated to its
rated pressure (at ambient temperature).
1.10. Tire Deflection is the difference between half the unloaded outside diameter and the static
loaded radius.
2. Tire Sizes
2.1. Tires are described by a combination of their physical dimensions. Depending on their
intended application the dimensions used to describe the tire are different.
2.2. Tire size dimensions are standardized for a tire mounted on the proper rim, inflated to
rated pressure at ambient temperature.
2.3. Dimensional tolerances are set by the Tire and Rim Association (T&RA) and/or the
European Tyre and Rim Technical Organization (ETRTO) and may also be found in each
organization’s year book.
2.3.1. Bias tire dimensions are for a “New” tire that has been inflated to the specified
pressure for 12 hours minimum.
2.3.2. Radial tire dimensions are for a “Grown” tire that has been rolled the equivalent of
50 TSO-C62 takeoff cycles.
2.4. TYPE III tires size designation: High flotation, low pressure. Maximum speed usually 160
mph or less.
2.4.1. Tire Size designation is shown as W – D. (Nominal section width - Rim diameter)
2.4.2. Examples:
• 5.00 – 5
• 8.50 – 10
2.5. TYPE VII tire size designation: High pressure, narrow section widths for high speed
aircraft.
2.5.1. Tire Size designation is shown as Do x W. (Overall Diameter x Nominal section width)
2.5.2. Examples:
• 26 x 6.6
• 49 x 17
2.6. THREE PART Nomenclature: Used for all recent and newly designed tire sizes, all applications.
• 27 x 7.75 - 15
• 50 x 20.0 R 22
2.7. TUBES are sized and identified the same way as the tire size for which they are to be
used.
2.7.1. Examples:
• 6.00 - 6
• 15x6.0 – 6
3.1. This section provides information on typical tire markings for both new and retread tires
along with common terminology.
3.2. Markings are molded into the rubber surface during manufacturing and remain there
throughout the tire’s life.
3.2.1. Markings provide information that describes the tire, its design capabilities,
manufacturing information, and certification.
3.2.2. Tire Markings will vary depending on the market application, whether bias or
radial, and reflect the requirements in place at the time of certification.
3.3.1. New Tire Markings appear on both sidewalls (Refer to Figures 201 - 205) and are
to remain on at least one sidewall of the tire throughout its service life.
3.3.2. Ply Rating (PR) for a given size is an index indicating the maximum load rating in
relationship with the inflation pressure.
NOTE: Ply rating is an index number. It may not indicate the actual number of
casing plies applied in the tire construction.
3.3.3. Rated Load or Load Rating is the maximum static load for a tire, approved by a
standardizing body, at rated pressure. Rated Loadings may be expressed in
kilograms (kg.) or pounds (lbs.).
3.3.4. Rated Inflation Pressure is required to carry the rated load at ambient
temperature. It is not branded onto the tire.
3.3.4.1 The rated inflation pressure is often provided for an unloaded tire
(without any deflection).
3.3.4.2 A loaded tire will deflect and reduce its internal volume which increases
the inflation pressure about 4%.
3.3.4.3 Inflation pressure is given in Bars or Pounds per Square Inch (psi) (1 bar =
14.5 psi).
3.3.5. Rated Speed or Speed Rating is the maximum allowable speed for which the tire is
certified. Speed Ratings are given in Miles per Hour (MPH). (Some military tires
use knots.)
3.3.6. Molded Skid is the depth of the center grooves and is molded into the tread
rubber during manufacturing.
3.3.6.1 Measured groove depth will be slightly less due to thermal contraction.
3.3.7. Casing Construction Code Identification is used for some radial and bias tires to
provide the actual construction.
N = Nylon
12 casing plies
1 breaker ply Modification “A”
F = Fabric
2 reinforcing plies Modification “A”
3.3.8. Serial Number is a unique identification number for each tire manufactured. The
Michelin Serial Number also provides the fabrication plant and date.
Code letter related to the facility and the decade, see §3.3.8.3
The letter code in the tire serial number is used to identify both the manufacturing
Bourges (France) B B A C B
Norwood (USA) N P U R P
Greenville (USA) K K L J K
3.3.9. TSO-C62 is the Federal Administration Agency (FAA) technical standard order
(TSO) used to define the minimum performance standards for aircraft tires.
3.3.10. ETSO-C62 is the European Aviation Safety Agency (EASA) equivalent of the FAA
TSO-C62. CTSO-C62 is the Civil Aviation Administration of China (CAAC) technical
standard order equivalent of the FAA TSO-C62. Both are also used to define the
minimum performance standards for aircraft tires.
3.3.11. A Qualification Standard is the basis for approval. This normally would be either
TSO or ETSO and will be branded on the tire’s sidewall.
3.3.12. A Part Number (PN) is a unique manufacturer identification for each aircraft tire
size/ply rating/speed rating.
3.3.12.2 Bias tires with markings or approval paperwork in which the 7th
digit of the PN is not there; this 7th digit is a zero (0).
3.3.13. Tube-Type identifies a tire designed to be mounted and inflated with an inner
tube.
3.3.14. Tubeless identifies an aircraft tire designed for fitment without an inner tube on an
appropriate rim.
3.3.16. Typical Markings are shown in the figures below. Not all markings are on all tires.
Qualification Standard
Tubeless Designation
Size Designation
Mold Skid
Part Number
Speed Rating
Ply Rating
Equipment
Identification
Brand
Brand
Construction Code
Brand
Country of Origin
Equipment
Identification
Speed Rating
Part Number
Ply Rating
Tubeless
Designation
Mold Skid
Serial Number
Size Designation
Brand
Equipment
Identification
Serial Number
Tupe Number
(when used)
Qualification Test
Country
Report Number
of Origin
Construction Code
Construction Designation
Brand
Equipment Identification
Serial Number
Country of Origin
Construction Code
Part Number
Size Designation
Construction Designation
Tubeless Designation
Brand
Country of Origin
Red Cord
Maximum
Cut Limit
Wear Limit
Tubeless or Tube-Type
Designation
Ply Rating
Part Number
Size Designation
4. Retread Markings
4.1. Retread markings provide information related to the retread and are molded into the
shoulder. New tire markings will remain on the sidewall of a retreaded tire. Some
retreads will have additional markings applied to the sidewall during the retread process.
Retread markings may include some or all of the following markings.
4.1.2. Some retread markings repeat information molded on the sidewall to ensure it is
readable over time.
4.1.6. Casing Manufacturer 2-Digit code when MICHELIN® retreads bias tires from other
manufacturers. (Radial tires are retreaded only by the original manufacturer.)
MA = MICHELIN® Air
GY = Goodyear
DU = Dunlop
BR = Bridgestone
4.1.8. Casing original Serial Number is included in the shoulder area of bias tires only.
4.1.11.1. Retread: Typical markings for bias and radial retreaded tires are shown
in Figure 206.
Mold Skild
Speed Rating
Ply Rating Plant Code
Retread Level
Airline Code
Brand
Retread Construction
Tubeless Designation
Designation
5. Tube Markings
1.1. Tires are designed to be tough, durable, and to withstand large loads and high speeds.
However, they can be damaged or cut by sharp objects or if excessive force is used improperly.
1.2. Avoid lifting tires with conventional two prong forks of material handling lift trucks. Bead
areas and innerliners are easily damaged by this means. If the fork is not rounded, attach
a round pipe to the forks when lifting tires through the center (Figure 301, Right).
Figure 301. Damage From Lift Truck Forks (Left). Tires Can Be Lifted Through the Center (Right)
1.3. Avoid contact with sharp objects such as nails protruding from pallets or steel edges of shipping
containers or trucks which can cause sidewall damage. Refer to Figure 302 and Figure 303.
Figure 303. Damage From Contact With Sharp Object – Not Serviceable
1.4. Use caution when removing plastic wrap used in shipping. A knife cut can easily make a
tire unserviceable.
2.1. Proper storage of a tire will extend its serviceable life, reducing costs and helping to avoid
reliability issues.
2.2. The ideal location for tire and tube storage is a cool, dry and reasonably dark location,
free from air currents and dirt.
2.3.1. MICHELIN® aircraft tires or tubes have no age limit and may be placed in service,
regardless of their age, provided all inspection criteria for
service/storage/mounting and individual customer-imposed restrictions are met.
Refer to service criteria in Chapter 5, storage conditions in this Chapter §2.4 and
mounting criteria in Chapter 4, §4.4.
NOTE: Most natural and synthetic elastomers used in aircraft tires are susceptible
to ozone attack. Ozone breaks the molecular bonds, degrading the rubber
and causing cracks.
NOTE: Ozone cracking is most likely to appear in the tread grooves or sidewall
when tires are stored for an extended period of time in an environment
with high ozone concentration.
NOTE: LED lights are recommended for warehouse lighting purposes except those
identified as LED-UV, which generate ultraviolet radiation and possibly
ozone.
2.4.2. Avoid strong air currents as these bring in fresh sources of ozone.
2.4.3. Air conditioning, exhaust fans, or other sources of ventilation should not be used
as the air currents contain new sources of ozone.
2.4.6. Store tires and tubes between 0°C/32°F and 35°C/95°F. Room temperatures
consistently above 35°C/95°F should be avoided.
2.4.7. Avoid contact with hydrocarbon-based contaminants such as oil, gasoline, jet fuel,
hydraulic fluids, brake fluids, or other similar solvents. Hydrocarbon contaminants
will deteriorate rubber.
2.4.8. If tires become contaminated, wash them with denatured alcohol and then with a
soap and water solution. If the rubber is soft or spongy, the tire is not suitable for
service.
2.4.9.1. The surface of the tire rack on which the weight of the tire rests should be
flat and, if possible, 7 to 10 cm (3 to 4 in) wide to prevent permanent
distortion of the tire.
Figure 305. Store Tires Vertically in Racks (Left). Tires Stacked Horizontally (Too many tires) (Right)
2.4.9.2. When tires are stored for long term (approximately 1 year or longer), it is
recommended that tires be rotated periodically to prevent distortion in
the tread area.
2.4.9.3. If tires must be stacked on top of each other, sidewall to sidewall, they
should not be stacked for more than 6 months. Doing so may cause the
sidewalls to be compressed and cause difficulties with mounting.
2.4.9.4.3 8 tires high if tire diameter is strictly less than 20 inches (0.5
meter).
2.4.10. Rotate tire stocks using a First in First Out (FIFO) inventory management system.
2.4.11. Store tubes in their original cartons to protect them from light and air currents.
CAUTION: DO NOT HANG TUBES OVER NAILS, PEGS, OR ANY OTHER OBJECT THAT
MIGHT CAUSE A CREASE IN THE TUBE. A CREASE WILL EVENTUALLY
PRODUCE A CRACK IN THE RUBBER AND CAUSE TUBE FAILURE.
2.4.11.2 Tubes may be slightly inflated (not more than 1 psi (0.06 bar)
and inserted in the correct size tire.
2.4.12. Keep worn tires which will be returned to Michelin in a dry, covered environment
– protecting them from environmental hazards and contact with hazardous
materials - while awaiting return to Michelin.
Refer to Chapter 4 for storage of mounted tires.
This Chapter includes the necessary procedures for installing (mounting), inflating, and verifying
pressure retention of an aircraft tire prior to releasing the tire/wheel assembly for service. The
following warnings and cautions apply whenever tires are being mounted and inflated for installation.
WARNING: AIRCRAFT TIRES SHOULD BE MOUNTED ONLY WITH THE PROPER EQUIPMENT,
INSTRUCTIONS, AND OPERATOR TRAINING. SERIOUS INJURY MAY OCCUR AS A
RESULT OF IMPROPER EQUIPMENT OR PROCEDURES.
WARNING: USE A SUITABLE INFLATION CAGE WHEN INFLATING A NEWLY MOUNTED TIRE
WHEEL ASSEMBLY. ANY DAMAGE TO THE TIRE, THE WHEEL, AND WHEEL BOLTS
OR IMPROPER PROCEDURE, MAY CAUSE THE TIRE/WHEEL ASSEMBLY TO BURST
DURING THE INFLATION PROCESS, WHICH MAY RESULT IN SERIOUS OR FATAL
INJURY.
WARNING: AIRCRAFT TIRE AND WHEEL ASSEMBLIES SHOULD BE TREATED WITH THE SAME
CARE AS ANY OTHER HIGH-PRESSURE VESSEL. IMPROPER HANDLING MAY LEAD
TO SERIOUS INJURY.
2. Materials
2.1 Refer to Figure 401 for a list of materials necessary to assemble a tire on an aircraft wheel.
These materials are commercially available.
