Dunlop Limited Aircraft Tyres Limited Telephone 0121 384 8800

40, Parkway, Facsimile 0121 377 7150

Erdington Sita BHXDLCR
Birmingham B249HL e-mail datltech@compuserve.com
England

General Servicing Instructions

Aircraft Tyres and Tubes

DM1172

STATEMENT OF INITIAL CERTIFICATION

This manual complies with British Civil Airworthiness Requirements, Section A, Chapter A5-3

Signed:……………………………………

Date:………………………………………

CAA Approval No.: DAI/9568/96

NOTE: The above certification does not apply to revisions or amendments made after the date of
initial certification by other Approved Organisations. Revisions or amendments made by other Approved
Organisations must each be separately certified, and recorded on separate record sheets.

© 1999 Dunlop Aircraft Tyres Limited.

All Reproduction Rights Reserved.
 Section 1
Record of Permanent Revisions
(Incorporated under CAA Approval No. DAI/9568/96)

Retain this record at the front of the Manual. On receipt of Revision, revise as detailed in the Letter of
Transmittal and record the incorporation of the revision on this sheet. The introduction of data by
revisions or amendments not certified in accordance with British Civil Airworthiness Requirements,
Chapter A5-3, will invalidate the initial certification on the title page of the manual relative to the part
revised. Revisions or amendments embodied in this manual and certified by an appropriate approved
Organisation other than that applicable to the initial certification must be recorded on separate record
sheets.

Rev. Issue Date By

No. Date Inserted

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 Section 2
TABLE OF CONTENTS

SUBJECT SECTION PAGE DATE

General Tyre Information
3 1 1st May 1999
2 1st May 1999
3 1st May 1999
4 1st May 1999
5 1st May 1999
6 1st May 1999
7 1st May 1999
8 1st May 1999
9 1st May 1999

Receiving Instructions 4 1 1st May 1999

/ Storage 2 1st May 1999

Tyre Mounting & De-mounting 5 1 1st May 1999

of Tyre Assemblies 2 1st May 1999
3 1st May 1999
4 1st May 1999

Maintenance Practices for Tyres Installed

on Aircraft 2 1st May 1999
3 1st May 1999
4 1st May 1999
5 1st May 1999
6 1st May 1999
7 1st May 1999
8 1st May 1999
9 1st May 1999
10 1st May 1999
11 1st May 1999
12 1st May 1999
13 1st May 1999

Tyre/Tube Combinations 7 1 1st May 1999

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Section 3
General Tyre Information

3.1 Introduction

This Manual is published to describe the maintenance and servicing procedures applicable to the
products of Dunlop Aircraft Tyres Limited.

The information provided covers bias tyres both tubed and tubeless, radial ply tyres and tubes.

These instructions are general in nature and should be followed unless otherwise directed by an
individual Aircraft Maintenance Manual, Wheel Manufacturers Manual, technical order or
Airworthiness Directive.

If further information or detail is required then please contact your Dunlop Aircraft Tyres Limited
representative or the Technical Department direct at the address shown on the front of this document.

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3.2 Tyre Marking

3.2.1 Fig 1 New Tyres

Tyre Size

Tyre Engraving
Panel

Tyre Serial Number

Mould Decorative Lines

Brand Name and

Logo

Explanation of Tyre Markings

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 Fig 2
3.2.1.1 Tyre Size

The following methods are used :

1. A e.g. 44"
2. B-C e.g. 8.50-10
3. A x B e.g. 49x17
4. A x B-C e.g. 49x19.0-20

The latter marking applies to all recent tyre size introductions. For
radial ply tyres the "-" is replaced by an "R" e.g. 46x17R20.

Certain types of tyre will have the letter "H" as a prefix to the
dimension e.g. H49x19-22. The rims to which such tyres are fitted
have a width between the flanges in the range of 0.60-0.70 x the
nominal tyre width.

For tyres where A &B are defined in millimetres C remains an inch dimension e.g.
750x230-15.

Inner tube sizes will be the same as the tyre size for which they are intended.

3.2.1.2 Speed Rating .

This refers to the maximum rated speed to which the tyre has been tested and approved.

3.2.1.3. Ply Rating (PR)

This term is used to identify the maximum rated static load capability and corresponding inflation
pressure applicable to specific operational requirements. The ply rating is an indication of tyre strength
and does not specify the actual number of carcass plies within that tyre. For example, a 49x17 (32PR)
may actually have only 18 plies built into the carcass to accommodate the maximum static load at the
corresponding inflation pressure.

3.2.1.4. TSO C 62

The minimum qualification test requirements for aircraft tyres as defined by the Federal Aviation
Agency.

