Goodyear

  • |

    Goodyear Recommends Aviators Know Aircraft Tire Wear Limits

    AKRON, Ohio, Dec. 7, 2010 — Knowing your limits is sage advice that applies to everything in life from financial risk to piloting an airplane or even that return trip to the buffet. But when it comes to aircraft tire wear, it’s all about routine inspection and knowing the facts.

    Aircraft tires experience wear during taxi, takeoff, and landing. Takeoff generates the most tire wear because the airplane has a full fuel load and the tires are pre-heated by taxiing. So with all aircraft, tires should be routinely inspected during preflight to check tire wear.

    When inspecting aircraft tires, the first thing to check (after checking the tire pressure) is the amount of remaining tread to avoid excessive wear and possible unsafe conditions. According to Larry Rapsard, product support manager for The Goodyear Tire & Rubber Company (NYSE: GT), “Aircraft tires should be removed when the tread is worn to the base of any groove at any spot, or to the minimum depth stated by the aircraft manufacturer.”

    Tires should also be examined for uneven wear. In cases where gear camber wears one side faster than the other, tires can be demounted and turned around to extend the tire life. Uneven aircraft tire wear is usually an indication of gear misalignment or tire underinflation.

    Rapsard also lists other aircraft tire wear conditions revealed through inspection that may require tires to be removed from service. “Sidewall damage including some weatherchecking, cracks, or cuts means the tire should be scrapped if the damage extends down to the fabric plies. The same goes for tread cuts and groove cracking,” he said. Damage that doesn’t expose the cords normally does not require the tire to be removed.

    Other excessive operating conditions will cause the tread to wear much faster, such as high energy braking, high speed taxiing and high speed cornering. Be sure to consider these if you see fast tread wear.
    Also, tires that have been run while more than 10% underinflated can be damaged internally and should be removed.

    By taking the time to conduct proper inspections and knowing the limits of acceptable aircraft tire wear, you’ll get the most out of your tires.

    These tips and more are covered in detail in Goodyear’s Tire Care & Maintenance Manual. For information about Goodyear aviation tires and dealer locations, visit www.goodyearaviation.com.

  • |

    Goodyear Expert Cites Tips for Proper Aircraft Tire Maintenance

    AKRON, Ohio, Nov. 10, 2010 /PRNewswire/ — When it comes to aircraft tire maintenance, few people in the industry have visited more hangars and seen all manner of service work and maintenance procedures than Goodyear Aviation’s Rob Robson.

    Robson is a Product Support Manager for The Goodyear Tire & Rubber Company (NYSE: GT), and for more than 10 years he’s been immersed in aircraft tire product support for everything from piston singles to helicopters and fighter jets.

    By his own count, Robson has witnessed numerous aircraft tire maintenance procedures and has inspected hundreds of worn tires. He has seen firsthand the ill effects of improper maintenance. As a result, Robson can offer valuable advice for those who wish to better understand how proper aircraft tire maintenance can help to deliver more landings.

    The most important factor of any aircraft tire maintenance program is maintaining proper inflation pressure. According to Robson, the problems created by incorrect inflation can be severe. Over inflation often leads to uneven tread wear and reduced traction, makes the tread more susceptible to cutting, and places greater stress on aircraft wheels. Under inflation creates faster tread wear on the shoulders, damages the tire’s innerliner, and greatly increases the stress and flex heating in the tire that can lead to tire failure.

    “Because aircraft tire/wheel assemblies can lose up to 5 percent of their pressure each day, they need to be checked daily, or before each flight, with a calibrated pressure gauge when the tire is at ambient temperature (not heated by taxiing). Any tire that’s been run more than 10 percent underinflated should be removed from service,” Robson said. The industry veteran also recommends filling tubeless assemblies with nitrogen instead of air because it’s dry and non-combustible.

    Another key area of aircraft tire maintenance is making sure no harmful chemicals are used or spilled on the tires. Keep hangar floors clean of all debris to avoid foreign object damage to the tires. It is also important to inspect the tires closely, in addition to checking tire pressure, during pre-flights to check for any damage to the tires from service.

    These tips and more are covered in detail in Goodyear’s Tire Care & Maintenance Manual (PDF). For information about Goodyear aviation tires and dealer locations, visit www.goodyearaviation.com.