• Soap/Water Solution
Leak Detector Test for Leakage
• Leak-Detection Fluid
Tire Marking
Mark tire for information
Pen/Crayon
* Federal Aviation Regulation (FAR) §25.733 and EASA certification specifications (CS) §25.733
require that for “aircraft with a maximum certified takeoff weight greater than 75,000 lbs, tires
mounted on braked wheels must be inflated with dry nitrogen or other gases shown to be inert
so that the gas mixture in the tire does not contain oxygen in excess of 5 percent by volume…”
FAA Airworthiness Directive 87-08-09 addresses this subject and specific aircraft models. AD 87-
08-09 and FAR §25.733.e may be downloaded at the following web site:
http://www.faa.gov/regulations_policies
NOTE: Michelin recommends that all tires, regardless of position or aircraft rating, be inflated
with dry nitrogen of at least 97% purity. Some OEM (airframers) recommend 99.5% purity.
NOTE: When adding 97% pure nitrogen to an “empty” tire, the nitrogen concentration will end up
about 95% when the pressure reaches about 125 psi.
NOTE: When the operating pressure is less than 125 psi and the desired concentration is ≥ 95%
nitrogen by volume, use a double inflation process if the source nitrogen is 97% purity.
NOTE: A double inflation requires that the tire be inflated with nitrogen to operational pressure,
then fully deflated, then inflated a second time to operational pressure.
3.1 Most modern aircraft wheels are of two types: Split wheel type (i.e., two “halves” joined by
removable tie bolts), or the removable flange type. Both designs facilitate the mounting
(and dismounting) of the tire.
3.2 Refer to Figure 402 for a list of tools and equipment necessary or helpful to assemble a
tire on an aircraft wheel.
NOTE: Equivalent alternatives can be used.
Free-standing metalstructure
sized to contain an aircraft Guard against the effect of tire or
Safety Inflation Cage
tire/wheel assembly in case of wheel failure during initial inflation
failure during inflation
Inert gas
(less than 3% oxygen by
volume) for inflation (nitrogen) Proper system for storing and
To confirm that tires are inflated with a
regulating inflation gas for
Storage, valve, properly regulated pressure source
tire/wheel inflation
regulator, pressure
gauge, hose, and device
to attach to the tire
(1) SAE ARP 5265
NOTE: Michelin recommends the use of a calibrated gauge with a tolerance of ±1% of full-scale
accuracy, or better.
4.1 Refer to the Aircraft Maintenance Manuals (AMM) and the wheel manufacturers
Component Maintenance Manuals (CMM), if available. Both documents take precedence
over the following procedure in the event of a conflict.
4.2 Confirm that the O-Rings are of the proper material, as specified by the wheel
manufacturer for the intended application and temperature conditions. Use a new O-Ring
seal with the correct part number when mounting a tubeless tire.
4.3 Inspection of the wheel: Follow the wheel manufacturer’s instructions and procedures for
inspecting and assembling the wheel components. Pay particular attention to the following:
4.3.1 The bead seating area of the wheel must be clean and uncontaminated. Examine
O-Ring sealing grooves in the wheel halves for damage or other debris that would
prevent the O-Ring from properly seating.
4.3.2 Nicks, burrs, small dents, or other damage that could prevent the surfaces from
properly mating or sealing must be repaired.
4.3.3 Painted or coated surfaces should be in good condition; not badly chafed, chipped, etc.
4.3.4 Confirm that the fuse plugs, overinflation plugs, inflation valves and wheel plugs
are in good condition, properly sealed against loss of pressure. Consult the
manufacturer’s instructions for proper torque values.
4.3.5 Replace O-Rings that have cracks, cuts, permanent deformations, or other damages.
4.4 Inspection of the tire: Confirm that the tire is correct for the intended application.
4.4.1. Confirm the size, ply rating, speed rating, and part number. Refer to Chapter 2, as
required.
4.4.2. Examine the outside of the tire and reject it for service if any of the following
conditions are found:
4.4.2.1. Cuts, tears, cracks, or foreign objects that penetrate the external rubber
and expose ply cords. Refer to Figure 303 in Chapter 3.
NOTE: For retreaded tires, signs of wear from previous usage such as
minor cracking and indentations in the bead area are acceptable.
4.4.2.4. Debris on the bead seating surfaces that cannot be removed with
reasonable cleaning effort.
4.4.2.6. Contamination from foreign substances (oil, grease, brake fluid, hydraulic
fluid, etc.).
NOTE: Contaminated rubber will be soft and may have blisters or swelling
of the rubber.
4.4.3. Examine the inside of the tire and remove any debris (trash, screws, rivets, etc.)
from inside the tire. The tire is serviceable if there is no damage to the innerliner
rubber.
CAUTION: DO NOT REMOVE THE BALANCE PAD. REMOVAL MAY DAMAGE THE
INNERLINER RUBBER CAUSING A PRESSURE LOSS AND POSSIBLE
TIRE FAILURE WHILE IN SERVICE.
4.4.4. Wipe the bead area of the tire with a clean towel. Confirm that the area is free of
all dirt or foreign material. If necessary, clean this area with denatured alcohol
and/or a soap/water solution.
WARNING: REVIEW ALL WARNINGS, CAUTIONS, AND NOTES IN §1 AND §2 OF THIS CHAPTER.
NOTE: Use a new O-Ring seal with the correct part number when mounting a tubeless
tire. Follow the specifications of the wheel manufacturer. Consult the CMM for the
wheel.
5.1. Apply lubricant to the O-Ring as specified by the wheel manufacturer. Avoid excess
lubricant. The excess may cause contamination damage.
5.2. Install the O-Ring in the sealing groove of the inner wheel half assembly. Refer to Figure 404.
Make sure the O-Ring is not twisted. Discard an O-Ring that is loose in the sealing groove.
5.2.1. The Tire Bead area must be free of all dirt or foreign material.
5.2.1.1. If necessary, clean this area with denatured alcohol and/or a soap/water
solution. Allow drying time prior to assembly.
5.3.1. Mount the tire so that the serial number will show (away from the strut) when the
tire is installed on the aircraft.
5.3.2. Press against the tire sidewalls to begin to seat the bead on the inner wheel half
tube well. Center the tire on the inner wheel half so that the bead toe is in
complete contact with the tube well (360 degrees).
NOTE: The tire will not completely seat against the wheel flange at this time.
5.4. Position the outer wheel half in the tire and on the inner wheel half.
NOTE: Some wheel manufacturers mark the light spot on each wheel half. (Refer to the
wheel manufacturer’s Component Maintenance Manual.) Wheel halves are
assembled with these light spots approximately 180 degrees apart.
5.4.1. Align the red balance mark on the lower sidewall of the tire with the heavy spot on
the wheel, unless otherwise specified by the wheel manufacturer.
NOTE: The red balance mark on the lower sidewall of the tire indicates the light point of
the tire’s balance. Refer to Figure 405.
NOTE: A properly balanced tire/wheel assembly improves the tire’s overall wear characteristics.
In addition to vibration, an unbalanced assembly will cause irregular and localized tread
wear patterns that can reduce the overall performance life of the tire.
5.4.2. In the absence of specific wheel markings, align the tire’s red balance mark with
the wheel inflation valve.
5.5. Install tie bolts and complete the wheel assembly per the manufacturer’s instructions
LOCATION THAT
LIGHT SPOT MAY
BE STAMPED ON
WHEEL
NOTE: The weight of the wheel may be sufficient to partially collapse the sidewalls of
some radial tires that are not yet inflated when the assembly is upright. The
flexible sidewall may make it difficult to roll the tire/wheel assembly prior to
inflation.
WARNING: REVIEW ALL WARNINGS, CAUTIONS, AND NOTES IN §1 AND §2 OF THIS CHAPTER.
6.1. Inspect the inside of the tire and remove any foreign objects or contaminants. Verify that
the tire innerliner is free of any damage or cracks.
CAUTION: A NEW TUBE SHOULD BE USED WHEN INSTALLING A NEW TIRE. A USED TUBE
WILL GROW IN SERVICE AND MAY BE TOO LARGE TO USE IN A NEW TIRE. A
TUBE THAT IS TOO LARGE MAY CAUSE A FOLD OR CREASE, WHICH COULD
DEVELOP INTO A SPLIT THAT WILL CAUSE THE RELEASE OF PRESSURE.
NOTE: Bias Tires: All MICHELIN® bias (cross ply) tires, including tubeless tires, are
suitable for operation with tubes approved for the particular tire size and
application on tube type wheels.
CAUTION: ALL MICHELIN® RADIAL AIRCRAFT TIRES ARE OF TUBELESS DESIGN. DO NOT USE
A TUBE IN AN AIRCRAFT RADIAL TIRE. DO NOT MOUNT A MICHELIN® RADIAL TIRE
ON A TUBE TYPE WHEEL. IMPROPER ASSEMBLY MAY CAUSE DAMAGE TO THE
TIRE.
6.2. Examine the tube for any cuts, cracks, or other damages. Do not use a tube that appears
to be damaged.
6.3. Dust the tube and inside of the tire with Tire Talc or Soapstone.
NOTE: Dusting with Talc or Soapstone prevents the tube from sticking to the inside of the
tire, reduces abrasion, and lessens the chances of wrinkling or folds.
6.4. Partially inflate the tube until it begins to take shape without stretching.
6.5. Install the tube into the new tire with the valve stem on the serial number side of the tire
next to the red mark that indicates the light spot of the tire.
6.6. Industry-practices recommend that tires are mounted with the serial number to the
outboard wheel half.
6.7. Inflate the tube until it just begins to assume the shape of the tire. Feel for
wrinkles/creases between tube and tire. Using the valve, move the tube back and forth
slightly within the tire to remove any wrinkles. If the tube does not move easily, deflate
slightly. If necessary, repeat the process.
CAUTION: DO NOT OVERSTRETCH THE RUBBER AT THE BASE OF THE VALVE. DAMAGE
TO THE RUBBER COULD CAUSE THE TUBE TO FAIL.
NOTE: The inflated tube should not balloon out past the bead toes of the tire or it
can be pinched during assembly of the wheel halves. If necessary, deflate the
tube until it is within the bead toes.
6.8. Place the outer wheel half onto the tire/tube assembly.
6.9. Position the outer wheel half in the tire and on the inner wheel half. When marked, the
wheel light spots should be assembled approximately 180 degrees apart (refer to the
wheel manufacturer’s CMM). NOTE: Many wheel manufacturers today mark the light spot
on each wheel half.
NOTE: Confirm that the tube valve stem (heavy spot) is aligned with the tire’s red mark
(light spot).
NOTE: A properly balanced tire/wheel assembly improves the tire’s overall wear
characteristics. In addition to vibration, an unbalanced assembly will cause
irregular and localized tread wear patterns that can reduce the overall
performance life of the tire.
6.9.1. Install tie bolts and complete the wheel assembly per the manufacturer’s
instructions.
WARNING: USE A SUITABLE INFLATION CAGE WHEN INFLATING A NEWLY MOUNTED TIRE
WHEEL ASSEMBLY. ANY DAMAGE TO THE TIRE, THE WHEEL, AND WHEEL BOLTS
OR IMPROPER PROCEDURE, MAY CAUSE THE TIRE/WHEEL ASSEMBLY TO BURST
DURING THE INFLATION PROCESS, WHICH MAY RESULT IN SERIOUS OR FATAL
INJURY.
CAUTION: CONFIRM THAT ALL WHEEL TIE BOLTS, VALVES, OVERINFLATION PLUGS, FUSE
PLUGS, ETC. HAVE BEEN PROPERLY INSTALLED AND TORQUED TO WHEEL
MANUFACTURER’S SPECIFICATIONS BEFORE BEGINNING INFLATION. IMPROPER
ASSEMBLY COULD ALLOW THE ASSEMBLY TO LEAK.
WARNING: THE INFLATION PRESSURE SOURCE SHOULD BE LOCATED 10 METERS (30 FEET)
AWAY FROM THE SAFETY CAGE WITH A VALVE, REGULATOR, AND PRESSURE
GAUGE INSTALLED AT THAT POINT. THE INFLATION LINE SHOULD THEN BE RUN
TO THE SAFETY CAGE AND ATTACHED TO THE WHEEL VALVE. PERSONNEL NEAR
THE SAFETY CAGE INCREASES THE RISK OF INJURY.
7.2.1. Place the tire/wheel assembly into a suitable safety cage for inflation.
NOTE: A suitable inflation safety cage must consider the largest tire size and greatest
operational inflation pressure.
7.2.3. Inflate the tire/wheel assembly to the correct operating pressure for the intended
use.