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3.2.1.5. Serial Number

Each Dunlop tyre has a unique serial number assigned to it, which also defines the date
of manufacture of that tyre. e.g. 92001236
92 -Represents the year of manufacture
001-Represents the day of manufacture (01 January)
236-Uniquely identifies the tyre.

3.2.1.6. AEA Code

The Association of European Airlines (AEA) requires an AEA code, which defines the number of
casing plies and the design modification status. For example: N018-2A
(N018=number of actual carcass plies) (-2=number of breaker plies) (A=tread mod state)

3.2.1.7. Dunlop Part Number

Dunlop part numbers are four or five digit numbers prefixed by two or three letters. If present, the
suffix "T" indicates the tyre is Tubeless e.g. DR15348T.

The prefix letters indicate certain characteristics of the tyre.

DR Modern Circumferential Rib Tread Pattern Bias Tyre

DRR Reinforced Fabric Tread Tyre
DZ Radial Ply Tyre
DA Anti Shimmy or Twin Contact Tyre
DT Inner Tube
DB Serrated Rib

3.2.1.8. Military Tyre Markings

Tyres intended for military applications carry markings, which are required by the applicable
specification in conjunction with a stores identification number, (NATO Stock number or 27A
Number).
3.2.1.9. Vent Holes
Vent holes are small needle holes made in the lower sidewall of the tyre above the wheel flange area.
On tubeless tyres, the vent holes are marked with green litho ink or paint and penetrate only to mid
casing. They provide an escape path to the atmosphere for any inflation medium which has permeated
naturally through the inner liner, which would otherwise build-up within the tyre casing and cause ply or
tread separation.
The vent holes of tube type tyres are marked with grey or silver litho ink or paint and penetrate
completely the tyre casing. Their purpose is to allow the escape of any inflation medium, which may
become entrapped, between the inner tube and the tyre inner wall.

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3.2.1.10. Balance Marker

Either a red spot or red triangle balance mark identifies the light point of an aircraft tyre. When fitting
tubeless tyres, follow the Wheel Manufacturers Maintenance Manual. In the absence of any specific
instructions, align the tyre balance spot with the wheel inflation valve.
The heavy point of an inner tube is identified by a red stripe balance mark, usually adjacent to the tube
valve stem. When inserting an inner tube into a tyre, the two balance marks should be aligned. In cases
where inner tubes have no balance mark, then align the tube valve stem with the tyre balance mark.

3.2.2 Retread Tyre Markings

3.2.2.1

In addition to the new tyre markings, tyres retreaded by Dunlop will have a panel located on the
sidewall identifying the airline together with the date of the retread, the retread stage, the AEA tread
identification code and the mould skid depth.

Typical Retread Panel details:

BA Airline Name
K10012; S/N90123456 Retread reference and Serial No
DR 23635T Part No
TSOC62d; -22PR;- 30100 LBS FAA Qualification Ply Rating Load Rating
DR2 04/92 Retread Stage Month / Year of Retread
225 MPH Speed Rating
AEA F2B; 0.42 SKID Tread identification and mould skid depth

In conjunction to the above panel, further information such as: tyre size, AEA code, country of retread
and tread pattern identity will be found on the tread buttress.

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3.3 Tyre Construction Details

3.3.1 Fig 3 Cross Ply (Bias) Tyre

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Explanation of Tyre Construction

3.3.1.1 Tread
A specially compounded rubber component formulated to be resistant to abrasive wear, cutting,
chunking and heat build-up. Modern tread designs incorporate circumferential grooves moulded into the
tread, which provide a mechanism for water dispersion on all wet runway conditions. The grooves are
also designed to improve traction and contact grip between the tread and runway surface.

3.3.1.2.Inter Tread Fabric (ITF)

For most modern high performance applications, one or more layers of nylon fabric are placed between
the casing plies and the base of the tread grooves. The ITF provides stabilisation and reduced tread
distortion during high-speeds and associated build-up of centrifugal force. The ITF also offers
protection to the casing plies from cut damage by foreign objects and can also serve as a wear indicator
on re-treadable tyres.

NOTE: For certain very high-speed applications, the ITF may be incorporated into the actual tread
rubber and therefore forms part of the wearable tread pattern, which will be exposed as tread wear
progresses during the life of the tyre. In some cases, such as military application, the ITF cord may be
red in colour for ease of identification and subsequent tyre removal.