NOTE: Some tire/wheel assemblies may be suitable for different aircraft. Confirm the
recommended pressure for the aircraft on which it is to be mounted.
NOTE: This procedure helps to remove any wrinkles in the tube and allows any
trapped air between the tire and tube to escape.
NOTE: Tube-type tires require special pressure maintenance for several days
after being placed in service due to air possibly being trapped between
the tube and the tire. Once the tire is placed in service, this trapped air
escapes through the valve stem hole of the wheel. The trapped air that
escapes will reduce the gauge pressure.
WARNING: REVIEW ALL WARNINGS, CAUTIONS, AND NOTES IN §1, §2, AND §7 OF THIS CHAPTER.
8.1. Refer to Figures 401 and 402, for materials, tools, and equipment.
8.2. Pressure-retention checks are designed to make sure that tire/wheel assemblies meet
industry-accepted standards for pressure retention prior to releasing them for service on
aircraft. This important process confirms the tire/wheel assembly is ready for service on
the aircraft and helps avoid damages due to underinflation conditions.
NOTE: The pressure check validates the ability of both the tire and wheel to hold
pressure. Attention must be directed to both the tire and wheel if a pressure loss
is detected.
8.2.1. The procedure is essentially the same for all aircraft tires: bias, radial, tubeless,
and tube-type.
Tire stretch - It is normal for aircraft tires to become larger (stretch or grow) when
inflated to operating pressure. Any procedure used to properly check for tire
leakage must allow for tire stretch. Tire stretch can take up to 12 hours. Tire
stretch increases the internal volume of the tire, which reduces the inflation
pressure. Additional tire stretch will occur during the first few flight cycles.
8.2.2. The ambient temperature must be stable during the initial tire stretch (12 hours)
and the pressure retention check in order to know if any pressure change is a
result of leakage.
8.3.1. The Industry Standard-retention procedure has been the standard of the aircraft
tire industry for many years. It is designed to provide a complete check of
tire/wheel assembly pressure retention prior to releasing them for use on aircraft.
This procedure requires a 12-hour stretch period and a 24-hour period to
measure pressure loss. It is recommended by most airframers.
NOTE: For example, Airbus SIL 32-119 and Boeing SL of 29 April 2013, Revision B, titled
“Suggested Shop Maintenance Procedures for Wheel and Tire Assemblies,”
recommend the 12-hour stretch and the 24-hour leak check.
8.3.3.1. The Emergency procedure should be used only when faced with an
Aircraft on Ground (AOG) type situation. This procedure requires a
calibrated gauge with a tolerance of ±0.25% of full scale, or better. The
gauge should have a scale suitable to the pressure range being monitored
(Note that the tolerance here is less than the tolerance recommended in
Figure 402.)
WARNING: REVIEW ALL WARNINGS, CAUTIONS, AND NOTES IN §1, §2, AND §7 OF THIS
CHAPTER.
8.4.1. Inflate the newly mounted tire/wheel assembly to operating pressure (PN) for the
aircraft application as specified in the Aircraft Maintenance Manual (AMM).
NOTE: Refer to Figure 408.
8.4.2. Store the inflated tire/wheel assembly for 12 hours to allow for tire stretch.
8.4.3. After the 12-hour stretch period, measure the inflation pressure (PG). Confirm that
the ambient temperature of the tire/wheel assembly has not changed by more
than 3°C (5°F).
8.4.4. A pressure drop of less than or equal to (≤) 10% during the stretch period is
considered normal. Any loss more than that may indicate a leakage problem.
8.4.7. After a 24-hour wait, measure the inflation pressure (PG). Confirm that the
ambient temperature of the tire/wheel assembly has not changed by more than
3°C (5°F).
8.4.7.1. If inflation pressure (PG) is equal to or greater than (≥) 95% of the specified
operating pressure (PN), accept the tire/wheel assembly for in-service
usage or line maintenance storage. (Refer to §11 and §12, in this chapter,
for recommendations on storage of an inflated tire/wheel assembly, and
periodic re-inspection of an inflated tire.)
Or
8.4.7.2. If the inflation pressure (PG) is less than (<) 95% of the specified operating
pressure (PN), inspect the tire/wheel assembly for leaks. Refer to §9, in this
chapter.
NOTE: It is normal to see bubbles at the tire vent holes, just above the wheel flange, any
time while the tire is inflated. Refer to Chapter 1, §6, Figure 107.
NOTE: Do not identify a tire as leaking solely on the rate of bubbles from the vent holes.
A leaking tire/wheel assembly should be determined by the pressure loss, as
measured with a calibrated gauge, over a period of time.
Or
8.4.7.3. If the source of pressure loss cannot be determined, reject the tire/wheel
assembly.
NOTE: A maximum daily pressure loss of 5% or less is considered acceptable for a 24-
hour period (TSO, AC 20-97B, SAE ARP5265). Typical leak rates are less than 3% for
a 24-hour period.
WARNING: REVIEW ALL WARNINGS, CAUTIONS, AND NOTES IN §1, §2, AND §7 OF THIS
CHAPTER.
NOTE: This procedure requires a calibrated gauge with a tolerance of ±0.25% of full
scale, or better, and with a scale suitable to the pressure range being monitored
(Note that the tolerance here is less than the tolerance recommended in Figure
402.)
8.5.1. Inflate the newly mounted tire/wheel assembly to operating pressure for the
aircraft application as specified in the Aircraft Maintenance Manual (AMM).
NOTE: Refer to Figure 409.
8.5.2. Store (Stage) the inflated tire/wheel assembly for three (3) hours to allow for
partial tire stretch.
8.5.3. After the three (3)-hour stretch, measure the inflation pressure (PG). Confirm that
the ambient temperature of the tire/wheel assembly has not changed by more
than 3°C (5°F).
8.5.3.1. If inflation pressure (PG) is equal to or greater than (≥) 90% of the specified
operating pressure (PN), proceed to §8.5.4.
Or
8.5.3.2. If inflation pressure (PG) is less than (<) 90% of the specified operating
pressure (PN), inspect the tire/wheel assembly for leaks. Refer to §9, in this
chapter.
NOTE: It is normal to see bubbles at the tire vent holes, just above the wheel flange, any
time while the tire is inflated. (Refer to Chapter 1, §6.)
NOTE: Do not identify a tire as leaking solely on the rate of bubbles from the vent holes.
A leaking tire/wheel assembly should be determined by the pressure loss, as
measured with a calibrated gauge, over a period of time.
8.5.6. After 12-hour storage period, measure inflation pressure (PG). Confirm that the
ambient temperature of the tire/wheel assembly has not changed by more than
3°C (5°F).
8.5.6.1. If inflation pressure (PG) is equal to or greater than (≥) 97.5% of the
specified operating pressure (PN), accept the tire/wheel assembly for in-
service usage or line maintenance storage.
8.5.6.2. Re-inflate the tire to the specified operating pressure (PN). (Refer to §12, in
this chapter, for recommendations on line maintenance.)
Or
8.5.6.3. If the inflation pressure (PG) is less than (<) 97.5% of the specified
operating pressure (PN), re-inflate the tire to operating pressure, then wait
24 hours to allow for any pressure loss.
8.5.7. After 24-hour wait, measure the inflation pressure (PG). Confirm that the ambient
temperature of the tire/wheel assembly has not changed by more than 3°C (5°F).
8.5.7.1. If inflation pressure (PG) is equal to or greater than (≥) 95% of the specified
operating pressure (PN), accept the tire/wheel assembly for in-service
usage or line maintenance storage. (Refer to §11 and §12, in this chapter,
for recommendations on line maintenance storage of an inflated
tire/wheel assembly, and periodic re-inspection of an inflated tire)
Or
8.5.7.2. If the inflation pressure (PG) is less than (<) 95% of the specified operating
pressure (PN),
Or
WARNING: REVIEW ALL WARNINGS, CAUTIONS, AND NOTES IN §1, §2, AND §7 OF THIS CHAPTER.
NOTE: This procedure should only be used when faced with an AOG situation. This
procedure requires a calibrated gauge with a tolerance of ±0.25% of full scale, or
better, and with a scale suitable to the pressure range being monitored (Note that
the tolerance here is less than the tolerance recommended in Figure 402.)
NOTE: This procedure requires a cold tire inflation check every 24 hours during the first
48 hours of service for acceptance of the assembly. Refer to Chapter 5, §3 for
normal daily pressure checks.
8.6.1. Inflate the newly mounted tire/wheel assembly to operating pressure for the
aircraft application as specified in the aircraft maintenance manual. Refer to §7 in
this chapter for inflation and safety procedures.
8.6.3. Spray the complete tire/wheel assembly with a leak-detection solution. Inspect
the tire beads and wheel components (valves, fuse plugs, over-pressurization
plugs, wheel half parting line, etc.). Look for soap bubbles.
Or
8.6.3.2. If leaks are found, repair any leak. Refer to §9, in this chapter. If the
assembly is repaired and placed back in service return to §8.6.1 of this
chapter.
Or
NOTE: It is normal to see bubbles at the tire vent holes, just above the wheel flange, any
time while the tire is inflated. Refer to Chapter 1, §6.
NOTE: Do not identify a tire as leaking solely on the rate of bubbles from the vent holes.
A leaking tire/wheel assembly should be determined by the pressure loss, as
measured with a calibrated gauge, over a period of time.
8.6.4. If the tire is Conditionally Accepted, inflate the tire to 105% of the operating
inflation pressure (unloaded) and install the tire/wheel assembly on the aircraft.
The +5% inflation pressure is to compensate the tire stretch.
8.6.5. Measure the inflation pressure every 24 hours over the next 48 hours.
8.6.5.1. Accept the assembly if PG is ≥ 90% PN. Apply the rules of inflation pressure
maintenance contained in Chapter 5, Operation, §5.
8.6.5.2. Remove the assembly (and mate) if PG is < 90% following the inflation
pressure maintenance schedule. Refer to Chapter 5, §5, Figure 503.
NOTE: There will be additional tire stretch during the first few flights resulting in lower
gauge pressure, after allowing for any temperature change.
9.1. Tire wheel assemblies that fail pressure-retention tests (>5% pressure loss in 24 hours),
should be investigated for the cause of the pressure loss. Follow the guidelines below.
NOTE: Assume that the pressure loss can be caused by any piece of the tire/wheel assembly.
NOTE: The source of a pressure loss can often be determined by applying leak detector
solution (soap solution) to suspected areas of leakage or by total immersion of the
tire/wheel assembly in a water bath.
9.2. Begin with the most simple checks first. Refer to Figure 411 Pressure Loss Troubleshooting
Chart.
9.2.2. Apply a small amount of leak solution on the end of the valve stem.
NOTE: Each valve should have a valve cap on it to prevent contaminants from entering
and damaging the valve core and to act as a secondary seal.
9.2.4.1. If bubbles appear, circle the area and dismount the tire.
NOTE: It is normal to see bubbles at the tire vent holes, just above the wheel flange, any
time while the tire is inflated. Refer to Chapter 1, §6, Figure 107.
9.2.5. Totally immerse the tire/wheel assembly in a water bath, if feasible. Where a
water bath is not available, apply leak-detector solution to the entire tire/wheel
assembly. Bubbles appearing anywhere other than at the vents on the lower
sidewall indicate a leak.
9.2.5.1. Check the wheel base area for leaks from fatigue cracks.
9.2.5.3. Check for bubbles in the wheel base area, parting half O-Ring, over-
pressurization plug.
9.2.6. If no other leak source can be found, dismount the tire from the wheel.
Cut or Puncture X X
Damaged Beads X
Porous Wheels X X
Knurls(1) X
Wheel Cracks X X
(1) Knurls are diamond-shaped patterns on metal resulting from a machining process.
10.1. Serviceable tire/wheel assemblies may be transported fully pressurized in the cargo area
of an aircraft.
NOTE: Operators may wish to consult their own regulatory agency to determine if there
are any restrictions concerning the transportation of inflated tire/wheel assemblies in an
airplane.
10.2. If desired, an operator may reduce the inflation pressure to approximately 25% of
operating pressure or approximately 40 psi to 50 psi (2.75 to 3.5 bar), whichever is the
lower pressure.
NOTE: Sufficient pressure must be maintained in the tire/wheel assembly to keep the
bead seated on the wheel. The reduced inflation pressure also reduces the potential
energy of the compressed gas in the tire/wheel assembly in the event of damage during
shipment.
10.3. Re-inflate the tire to operating pressure in accordance with the AMM, before placing the
tire into service.
NOTE: If the tire wheel assembly has been shipped at reduced pressure (25% of
operational pressure) and the pressure is adjusted back to operational pressure, allow for
tire stretch or inflate the tire to 105% of operational pressure (unloaded).
11.1. Tires should be stored in a cool, dry, dust-free location between 32°F and 95°F (0°C and
35°C). Prolonged high storage temperatures accelerate the aging process of rubber
components.
11.2. Tire/wheel assembly should be covered with a tarp or placed in a sealed plastic bag if
stored outside for more than 6 months.
11.3. Tire/wheel assemblies can be stored at full service pressure but Michelin recommends
reducing the inflation pressure to approximately 25% of operating pressure or
approximately 40 to 50 psi (2.75 to 3.5 bar), whichever is less, to minimize the effects of
ozone attack.
11.4. Do not store the tire exposed to direct sunlight or to high ozone concentrations.
Ultraviolet rays generate ozone. Ozone can cause cracking of exposed rubber.
11.5. Do not store tire/wheel assemblies near electrical equipment such as generators that
generate a high concentration of ozone. Avoid fluorescent lighting or ensure that the
lighting is off when not required.
11.6. Avoid contact with contaminants (oil, grease, jet fuel, and other hydrocarbon based materials).
11.7. Tire/wheel assemblies should be stored in a vertical position. The surface of the tire rack
on which the weight of the tire rests should be flat, 3 to 4 inches (7.5 to 10 cm) wide to
prevent distortion of the tire.
11.8. Tire/wheel assemblies which have not been introduced into service must be inspected
every 12 months to confirm continued serviceability in accordance with this Care and
Service Manual.
11.9. To maximize tire life, it is recommended that spare tire/wheel assemblies be rotated FIFO
(First-In, First-Out). The tire/wheel assemblies in outstations which are returned to home base
for inspection should then be fitted on aircraft and not returned to outstations.
11.10. The recommended maximum shelf life for a tire/wheel assembly is 2 years. The
tire/wheel assemblies should then be inspected and fitted on aircraft.
11.11. The tire/wheel assembly must be inflated to operating pressure, in accordance with the
AMM, before being placed in service. Refer to Figure 412.
NOTE: If the tire has been in storage and the inflation pressure is less than 50% of operational
pressure (unloaded), inflate the tire to 105% of operational pressure (unloaded)
(operating pressure times 1.05) to allow for tire stretch. Pressure retention check may be
necessary if the pressure loss cannot be attributed to the expected storage period
pressure drop or voluntary pressure reduction for storage.
250 250
5% Loss Rate
200 200 5% Loss Rate
Inflation Pressure
3%
3% Loss Rate
Loss Rate
Inflation Pressure (psi)
1% Loss Rate
100100
50 50
0 10 20 30 40 50 60 70 80 90
Days
11.12. To minimize the likelihood of permanently distorting tires which have been mounted and
inflated and which are to be stored for long periods of time (greater than 1 year), rotate
tire/wheel assemblies 45 degrees every three (3) months.
12.1.1. If the tire pressure is to be adjusted, refer to the AMM for the correct operational
pressure. Refer to the WARNINGS, CAUTIONS, and NOTES, in §1, 2 and 7, in this
chapter.
12.1.2. If the measured pressure is less than storage pressure (25% or 40 psi (2.75 bar) of
operational pressure), inflate to storage pressure in accordance with operator
policy.
12.2. Visually inspect the exterior of the tire for cracking, damages, or any other condition.
Refer to aircraft AMM and §4, in this chapter.
12.2.1. If all visual serviceability criteria are met - Accept the tire.
12.2.2.2. Dismount the tire from the wheel and return to the supplier.
13.1. Visually inspect the tire for any damage from handling, storage, or contaminants.
NOTE: Some tires may show a slight deformation in the sidewall after being mounted on
the wheel and inflated. The deformation results from a small amount of extra
rubber at the splice of sidewall rubber. It is normally less than 15 mm (0.6 inch)
wide and may extend the full height of the sidewall. It is orientated approximately
15° from the radial direction. The deformation has no impact on tire
performance.
13.2. Install the tire/wheel assembly on aircraft in accordance with the AMM.
13.3. Confirm that the tire inflation pressure is set in accordance with the AMM using a
calibrated gauge with a tolerance of ± 2% of full scale, or better.
13.4. Set the pressure to consider changes in ambient temperature. See example temperature
to pressure calculations in Figure 502 in Chapter 5, §3.3.
NOTE: Changes in ambient temperature will cause a corresponding change in inflation pressure
(gauge pressure). A 3°C (5°F) decrease in temperature will result in a 1% decrease in
inflation pressure. An increase in temperature will cause a corresponding increase in the
inflation pressure. (Example: A temperature drop of 28°C (50°F) will result in a pressure
loss of 10%.)
NOTE: The ambient temperature will vary over the course of the day, from location to location, and
from season the season. The tire inflation pressure specified by the airframe manufacturer for
each aircraft configuration is required to carry the load of the aircraft. This pressure value is
needed regardless of the ambient temperature. While it is not practical to make small
adjustments, the pressure should be set for the most adverse conditions (coldest temperature
expected for operation), while not exceeding the rated pressure of the wheel/tire assembly.
NOTE: Tire pressure maintenance operations in cold climates must consider the effect of performing
tire pressure maintenance on aircraft in a hangar that is warmer than the ambient temperature
for normal operations. When the tire pressure is measured in a warm hangar and the aircraft is
parked outside in a colder ambient temperature, the pressure will decrease. In these situations
the tire pressure should be verified after the tires have cooled to ambient operating
temperature.
NOTE: If the tire wheel assembly has been stored at reduced pressure (approximately 25% of
operational pressure) or if the tire has been in storage and the inflation pressure is less than
50% of operational pressure, inflate the tire to 105% of operational pressure to allow for
stretch.
CHAPTER 5
OPERATION ON AIRCRAFT
Aircraft tires MUST be inflated and MAINTAINED at the proper inflation pressure. That is the most
important factor in any tire preventive maintenance program.
1.1. Confirm the inflation pressure specified in the Aircraft Maintenance Manual (AMM), Pilot’s
Operating Handbook/Airplane Flight Manual (POH/AFM), or the appropriate operator
documentation.
1.2. Follow the recommendations and procedures in the aircraft AMM and/or wheel
manufacturer’s Component Maintenance Manual (CMM), when installing, removing, or
maintaining wheel assemblies on aircraft.
NOTE: The rated pressure may not be the correct operating pressure.
WARNING: AIRCRAFT TIRES SHOULD BE MOUNTED ONLY WITH THE PROPER EQUIPMENT,
INSTRUCTIONS, AND OPERATOR TRAINING. SERIOUS INJURY MAY OCCUR AS A RESULT
OF IMPROPER EQUIPMENT OR PROCEDURES.
WARNING: USE A SUITABLE INFLATION CAGE WHEN INFLATING A NEWLY MOUNTED TIRE WHEEL
ASSEMBLY. ANY DAMAGE TO THE TIRE, THE WHEEL, AND WHEEL BOLTS, OR IMPROPER
PROCEDURE, MAY CAUSE THE TIRE/WHEEL ASSEMBLY TO BURST DURING THE
INFLATION PROCESS, WHICH MAY RESULT IN SERIOUS OR FATAL INJURY. REFER TO
CHAPTER 4, FOR INITIAL MOUNTING PROCEDURES. AIRCRAFT MECHANICS SHOULD BE
AT LEAST 6 FT (2 M) AWAY FROM THE TIRE DURING INFLATION.
WARNING: AIRCRAFT TIRE AND WHEEL ASSEMBLIES SHOULD BE TREATED WITH THE SAME
CARE AS ANY OTHER HIGH PRESSURE VESSEL. IMPROPER HANDLING MAY LEAD
TO SERIOUS INJURY.
WARNING: DO NOT PROBE CUTS OR EMBEDDED OBJECTS WHILE A TIRE IS INFLATED. SUCH
ACTION COULD FURTHER DAMAGE A TIRE CAUSING IT TO RUPTURE RESULTING IN
PERSONAL INJURY OR EQUIPMENT DAMAGE.
WARNING: USE CARE WHEN REMOVING THE VALVE CORE FROM AN INFLATED TIRE. USE OF A
VALVE CORE REMOVAL TOOL IS RECOMMENDED. THE VALVE CORE OF AN INFLATED
TIRE CAN BE PROJECTED AT A HIGH SPEED AND POSSIBLY CAUSE INJURY.
3. Pressure Checks
Use a calibrated gauge with a minimum tolerance of ±2% of full scale, or better, and with a scale
suitable to the pressure range being monitored. Michelin recommends the use of a calibrated
gauge with a tolerance of ±1% of full scale accuracy, or better. Refer to Chapter 4, §3.
3.1. Check the inflation pressure before the first flight of aircraft that fly daily, or before each
flight for aircraft that operate less frequently. Ideally this check should be done at
ambient, outside conditions. When this is not possible, refer to para 3.3.
NOTE: Any measurement below 95% of nominal inflation pressure requires maintenance action
(refer to Figure 503). Underinflation increases the deflection of the tire which may result
in overheating, abnormal tread wear, shortened tire life, and possible tire failure.
NOTE: Overinflation can increase tread cutting, foreign object debris damage (FOD), abnormal
tread wear, and stress on the wheel.
3.2. Confirm that the pressure required is specified for “weight on wheels”, or with the tire
unloaded (the tire/wheel assembly is not installed on the aircraft or the aircraft is on
jacks). A loaded tire will have an inflation pressure 4% higher than when unloaded (loaded
pressure = 1.04 times unloaded pressure).
3.3. Set the pressure to consider changes in ambient temperature. See example temperature
to pressure calculations in Figure 502.
NOTE: The ambient temperature will vary over the course of the day, from location to
location, and from season the season. The tire pressure specified by the airframe
manufacturer for each aircraft configuration is required to carry the load of the
aircraft. This pressure value is needed regardless of the ambient temperature.
While it is not practical to make small adjustments, the pressure should be set for
the most adverse conditions (coldest temperature expected for operation), while
not exceeding the rated pressure of the wheel/tire assembly.
NOTE: Other methods exist in the tire industry that may be used to estimate the
pressure adjustment due to changes in temperature. They will provide a value
that may be slightly different due to rounding.
NOTE: Tire pressure maintenance operations in cold climates must consider the effect of
performing tire pressure maintenance on aircraft in a hangar that is warmer than
the ambient temperature for normal operations. When the tire pressure is
measured in a warm hangar and the aircraft is parked outside in a colder ambient
temperature, the pressure will decrease. In these situations, the tire pressure
should be verified after the tires have cooled to ambient operating temperature.
4.1. A “cold” tire is generally defined as a tire which is the same temperature as the
surrounding air (ambient temperature). That is, one that has not rolled (taxied or
takeoff/landing) for a minimum of three (3) hours.
4.2. A “hot” tire is one that has rolled (taxied) under load on the aircraft and has not been
allowed to cool to ambient temperature. Refer to §6.
4.3. Tires operating on the same axle or bogie should be operated at the same pressure ± 5%.
When tires are operated at unequal pressures the tire with the higher inflation pressure
will carry a greater load. This can cause shorter life on both tires due to casing fatigue or
abnormal wear.
4.3.1. Refer to Figure 503 for an example. Example: Two (2) tires on an axle have
different pressures. One tire is at 100% of operational pressure and the other tire
is at 75% of operational pressure. Because both tires will deflect the same, the tire
at 100% operational pressure will carry approximately 110% of the load. The tire
at 75% pressure will only carry about 90% of the load.
4.3.2. When pressures on dual mounted tires are found to be different by more than 5%,
action should be taken.
4.3.2.1. Inspect the wheel/tire assemblies for leakage, if none is found, follow the
steps below.
4.3.2.3. Make a log book entry indicating the original pressure difference, the
ambient temperature, date, and time.
4.3.2.4. Consult the log book at subsequent pressure checks. If the same tire continues
to lose pressure requiring action, the assembly should be checked for leaks.
75%
Operational
PSI
100%
Deflection
Over Operational
Deflection Both PSI
Tires
90 110
Load
4.4.1. Any underinflation can cause casing fatigue which can result in partial or full tire failure.
4.4.4. Tires can creep or slip on the wheel during braking. Valve stems on tube-type tires can
be damaged or sheared off and the tire, tube or complete wheel assembly can be
damaged.
4.4.5. High lateral (side) forces or landing impact may cause the wheel to pinch the tire,
strike the runway or the tire to interfere with other landing gear components.
4.5. Tire Pressure Monitoring System (TPMS) may be used to check inflation pressure
provided the TPMS is calibrated in accordance with Airframer requirements.
5. Maintenance Action
Action is required if the pressure is not within the range specified for the operational pressure.
The action required depends on the pressure measured and should be accomplished in
accordance with the AMM, or a maintenance procedure approved by the proper authority.
5.1. Figure 504 provides maintenance action based on measured cold (ambient temperature)
pressure as a percentage of operating pressure. Gauge accuracy and calibration should
be confirmed. A course of action is provided for each percentage range. Figure 504 is
applicable to all aircraft tires if not superseded by Airframer documentation.
NOTE: When the inflation pressure is set in the warm hangar and aircraft is subsequently parked
outside in a colder ambient temperature, the inflation pressure should be adjusted to
compensate for the drop in pressure resulting from the change in temperature. Refer to
Note in §3.3 in this chapter.
Measured Pressure as % of
Cold Operating Pressure Tire Condition Required Action
NOTE: A maximum daily pressure loss of 5% or less is considered acceptable for a 24-
hour period (TSO, AC 20-97B, SAE ARP5265) (At same ambient temperature).
CAUTION: IF THE WHEEL FUSE PLUG HAS MELTED OR THE OVER PRESSURE PLUG HAS
RELEASED, REMOVE THE TIRE FROM SERVICE. THE TIRE MAY HAVE DAMAGE THAT
IS NOT VISIBLE BY EXTERNAL INSPECTION.
NOTE: Do not reduce the pressure in a cold tire that is subjected to frequent changes in
ambient temperature. Refer to §3.3 in this chapter for changes in ambient temperature.
5.2. If an aircraft has not moved for a long period of time, the tires must be checked and
properly inflated.
NOTE: It is normal for a tire to lose pressure over time. Aircraft tires can remain in
service provided that the inflation pressure does not drop below 50% of the
operating pressure and the tires have not rolled in this condition.
It is recognized that some operational circumstances may require a hot tire pressure check and
some AMM offer recommendations. In the absence of AMM-defined hot pressure check
procedures, follow those outlined below.
WARNING: IF A HOT TIRE IS MEASURED AND THE PRESSURE IS MORE THAN 1.75 TIMES THE
UPPER RANGE OF THE SPECIFIED OPERATING PRESSURE, ALLOW THE TIRE TO
COOL, REMOVE IT FROM THE AIRCRAFT, AND INVESTIGATE THE CAUSE OF THE
ABNORMALLY HIGH PRESSURE.
CAUTION: DO NOT REDUCE THE PRESSURE OF A HOT TIRE. THIS COULD RESULT IN LOW
PRESSURE WHEN THE TIRE COOLS TO AMBIENT TEMPERATURE. THE INFLATION
PRESSURE WILL DECREASE AS THE TIRE COOLS.
NOTE: It is not possible to know the correct “cold” pressure of a “hot” tire unless the temperature
of the internal gas is known. See Note following §3.3 in this chapter.
6.1.1. Verify that the tire pressure is above the “minimum cold pressure” for the aircraft
load.
6.1.2. If a tire pressure on a landing gear is 5%-10% less than the other tires on the gear,
re-inflate the tire to match the other tires.
6.1.3. If a tire is more than 10% less than the other tires on the same gear, remove the
tire from the aircraft.
6.1.4. If a tire is more than 20% less than the other tires on the same gear, remove the
tire and axle mate.
6.2. Pressures measured on tires mounted on the same landing gear, should be of the same
magnitude if they are properly maintained.
7.1. General Wear Discussion - Tread wear will reflect the operational and maintenance
conditions in use and occurs during all ground phases of the flight cycle. For large
commercial aircraft the greatest influence is during the landing phase from initial spin-up
friction. This will generally result in wear to the center of a tire in a straight-line landing.
Tires landed in cross-wind conditions can also exhibit wear to the shoulder areas of the
tire. During the taxi phase, additional stresses are applied to the shoulder areas and may
be reflected in the wear pattern. See Figure 505.
7.1.2. Touchdown Wear occurs in the center of the tread during initial spin-up friction.
Uneven contact and surface pressures will affect the uniformity of the wear
patterns. See Figure 506.
7.1.3. Taxi Wear occurs during free-rolling and is influenced by braking, sliding and
turning due to different slippage rates. This is highly dependent on gear
configurations and induced scrub, and manifests as shoulder wear. See Figure
506.
7.2. Removal criteria for normal wear is based on remaining tread rubber as determined by
groove depth or exposure of textile/steel ply material. Refer to Figure 507.
7.3 Refer to Chapter 1, Aircraft Tire Description/Construction for the explanation of tire
components.
7.4 Refer to the airframer AMM. In the absence of removal criteria from the airframer, the
following criteria are based on the fastest wearing location.
7.4.1. NORMAL REMOVAL WEAR LIMIT: Remove the tire when the wear level reaches
the bottom of any groove at one point up to a maximum 1/8 of the circumference
(Figure 507).
NOTE: When the NORMAL REMOVAL limit is reached, the tire should be replaced. If it is
necessary to continue the tire in service beyond the normal wear limit, the tire
should be removed either at the next maintenance base or upon reaching the
EXPOSED CORD LIMIT, whichever occurs first. At the EXPOSED CORD LIMIT the tire
should be removed and replaced. In such a case however, the subject tire might
not be suitable for retreading.
7.4.2. EXPOSED CORD LIMIT: Remove the tire if either the protector ply (radial) or the
reinforcing ply (bias) is exposed at any location over the tread surface (Figure
508). Continued operation of a tire after the top belt plies (radial) or top casing
plies (bias) have been exposed, increases the possibility of chunking of the tread
and rib stripping.
Innerliner
Figure 509. Basic Tire Components (for reference in the following sections)
8.1. Damage removal limits may be provided in specific documentation such as the AMM,
military technical documentation (T.O.4-1-3), airline operation manuals or documentation
provided by the airframer or operator. The following guidelines can be used in the
absence of specific damage removal documentation.
8.2. Mark all damages with a tire marking pen or crayon. Many damages easily visible on an
inflated tire can be difficult to see when the tire is not inflated. Refer to Figure 510. Tires
removed for reasons other than wear should have a tag affixed to the tire with reason for
removal clearly stated.
CAUTION: DO NOT USE STAPLES TO ATTACH A TAG TO A TIRE. STAPLES CAN DAMAGE
UNDERLYING PLY CORDS AND LEAVE HOLES ALLOWING MOISTURE OR OTHER
CONTAMINANTS TO ENTER THE CASING PLIES. USE AN ADHESIVE TAG OR SOME
OTHER METHOD TO ATTACH THE TAG.
8.3. Tread Wear Conditions – Tread wear rate and appearance can be affected by numerous
factors. The below descriptions are intended to define the most common causes. A
“normally” worn tire will exhibit a “flat”, uniform wear profile. Tires that have been
subjected to external “abnormal” conditions and influences will generally exhibit profiles
which reflect these operating conditions. See Figure 511 for a visual representation, bias
tires shown. See Figure 512 for wear refence paragraphs.
Normal
Excessive
Overinflation
Underinflation
Asymmetrical wear
8.3.1.1. Description: The center of the tread appears to be abnormally worn when
compared to the wear on the shoulders. See Figure 513.
8.3.1.2. Cause: The tire is operated with higher pressure than specified or the
aircraft is being operated at very light loads. Overinflation accelerates
center wear, reduces tire traction, reduces the number of landings per
tread and makes the tire more susceptible to cutting and foreign object
debris (FOD). Tire cord may be visible before the center grooves reach
zero depth. Center wear is also more prevalent on Bias tires due to the
“rounded” appearance.
8.3.1.3. Apply Normal Wear removal criteria. Refer to §7, in this chapter.
8.3.2.1. Description: The shoulders of the tire appear to be abnormally worn when
compared to the wear in the center of the tread.
8.3.2.2. Causes: A tire operated with consistently low pressure will develop
excessive shoulder wear. It will lead to high tire deflection and subsequent
heat build-up which may result in severe tire damage. The cause for
operating underinflated should be investigated by the operator and
corrective actions taken. Frequent high speed turning will also cause
excessive shoulder wear. Refer to Figure 514.
8.3.2.3. Apply Normal Wear removal criteria. Refer to §7, in this chapter.
NOTE: When the NORMAL REMOVAL limit is reached, the tire should be replaced.
If it is necessary to continue the tire in service beyond the normal wear
limit, the tire should be removed either at the next maintenance base or
upon reaching the EXPOSED CORD LIMIT, whichever occurs first. At the
EXPOSED CORD LIMIT, the tire should be removed and replaced. In such a
case however, the subject tire might not be suitable for retreading.
8.3.3.1. Description: General term that describes uneven wear conditions on the
tread surface.
8.3.3.1.1. Uneven wear that occurs more on one side of the tread than
the other side. It is more generalized than scallop wear.
Refer to § 8.3.4.
8.3.3.2. Cause: Asymmetrical wear is usually caused when a tire has been
operated under prolonged yaw and/or camber.
8.3.3.3. In some cases, the steel protector ply (radial) or textile reinforcing ply
(bias) may be visible in the shoulder area. Refer to Figure 515.
8.3.3.4. Apply the Normal Wear removal criteria for bottom of groove or exposed
steel or textile.
8.3.3.5. Camber angle can be induced through the landing gear deformations or
manufacturer’s settings or tolerances. Refer to Figure 516.
8.3.3.6. A yaw angle is created when the tire does not roll in the direction of travel.
Refer to Figure 517. It can be induced through axle flexing under aircraft load
or during braking. Faster wear will consistently be on the strut side shoulder
of the tire regardless of wheel position. The tread may have a feathered
appearance on the rib edges. This is often called “Toe Wear.”
NOTE: Yaw will have a greater impact on wear than will Camber
8.3.3.7. Taxiing with one engine or high speed cornering will induce a yaw angle.
8.3.3.9. Some airframers recommend that a tire with asymmetrical wear that does
not expose any fabric, can be dismounted, and reversed on the wheel, to
extend the wear life.
8.3.4.1. Description: It is localized wear that occurs on the shoulder of a tire. The
localized wear can appear in one or more areas of the shoulder.
Refer to Figure 518.
8.3.4.2. Cause: There are different causes, all associated with inconsistent surface
contact. It is seen most often on main landing gear tires of private/corporate
jet aircraft.
8.3.4.3. Apply Normal Wear removal criteria. Refer to §7, in this chapter.
8.3.5.1. Description: Localized tread wear normally in the center of the tread.
8.3.5.2. Cause: Skidding (sliding) without rotation. Brake lock or aggressive braking on
damp runways. Large steer angle can result in sliding of the nose gear tires. If
the nose gear is turned to a large angle prior to the aircraft rolling, the tires may
slide before they develop sufficient cornering force to turn the aircraft resulting
in flat spots. Pilots should be instructed to start the aircraft rolling before turning
nose tires in the direction of desired travel. This can also occur on Nose tires
during push-back or towing with a large steering angle. See Figure 519.
8.3.5.3. Flat Spotting on nose tires can lead to potential vibration complaints.
8.3.5.4. Apply Normal Wear removal criteria. Refer to §7, in this chapter.
8.3.5.5. If the localized loss of rubber results in vibration complaints, even though
no textile or steel is exposed, the tire should be removed from service.
8.3.5.6. If flat spotting does not reach the protector ply (radial) or reinforcing ply
(bias), there is sufficient groove depth in the whole flat spot area, there is
no incipient (visible) separation, and the vibration level is within an
acceptable range during rolling, the tire can be left in service. Refer to
Figure 520.
8.3.5.7. Excessive flat spot can result in “skid through” and tire rupture. For skid-
through burst, remove both the failed tire and the axle mate. Refer to
Figures 520 and 521.
8.3.6.1. Description: They are normally surface cuts in a “V”,”S”, or “Z” shape and
are normally in small groups (in the form of chevrons). There may be
several groups around the circumference of the tread. See Figure 522 and
523.
8.3.6.2. Cause: Most of the cutting occurs during aircraft touchdown at “spin-up”
on high pressure aircraft tires on cross-grooved runways. Partial contact
of the tread surface during initial landing spin-up generates a tearing
action which creates the chevron in the tread ribs. Chevron cuts can also
be caused during turning or braking.
8.3.6.3. Remove from service if the tread cut criteria are reached (para 8.4.1), if the
tread reinforcing ply (bias) or protector ply (radial) is exposed for more
than 6 cm2 (1.0 in2), or if the cutting involves the full width of the rib.
8.3.6.4. The appearance and severity of chevron cutting is greatest when ambient
temperatures and/or airport altitudes are high, increasing aircraft landing
speeds and causing greater tire acceleration at “spin-up.”
8.3.7.2. Cause: Aggressive braking and turning on rough runway surfaces can
cause surface tearing of the tread rubber. Refer to Figure 524.
8.3.7.3. Remove the tire if the reinforcing plies (bias) or protector ply (radial) are
exposed. Refer to §7.4.2.
8.4.1.2. Cause: Rolling a tire over foreign objects on the runway, taxiway, gates and
parking areas. Impact from an external object or source. It is the most
common cause of early tire removal.
NOTE: To help reduce foreign object debris (FOD), make sure that ramps, parking
areas, taxi strips, runways, and other paved surfaces are regularly cleaned
and cleared of all debris. Notify airport authorities when excessive FOD
Damage removals are noted.
8.4.2.1. Description: Areas of tread rubber removed from surface areas. Most
commonly adjacent to tread grooves. Refer to Figure 527.
8.4.2.2. Cause: High lateral (side) loads placed on the tire during operation such as
landing in a high cross wind, high speed turns, push back, and tight turns during
maneuvering. Often evidenced by lateral scratches in the shoulder area.
8.4.2.3. Remove from service if the chipping/chunking exposes the reinforcing ply
(bias) or the protector ply (radial). Refer to §7.4.2 and Figure 528.
8.4.3.1. Description: Cracks that form in the bottom of tread grooves. Refer to
Figure 529.
8.4.3.2. Cause: Ozone attack of the rubber or excessive flexing of the groove
bottoms of the tire. Can also be influenced by excessive tire pressure
causing stretch of the tire, and loaded, pressurized tires under prolonged
ozone exposure (not covered during aircraft parking).
8.4.3.3.1. If the groove cracking exposes the reinforcing ply (bias) or the
protector ply (radial) for more than 6 mm (1/4 in) in length.
8.4.4.1. Description: Lateral tearing of the tread rubber along one or more grooves
that extends under the adjacent tread rib. With continued use, it may lead
to chunking, peeled rib, or a thrown tread. Refer to Figure 530.
8.4.4.2. Cause: Rib undercutting is a result of lateral (side) forces on the tread from
aggressive maneuvering such as push back, high speed turns or tight
cornering during aircraft movement. It generally is accompanied by a
coarse rubber surface texture, rounding of groove edges, and lateral
scratches. It can also be initiated from FOD.
8.4.4.3. Remove from service if the undercutting extends under a rib by 6 mm (1/4 in) or
more.
8.4.5.2. Cause: Contamination that prevents the tread splice from bonding properly
during the new tire manufacturing process. Abrasion pulls the joint open during
operation.
8.4.6.1. Description: A partial or full loss of the tread rubber between adjacent
grooves. Refer to Figure 532.
8.4.6.2. Cause: The most likely cause is an FOD cut in the rib that reaches the top
reinforcing ply (bias) or protector ply (radial). A stripped rib may also be
caused by heavy chevron cutting that touches the top ply allowing
centrifugal force to pull and detach the tread rib.
8.4.7.2. Causes: Excessive heat build-up, low inflation pressure, overload, poor repairs,
etc.
8.4.7.5. Mark these areas with a tire marking pen or crayon before deflating. Once
deflated, these areas will be difficult to locate.
8.4.8.2. Causes: Cuts, excessive heat build-up, low inflation pressure, overload,
poor repairs, contamination during retreading, extreme turning angles
with associated lateral scrubbing, etc. See Figure 533.
8.4.8.4. If the tire is still inflated, it is important to record the pressure after it has
cooled to ambient temperature (allow at least 3 hours).
8.4.8.5. Remove the tire from the aircraft without additional service.
NOTE: A thrown tread tire should not be reported as a burst tire unless the tire
experienced a rapid pressure loss concurrent with the thrown tread.
NOTE: Inspection of the aircraft after a tire burst, thrown tread, or wheel failure
should be completed prior to release of the aircraft.
NOTE: Collect pieces of tread rubber ejected by the tire from the runway
surfaces. These pieces can be an important part of any investigation.
8.4.10.2. Remove the tire immediately if the measurable loose retread edge
extends more than 6 mm (1/4 in) under the tread. Remove the tire at the
next maintenance base with available replacement tire assemblies if the
measurable loose retread edge is visible but less than or equal to 6 mm
(0.25”) under the tread.
CAUTION: Do not use a sharp tool or unnecessary force to peel back the
loose retread edge area.
Bulge/Blister/Separation 9.3
9.1.1.4. Aircraft Operation: contact with objects that extend into the sidewall area
of the tire, or running off the edge of a taxiway surface.
9.1.2. Remove the tire from service if sidewall cords are exposed or damaged.
9.1.3. Cuts that do not reach the cord may remain in service but should be monitored at
subsequent inspections. Refer to Figure 535.
9.2.2. Cause: Circumferential cracks can be caused by a molding condition of the rubber,
or load shear and stress combined with low tire inflation pressure (Figure 536).
9.2.3. The tire should be removed immediately from the aircraft if any sidewall cord is
visible. If operating underinflated is suspected the operator should investigate
and take corrective actions.
9.3.4. Mark these areas with a tire marking pen or crayon before deflating. Once
deflated, these areas may be difficult to locate.
NOTE: Some tires may show a slight deformation in the sidewall after being mounted on
the wheel and inflated. The deformation results from a small amount of extra
rubber at the splice of sidewall rubber. It is normally less than 15 mm (0.6 inch)
wide and may extend the full height of the sidewall. It is oriented at the angle of
the splice. The deformation has no impact on tire performance.
9.4.2. Causes: Exposure to high levels of ozone, ultraviolet rays (UV) or mechanical
stress caused by aggressive maneuvering or low inflation pressure. Sources of
ozone or UV can be welders, battery chargers, direct sunlight. Excessively high
storage temperatures can also contribute to rubber cracking.
9.4.3. Remove from service only if the cracking exposes ply cords.
NOTE: Cracks that do not reach/expose ply cords are not detrimental to tire
performance and are not reason for removal. Tires showing only surface cracking
can be left in service.
9.5.3. Remove a tire from service if any cut severs or extends across more than 1/2 the
width of the chine. Refer to Figure 538.
NOTE: Chine tires are nose position tires with a water deflector. Refer to Chapter 1,
Aircraft Tire Description/Construction.
9.6.1. Description: A noticeable difference in the black color of the sidewall rubber.
9.6.2. Cause: Migration of anti-oxidant waxes to the surface of the rubber. This
condition may be seen on tires that have been stored for a long period of time
whether mounted or un-mounted.
NOTE: Anti-oxidant waxes are part of the sidewall rubber compound. They
protect the rubber from ozone. By design, they slowly migrate to the
surface replacing anti-oxidant waxes that have been removed due to
normal weather conditions. Refer to Figure 539.
9.6.3. Tires are fully serviceable and can be used without issue.
9.7.1.1.2. Cause: Possibilities that could lead to excessive bead chafing include
tire pressure maintenance, mounting, contamination, tire
design/construction, and wheel slippage. It is caused by mechanical
interactions between the tire and wheel. Low inflation pressure will
increase the movement of the bead against the wheel and can also
contribute to circumferential slippage. Debris and dirt between the
surfaces can amplify the damage. Refer to figure 540.
9.7.1.1.3. Tires exhibiting bead chafing may remain in service unless cords are
exposed or heat damage is evident with brittle rubber and “bluing” of
the rubber.
10.1. Aircraft tire performance is based on a “cycle” (taxi, takeoff, landing, taxi). Many factors
cause differences in tire wear. Caution should be exercised in comparing individual tire
performance to allow for the effects of the factors below.
10.1.1. Tire technology: Radial tires, in general, obtain significantly more Landings Per
Tread (LPT) than an equivalent bias tire. MICHELIN® NZG technology tires have
demonstrated additional improvement over the standard nylon radial.
10.1.2. Temperature/Altitude Effect: Warm air is less dense than cool air. Aircraft lift
performance is reduced by the less dense air. The result is longer aircraft roll
distances from higher takeoff and landing speeds. There may be as much as 30%
to 50% difference in landing performance between summer and winter
operations (more landings in the winter). Caution should be shown when
comparing tire performance between seasons. High altitude airports have the
same effect on tire wear as warm weather. The air is less dense at high altitude
airports.
10.1.3. Runway types: Different materials used for taxiways and runways will wear tire
tread rubber differently, particularly rough and abrasive materials. Coral is an
example of an abrasive material used in some runways which will significantly
reduce tread life.
Refer to Figure 542.
10.1.4. Usage: Fast turns, heavy braking, hard landings, and long roll distances are
examples of operating conditions that will have a negative impact on tire wear.
10.1.4.1. High taxi speeds (> 40 mph) and long taxi distances can cause
greater tread wear, greater heat buildup, and more lateral scuffing
during turns. Refer to Figure 544.
10.1.4.2. Yaw caused by Single Engine Taxi may aggravate nose tire
scrubbing damage since the yaw caused by a Single Engine Taxi
must be counteracted by the nose tires.
10.1.5. Aircraft Type/Landing Gear Design: Heavy, turbofan aircraft generally get fewer
LPT’s than lighter, turboprop aircraft. Landing gear alignment and flexing can
cause irregular wear such as inboard shoulder wear.
10.1.6. Pivot Turns: Large, heavy aircraft may need to perform pivot turns in order to
utilize the entire runway, most notably at airports with insufficient turning areas.
Some landing gear configurations may cause some tires to be dragged sideways.
These turns should be avoided when possible.
Refer to Figure 543.
10.1.6.1.Make wide turns where possible. Pivot turns can wear flat spots on tires
resulting in premature replacement. Pivot turns and push back also place
significant strain on the tire tread, tread shoulder and upper sidewall.
Transverse or lateral scratches on the shoulders are indications of lateral
movement of the tire during these operations. Refer to Figure 544.
10.2. Thermal-Flat-Spotting on Nylon Casing (cold flat spots): Nylon aircraft tires will develop
temporary flat spots under static load. The level of this flat-spotting will vary according to:
10.2.1. The temperature of the tire when the aircraft arrived to park.
10.2.4 The length of time the tire is subjected to the above conditions.
10.2.6. Normally this type of flat-spotting will disappear once the tire rolls and begins to
warm up. It is usually gone by the end of the taxi run. Under similar conditions
radial tires develop less flat-spotting than bias tires.
10.2.7. Aircraft Maintenance cannot prevent nylon flat-spotting, but some actions may
reduce the effect. The following steps can be taken to minimize tire issues on
parked aircraft.
10.2.7.2. Aircraft that are to remain parked for longer than 3 days should be
moved every 72 hours or supported so that no weight is on the
tires. Aircraft in storage (out of service for more than 14 days)
should be supported so there is no weight on the tires. If this is not
possible, the aircraft should be moved, or tires rotated 90 degrees,
at least every 3 days. In these cases, inspect the tires and verify
tire pressure before operating. For long term parking refer to the
AMM or contact Michelin.
10.2.7.3. If the aircraft has moved with tire pressure between 80-90% of the
specified operating pressure, the tire must be replaced. If the
pressure is below 80% of the specified operating pressure, the
mate tire must also be replaced. In any case where the pressure
has dropped below 50% of the specified operating pressure,
regardless of whether the aircraft has moved, the tire must be
replaced.
10.2.8. In the unusual case where deep flat-spotting has occurred, additional taxing is
recommended prior to takeoff.
10.3. Hydroplaning
10.3.1. An aircraft tire experiencing hydroplaning may form an area of tread rubber
reversion or skid burn in the tread due to lack of wheel rotation. This area will be
oval in shape similar to a flat spot. If the reinforcing ply (bias) or protector ply
(radial) is not exposed the tire can be left in service. If vibration resulting from the
flat spot is acceptable, the tire can be left in service. Additional taxiing may
reduce the damage and associated vibration.
NOTE: The most effective method to minimize the effects of water on traction is
to reduce the water depth. Many airport runways are cross-grooved to
improve water drainage.
NOTE: A similar tread rubber reversion can occur if the tire slides on ice for any
distance. Refer to Figure 545.
10.4. Tire Contamination from Hydrocarbons creates a soft or “spongy” feel to the rubber
surface. The deterioration is a consequence of prolonged exposure of rubber to
hydrocarbon based materials: oils, grease, brake fluids, hydraulic fluid, solvents, cleaning
fluids, etc.
10.4.1. When working on engines or landing gears, tires should be covered to prevent
contamination from spills, leaks, etc. Refer to Figure 546.
10.4.2. Remove contaminating fluid from the tire. Do not allow the fluid to soak into the
tire. Wash the contaminated area first with denatured alcohol, then with a soap
and water solution as quickly as practical after contact with a hydrocarbon
substance.
10.4.3. If the rubber is soft or “spongy” when probed with a blunt object in the
contaminated area, when compared to the adjoining uncontaminated area,
remove the tire from service. Refer to Figure 547.
10.5. Submersion in Water. Tires can be completely submersed in water as a result of storm
water flooding in the storage area. Submersion will normally not affect the airworthiness
of the tires. However, the following actions should be taken:
10.5.1. Remove aircraft tires from exposure to complete submersion as quickly as possible.
10.5.2. Confirm that the tire was not exposed to hydrocarbon liquids during submersion.
If so, refer to para 10.4 (contamination) to determine airworthiness.
10.5.3. Allow the water to completely drain from the tire then dry the tire with a dry cloth.
10.5.4. Inspect tires for discoloration, continued water leakage, cuts or cracks. If found,
follow the appropriate removal criteria.
10.6.1. Consult the AMM if a hard landing is recorded or is known to have occurred.
10.6.2. A hard landing can damage the tires if the dynamic load causes a tire to “bottom.”
The tire bottoming point is the point at which the sidewall of the tire is fully
deflected and beginning to compress the lower sidewall structure. Over
compression of the sidewall structure can damage the tire.
10.6.3. In the absence of an AMM directive the following should be taken into
consideration.
10.6.3.1. Inspect the tires for any obvious signs of damage such as cuts,
splits in the rubber that could be evidence of bottoming. A bulge
may indicate damage to the casing plies and the tire should be
removed from service.
10.6.3.2. A more thorough inspection may call for removing the tires and
inspecting the inner lining for evidence of damage.
10.7.2. If the fuse plug has released or over pressure release plug has been activated,
remove the tire from service and have it scrapped. Remove the mate tire if the
aircraft rolled in this condition. If the tires are returned to a repair station, label
the tire as RTO and SCRAP.
10.7.3. Remove the tires and scrap them if normal landing speeds were exceeded and/or
high braking energy was experienced. If the tires are returned to a repair station,
label the tire as “RTO” and SCRAP.
NOTE: Tires may remain in service when aircraft speed remains below normal landing
speeds and only normal braking energies are experienced.
10.8. Over Speed Takeoff occurs when the takeoff speed exceeds the rated speed of the tires.
10.8.1. Remove all tires from the aircraft that exceeded the tire rated speed. Label tires
as “over speed takeoff” and return them to a repair station for inspection and
disposition.
NOTE: Vibration is the act of moving back and forth rapidly. Vibration is caused by a rapidly
changing force. Operating conditions such as flat-spotting can cause the rotating tires to
generate a force that will initiate a vibration.
NOTE: Vibration can be blamed on improper tire balance. Imbalance is easily understood as a
cause for vibration, but in many cases, improper balance may not be the cause. There are
a number of factors of the tire, wheel, and landing gear assembly which contribute to
aircraft vibration. A systematic approach should be taken to isolating the cause.
NOTE: Some aircraft may be more sensitive to vibration than others and may require that tire
wheel assemblies be balanced. Wheel weights may be added when needed.
10.9.1. If vibration (shake or shimmy) is unacceptable to flight operations, remove the tire
from service. For dual tires in nose positions, both tires should be removed unless
vibration can be linked to just one tire.
10.9.2. Check that the tire has the proper inflation pressure, using a calibrated gauge.
Follow the airframer’s recommendations for the proper pressure. If the tires are
mounted in twin or dual configuration, confirm the pressure in both tires.
10.9.3. Inspect the tire for flat-spotting, out of round, bulges, or other damage. If found,
remove the tire(s) from service.
10.9.4. Verify that tires have been properly mounted and that the tire was allowed to
stretch for 12 hours at operating pressure during the initial mounting process.
10.9.5. Check that the beads of the tire are properly seated. The small circular mold line
on the lower sidewall of the tire should be equally distant from the top of the
wheel flange (concentric). If the distance is not uniform, on either side, remove the
tire/wheel assembly from the aircraft and send it to the wheel shop for further
examination.
10.9.6. If there is insufficient time to change nose tires, a temporary fix may be to jack the
nose of the aircraft, rotate one (1) tire 180 degrees then lower the aircraft. This
may offset imbalance enough to allow flight operations to continue.
10.9.8. Check the wheel for incorrect assembly that would cause it to be out of balance,
including loose or damaged tie-bolts.
10.9.9. Check that the red balance mark on the lower sidewall of the tire is aligned with
the wheel valve, unless specified otherwise by the wheel manufacturer.
10.9.10. Check for a loose wheel bearing caused by an improperly torqued axle nut.
10.9.12. Check for worn hydraulic components, particularly steering control units.
10.9.13. Check for poor gear alignment as evidenced by uneven tire wear.
10.9.14.Additional steps for Tube-Type Tires include a check for trapped air between the
tire and tube.
10.9.14.1. Use a soapy solution to check for leakage at the base of the tube
valve stem where it exits the wheel.
10.9.14.2. Rolling the tire by taxiing will generally work any trapped air out
from between the tube and tire.
10.10.1.If lightning strikes the aircraft on the ground and hits the tire/wheel assembly,
remove the tire from service. Lightning can generate localized areas of high heat
which can damage the structure of the tire. See Figure 548.
11.1. Matching aircraft tires assures that tires mounted on the same aircraft are the proper size
to meet design criteria. The landing gear is normally designed to allow all tires on any one
gear strut to carry the same load.
11.2. Mixability of aircraft tires is most often used when authorizing tires of different
technology or different part number on the same aircraft, or on multi-wheel landing gear
configurations.
NOTE: The terms matching or mixing do NOT imply installation authority. Installation authority
must come from the airframer.
NOTE: Some airframers restrict mixability. Consult the airframer AMM or appropriate
documentation to confirm proper mixing of tires on specific aircraft.
NOTE: The term “Interchangeability” is frequently used when substituting one authorized Part
Number for another authorized Part Number. It is sometimes used when referring to
mixing, as defined above.
11.3. Whenever mixing is authorized, “matching criteria” must be respected to assure that tires
carry equal loads. The matching criteria are based on the standards for size and tolerance
for each tire covered by the standards.
11.3.1. Industry standards for size and tolerance are defined by:
11.3.2. Meeting industry sizing standards ensures equal distribution of aircraft load on all
tires.
11.4. It is common practice to mix the following combinations on both the aircraft and on the
same landing gear or bogie.
• Bias – Bias
• Radial – Radial
11.5. Mixability of bias tires and radial tires on the same aircraft is determined by the
airframer. The possible combinations are:
11.5.1. Bias tires on the nose landing gear and radial tires on the main landing gear.
11.5.2. Radial tires on the nose landing gear and bias on the main landing gear.
11.5.3. Bias tires on one main landing gear and radial tires on the other main landing
gear. (The nose landing gear could have either bias or radial.)
11.5.4. On a landing gear with twin tires (or dual tires), or for landing gear with tandem
configuration: A bias tire on one axle and a radial tire on another axle.
11.6. Tires approved for the same application must have the same Static Loaded Radius (SLR)
(within standards) to respect the matching criteria. It is acceptable if they appear to have
different overall diameters when stood side by side, properly inflated.
11.7. Mixing New Tires and Retreaded Tires: It is acceptable to mount both new and retreaded
tires on the same axle and/or landing gear if both are designed to the same standard and
meet matching criteria.
11.7.1. The guidelines for mixability of new and retreaded tires for bias tires and radial
tires on the same aircraft are the same as for new tires. Mixability of bias and
radial tires is determined by the airframer.
A small amount of relative circumferential movement between the tire and the wheel is
commonly known as tire creep.
12.1. Ensure tire was allowed to stretch for 12 hours during initial inflation process, followed by
24-hour retention test. This will insure tire beads have properly seated and tire is fully
expanded.
12.2. Some tire creep may be observed on a new assembly. Up to five (5) cycles may be
necessary to properly position the tire bead on the wheel.
12.3. Tire creep is not an issue for tubeless tires as long as the tire does not rotate on the
wheel to an extent where the braking capability is in question or causes air loss.
12.4. Underinflated tires can creep or slip on the wheel under stress or when brakes are
applied.
12.5. Minor slippage of the tire is acceptable so long as there is no associated loss of pressure.
Tires are not designed to discharge the buildup of static electricity. Refer to AMM or consult with
Airframer for specific aircraft grounding requirements when required.
Tools for marking tires are available from commercial sources. Tire marking pens or crayons are
commonly used. Michelin has no data to suggest tire damage from marking pens or crayons. If
self-adhesive labels or envelopes are to be attached to the tire they should be affixed to the tread
and not the sidewall. See Figure 549.
Some airports may have military arresting cables as emergency standby gear for arresting hook
equipped aircraft. The cable is nominally 31.74 mm (1 1/4 inches) or 35 mm (1 3/8 inches) in
diameter and installed approximately 457 to 610 m (1500 ft. to 2000 ft.) from the end of the
runway. It is supported off of the runway surface approximately 14 to 18 cm (5 to 7 inches).
Michelin has no data to suggest tire damage from cable roll over.
NOTE: Do not confuse cable roll over with cable crush that is associated with landing on an
aircraft carrier.
1. General
This chapter includes the necessary information and procedures for dismounting (disassembly of)
aircraft tires when removing them from service or for retread. The following warnings and cautions
apply whenever tires are being dismounted.
1.1. Reference the Aircraft Maintenance Manuals (AMM) and the wheel manufacturers Component
Maintenance Manuals (CMM), if available. The AMM and CMM documents take precedence over
these recommendations in the event of a conflict.
WARNING: AIRCRAFT TIRE AND WHEEL ASSEMBLIES MAY OPERATE UNDER HIGH PRESSURES
IN ORDER TO CARRY THE LOADS IMPOSED ON THEM. THEY SHOULD BE TREATED
WITH THE SAME RESPECT THAT ANY OTHER HIGH PRESSURE VESSEL WOULD BE
GIVEN.
WARNING: DO NOT PROBE CUTS OR EMBEDDED OBJECTS WHILE A TIRE IS INFLATED. SUCH
ACTION COULD FURTHER DAMAGE A TIRE CAUSING IT TO RUPTURE RESULTING IN
PERSONAL INJURY OR EQUIPMENT DAMAGE.
WARNING: USE CARE WHEN REMOVING THE VALVE CORE FROM AN INFLATED TIRE. USE OF A
VALVE CORE REMOVAL TOOL THAT CAPTURES THE VALVE CORE IS
RECOMMENDED. THE VALVE CORE OF AN INFLATED TIRE CAN BE PROJECTED AT A
HIGH SPEED AND POSSIBLY CAUSE INJURY.
WARNING: FULLY DEFLATE THE TIRE BEFORE LOOSENING THE TIE BOLTS THAT HOLD THE
WHEEL HALVES TOGETHER. WHEEL PARTS COULD COME APART WITH FORCE
CAUSING PERSONAL INJURY.
Tracking and reporting the reasons for removal helps the repair station take appropriate
corrective actions concerning inspections and the future use of the tire. It also allows Michelin to
provide valuable analysis and feedback aimed at lowering operating costs.
3.1. Use an electronic file to send as much information on removed tires as possible. Figure
601 lists the requested information.
3.2. The use of a label attached to the tread of the tire with self-sticking adhesive or a tag
secured by a heavy string is also acceptable.
CAUTION: DO NOT USE STAPLES OR OTHER METAL DEVICES FOR AFFIXING TAGS OR
LABELS TO TIRES OR INNER TUBES. THESE DEVICES CAN DAMAGE
INTERNAL PLY CORDS RESULTING IN POSSIBLE TIRE FAILURE. DO NOT
STICK LABELS ON TIRE SIDEWALL. GLUE MAY DEGRADE RUBBER SURFACE
PROPERTIES.
3.2.1. Information requested to be sent with the tire or sent to the Michelin
representative:
3.3.8. Contamination
3.3.9. Cracking
3.4. When a retreadable tire is subjected to abnormal operating conditions (e.g. flat tire,
adjacent to flat tire, overspeed, brake failure, hard landing, overload, runway excursion,
towing incident, etc.), the ALERT sticker shown in Figure 602 should be attached to the
tread of the tire before being returned. This will help to prevent the reuse of a tire casing
that has been damaged. These stickers will be provided by Michelin.
Below are some of the equipment commonly used to loosen the tire from the wheel bead seats.
4.1.1. The split wheel type has two “halves” joined by removable tie bolts.
4.1.2. The removable flange type allows only the flange to be demounted from the wheel.
4.2. Follow the instructions in the wheel manufacturer’s CMM when disassembling the wheel
components.
4.3. Aircraft tires require special equipment to separate the tire bead from the wheel. Proper
use of this equipment is necessary to avoid damage to the tire/wheel assembly and
difficulties in releasing tire beads.
CAUTION: DO NOT USE HAMMERS, PRY BARS, TIRE IRONS, OR ANY SHARP TOOLS TO
LOOSEN TIRE BEADS. IMPROPER EQUIPMENT MAY DAMAGE THE TIRE,
WHEEL, OR CAUSE PERSONAL INJURY.
4.4. Various types of bead breaking equipment exist. General descriptions are provided for
five (5) common types. Refer to the respective operating manual for proper use of each.
4.4.1. Manual, lever arm type bead breaker primarily used in the General Aviation
industry for small tires. Refer to Figure 603.
4.4.2. Ring-type bead breakers use a moveable adapter ring to press against the lower
sidewall 360 degrees around one side of the tire, near the bead. The opposite side
normally consists of a stationary adapter ring that contacts the lower sidewall of the
tire. Pneumatic/hydraulic pressure is normally used to apply force. Refer to Figure 604.
4.4.2.1. The adapter rings must be designed for the particular tire/wheel assembly
to be dismounted due to differences in wheel diameter and flange design.
4.4.2.2. The part of the ring that contacts the tire should be without sharp edges
and of sufficient thickness to press on the tire without damage.
4.4.2.3. Recommended radial clearance between the wheel flange and adapter
ring is 10 mm (0.4 in).
4.4.2.4. The travel of the adapter ring should be at least 100 mm (4 in) to ensure
complete separation of the tire from the wheel.
4.4.2.5. It is desirable that the adapter rings be designed with small openings such
that the tire can be observed while pressure is being applied to ensure
satisfactory ring contact and progress.
RAM
4.4.3. Finger-type bead breakers are much like the “Ring-Type” except that the adapter
rings are replaced with adjustable multiple fingers for pressing against the tire’s
lower sidewall. There should be a pad at the end of each finger that will “mate”
properly to the sidewall of the tire to minimize the stress when pressing the tire
from the wheel. Refer to Figure 605.
4.4.3.1. Recommended radial clearance between the wheel flange and press pads
is 10 mm (0.4 in).
4.4.3.2. The finger pad that contacts the tire should be without sharp edges and of
sufficient size to press on the tire without damage.
4.4.3.3. The pads should be sufficiently large to reduce the stress on the sidewall
when the tire is pressed for removal. The size of the pad will depend on
the tire sizes being dismounted.
4.4.3.4. The travel of the adapter ring should be at least 100 mm (4 in) to ensure
complete separation of the tire from the wheel.
4.4.4. Pincher-type bead breakers use two arms with press pads at the ends to press in
a localized area against both lower sidewalls of the vertically standing tire. A
pressing action partially moves the tire away from the wheel flange. The tire is
rotated and the process repeated until both beads are completely loose from the
wheel. Refer to Figure 606.
4.4.4.1. The tire is positioned by an adjustable cylinder so that the press pads
contact the tire’s lower sidewall just above the wheel flange.
4.4.4.2. Recommended radial clearance between the wheel flange and press pads
is 10 mm (0.4 in).
4.4.4.3. The press pads should be sufficiently large to reduce the stress on the
sidewall when the tire is pressed for removal. The size of the pad will
depend on the tire sizes being dismounted.
4.4.5. Roller Disk-type bead breakers use a shaped roller to press against the vertically
oriented rotating tire. Some roller-disk machines will press on only one side. Some
machines will press both sides at the same time. Pressing occurs while the
tire/wheel assembly is slowly rotated. Refer to Figure 607 and Figure 608.
4.4.5.1. Recommended radial clearance between the wheel flange and roller disk
is 10 mm (0.4 in).
5.1. The methods used for dismounting tubeless bias, tube-type bias and radial aircraft tires
are essentially the same.
5.2. Radial tires have a single bead cable which requires a smaller bead flat area. As a result,
radial tires generally have a more flexible sidewall than bias tires. It is important that the
equipment be set up and operated properly.
NOTE: For the most efficient dismounting of radial aircraft tires from their wheels,
Michelin recommends either a ring-type or roller disk-type machine.
5.3. Mark all damages with a tire marking pen or crayon before deflating.
5.4. Completely deflate the tire or tube by removing the valve core.
5.4.1. If damage has occurred, a tire/wheel assembly should be deflated in a protective steel
cage.
5.5. Use appropriate dismounting (bead breaker) equipment to loosen tire beads from both
wheel halves. Follow the operating instructions for the specific equipment.
NOTE: Applying pressure too rapidly can cause sidewall distortion. Heavy distortion may
damage the internal tire components, and may also begin to “roll” the beads
making dismounting more difficult.
5.6.1. Align the press pads so that they are matched to the curvature of the wheel
flange. The pincher arm should be within 10 mm (0.4 in) of the flange. Refer to
Figure 609 for proper alignment.
5.6.2. Apply pincher arm pressure slowly to allow the beads time to move. Allow 2-3 seconds
of hold time for the beads to move partially away from the wheel flange.
5.6. 4. Rotate the tire/wheel assembly the length of the press pads.
Refer to Figure 610.
5.6.5. Slowly apply pincher arm pressure in the new sector for 2-3 seconds to allow the
beads to move partially away from the wheel flange.
5.6.5.2. Another aid is to apply tire mounting lubricant between the tire bead and
wheel flange before releasing the pressing action.
NOTE: Bead breaking is most efficient when the tire/wheel assembly is rotated
no more than 30 degrees between each pressing operation.
5.6.6. Repeat the steps §5.6.1 through §5.6.5 around the bead area of the tire until the
bead is free of the wheel.
NOTE: The most common cause of problems using the pincher-type bead breaker occurs
when attempts are made to press tire beads too quickly by using a rapid pincher
force or by rotating the tire too much between pincher actions.
5.6.7. Remove the tire/wheel assembly from the pincher bead breaker machine.
5.6.8. Remove tie bolts and separate wheel halves in accordance with the wheel
manufacturer’s CMM.
5.7.1. The tire/wheel assembly is vertically mounted and affixed on the machines rotating axle.
5.7.2. Align the disk head against the lower sidewall of the tire within 10 mm (0.4 in) of
the wheel flange.
5.7.3. Slowly rotate the tire/wheel assembly while applying disk pressure against the
lower sidewall of the tire.
5.7.4. During several rotations, the tire bead will slowly release from the wheel.
5.7.5. Move the roller disk head to the opposite side of the tire.
5.7.7. Dismount the tire/wheel assembly from the bead breaker machine.
5.7.8. Remove tie bolts and separate wheel halves in accordance with the wheel
manufacturer’s CMM.
5.8.1. The tire/wheel assembly is vertically mounted and affixed on the machines rotating axle.
5.8.2. Align the disk heads against both lower sidewalls of the tire within 10 mm (0.4 in)
of the wheel flange.
5.8.3. Slowly rotate the tire/wheel assembly while applying disk pressure against the
lower sidewalls of the tire.
5.8.4. During several rotations, the tire beads will slowly release from the wheel.
5.8.5. Dismount the tire/wheel assembly from the bead breaker machine.
5.8.6. Remove tie bolts and separate wheel halves in accordance with the wheel
manufacturer’s CMM.
NOTE: When using a roller disk machine, as the tire begins to move away from
the wheel flange, the roller disk should slide lower on the tire’s sidewall
such that the disk is actually below the wheel flange. This allows the disk
to press on a more rigid part of the tire and facilitates bead release.
6.1.1. The most common problem in releasing tire beads is “bead roll-over” when
attempts are made to press tire beads too quickly. Refer to Figure 612.
6.1.2. As pressure is applied to the tire, a flexible sidewall and a small bead flat may
allow the bead to rotate around the bead wire causing the bead toe to contact the
wheel surface and block movement of the bead. This action impedes the
movement of the bead away from the flange.
6.1.4. Apply a soap solution or other non-hydrocarbon lubricant approved by the wheel
manufacturer, between the tire/wheel interface. Allow several minutes for the
solution to penetrate between the tire and wheel.
6.1.7.1. Remove the tire/wheel assembly from the bead breaker machine. It will be
necessary to reinflate the tire.
6.1.7.3. Reinflate the tire until the bead moves back to its correct position.
6.1.7.5. Repeat the dismounting procedure until the bead dismounts from the wheel.
6.1.8. Remove tie bolts and separate wheel halves in accordance with the wheel
manufacturer’s CMM.
6.1.9. Below is an example of a modified press pad to help prevent bead roll-over with
pincher-type bead breakers.
7.1. Tires should be inspected by trained technicians to determine the disposition of the tire.
7.2. Tires provided under a supplier contract should be returned to the supplier in accordance
with that contract. If self-adhesive plastic pockets or labels are applied to the tire prior to
returning to the supplier, these pockets or labels must be applied to the tire tread and
not to the sidewall. Refer to Figure 614.
7.3. Tires owned by the operator should be inspected for possible retreading or disposed of
properly. If in doubt, it is best to forward tires to a certified repair station for disposition.
7.4. The following examples of damages may cause a tire to be rejected for retreading. In some
cases, a determination of serviceability is necessary by a trained technician at an authorized
repair station.
7.4.1. Injuries to the bead area except those limited to the bead cover or finishing strip
(an exposed chafer strip will cause no trouble and is serviceable).
7.4.6. Flat spots and skid burns that penetrate to the top casing ply (bias) or top belt ply
(radial).
7.4.8. Brake heat damage, particularly if the fuse plug has released.
7.4.9. Tires heavily soaked in fuel, hydraulic fluid, oil, or other contaminating fluid.
1. General
This Chapter includes information concerning retreading and repair of aircraft tires.
1.1. The term retreading refers to the method of restoring a worn retreadable tire to
operational condition by renewing the tread rubber or by renewing the tread rubber plus
the reinforcing plies (bias) or protector ply (radial).
1.2. To optimize the performance of the retreaded tire, the skid depth may be increased, and
the mold profile may be optimized. These modifications could result in a slight weight
gain which will not exceed airframer specifications.
1.3. During the retread process, the old tread products are carefully removed and replaced
with new materials. The tread rubber extends beyond the shoulder of the tire to the
upper sidewall. By design, a buffed or roughened surface will be visible where the old
products were removed and the new products join the sidewall. Refer to Figure 701.
1.4. In addition, the lower sidewall and bead flat areas of retreaded tires may show signs of
wear from their previous service on aircraft which may include minor cracking,
indentations, etc. This is acceptable as all retreaded tires must meet approved inspection
and acceptance standards before release. Refer to Figure 702.
1.5. Cross retreading – cross retreading is the practice of one manufacturer retreading tire
casings of other tire manufacturers, in addition to its own casings. This practice is based
upon customer agreements and manufacturer limitations.
1.6. The current practice of cross retreading applies only to bias casings. Michelin will cross
retread bias tires, as do other manufacturers. The practice of cross retreading does not
apply to radial aircraft tires. Michelin retreads its own radial casings and other
manufacturers retread their own casings.
2.1. The FAA, EASA and other regulatory organizations require retreading and/or repair of
aircraft tires to be performed only by a certified facility. The certification is determined by
the governing authority under which the operator is authorized.
2.2. All Michelin repair facilities and processes are certified by the appropriate governing
authority.
2.3. The process of qualifying a part number to be retreaded is lengthy and rigorous. It
involves the examination and analysis of many returned worn casings, dynamic testing,
burst testing, adhesion testing, and more. A similar process is followed each time a
retreadable part number is escalated to a higher retread level.
2.4. Once the part number has been qualified, each casing is thoroughly inspected to ensure it
meets retreading specifications. Non-destructive inspection methods are used including:
2.4.3. Shearography.
3.1. Tires with sidewall cuts, snags, scuffs, and cracking from ozone can remain in service if
the casing ply is not exposed.
3.2. Tires with damage may be repaired during the retread process depending upon the
location and/or severity of the damage.
3.3. Some damages that expose casing plies may be repaired by an approved repair station.
3.4. Any damage that is repaired must be within limits specified by the tire manufacturer in
accordance with established referential.
NOTE: Repair limits generally exceed serviceability limits because service removal limits are set
to ensure safe operation and retreadability of the casing.
NOTE: All aircraft tires provided under a supplier’s contract should be returned to that vendor
for disposition.
3.5.1. Following is a non-exhaustive list of the main damages that may prevent a tire from
being retreaded.
• Injuries to the bead area except those limited to the bead cover or finishing strip
(an exposed chafer strip will cause no trouble and is serviceable).
• Flat spots and skid burns that penetrate to the top casing ply (bias) or top belt ply
(radial).
• Tires that have experienced a major pressure loss (operated with less than 80% of
specified operating pressure).
3.5.2. If in doubt, it is best to send the tires to a certified repair station for examination by a
trained technician.