3.3.1.3. Casing
The basic strength of the tyre is provided by the casing plies, which are made up of high modulus cord
individually coated with layers of rubber compound to produce a fabric formed into casing plies. Bias
aircraft tyres are constructed in such a fashion, that the casing plies are laid and pulled around the bead
coils to form the tyre sidewalls. The strength of bias tyres is achieved by laying each alternate casing ply
with their cords running at opposite bias angles to form the body of the tyre. The number of plies and
the angles, at which the plies are laid, dictate the strength and load capability of that tyre design.
3.3.1.4. Breakers
A small number of older design tyres have one or more layers of reinforcing fabric, known as breakers,
which are placed directly on top of the uppermost casing ply and extend across the width of the tread.
These layers form an integral part of the tyre casing and will not be removed when the tyre is retreaded.

3.3.1.5. Beads
The beads, which are of high tensile manufacture, anchor the tyre to the wheel. They are constructed
with each wire strand coated in rubber compound and spiral wound into coils of the correct diameter
for that tyre design. A rubber component known as the apex is placed on top of the bead coil forming
the bead assembly. The filler, a fabric component, which consolidates the bead to the plies and
reinforces the bead assembly. The filler also provides additional stiffness in the high compressive loading
area of the tyre.

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3.3.1.6. Chafers

Rim chafing damage to both wheel and tyre is prevented by the incorporation of a chafer component,
which is a tough nylon material coated with rubber. The chafer assembly is attached to the first ply and
pulled around the bead face to the clinch area.

3.3.1.7. Sidewall

A layer of specially formulated rubber containing anti-oxidants designed to protect the casing plies from
the effects of weathering and provides resistance to cuts, flexing and contamination.

3.3.1.8. Inner Liner

The inner liner is an essential component, which replaces the inner tube in modern tubeless tyres, is a
layer of special compounded natural and synthetic rubbers. It is designed to have low permeability to
nitrogen and moisture, thus preventing leakage into the tyre casing. The inner liner is built onto the first
casing ply forming an internal air-seal extending from bead toe to bead toe.

3.3.1.9. Chined Tyres

Certain tyres for nose wheel application incorporate a flange or chine at the shoulder buttress. The
chine is designed to deflect water displaced by the tyre tread and reduce the hazard of water ingestion
into the intake of rear engine aircraft when operating from a very wet runway.

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3.3.2. Fig 4 Radial Ply Tyre

Explanation of Tyre Construction Where Different From Bias

3.3.2.1 Breaker Package

Also known as the belt plies this component imparts stiffness to the tread region of the tyre and
prevents excessive growth on inflation. The breaker package material has a considerable influence on
the performance of the tyre and typically can be nylon, steel or aramid.

3.3.2.2 Casing
Similar to the bias ply tyre. The casing fabric consists of rubber coated cords, which are formed into a
ply. When built into the tyre the plies are laid up such that the cords run from bead to bead in a radial
direction at an angle of approximately 90 degrees to the tyre circumference.

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 Section 4
Receiving Instructions / Storage
Aircraft tyres are both tough and durable, they are designed to withstand the high loading and extreme
operational conditions associated with modern aircraft requirements. However, they can still sustain
damage inadvertently caused during transit, on receipt and poor storage conditions. Following the
recommended procedures will prolong tyre serviceability.

4.1 Receiving Instructions

4.1.1. Tyres
New and retreaded tyres should be inspected for damage which may have occurred during transit. Any
superficial damage such as cuts, scuffing, scratches, cracking, etc. which do not penetrate to the cords
and is within the acceptable criteria detailed in Section 6, paragraph 6.4.3. can be considered service-
able. If in doubt contact DATL.
4.1.2. Tubes
Packed tubes do not require inspection unless the packaging is damaged. In the latter case inspect
against the criteria given in Section 7.

4.2 Storage

4.2.1 Storage Conditions

Tyres should be stored in a relatively cool dry environment and protected from direct sunlight. The
tyres should not be stored in areas where they will be exposed to strong air currents, as there would be
an increase of both oxygen and ozone, which would have a detrimental effect to the rubber components.
Storage within the vicinity of equipment such as electric generators, motors and any other apparatus,
which are a further source of ozone, should be avoided.
Store room temperature should ideally be between 0 and 32 degrees C. (32 and 90 degrees F). Direct
contact with pipes and radiators must be avoided.

Where possible direct sunlight and artificial light with a strong ultra violet content should be avoided.
This can best be achieved by storing tyres in an environment which is free of windows and which is
illuminated, ideally, by sodium vapour lighting. If these conditions are not available and tyres must be
stored in areas where windows are present, the effect of direct sunlight can be reduce by painting the
windows with a dark tone and covering the tyres with protective sheeting.
4.2.2 Storage Instructions
In all cases tyres should be stored vertically in a suitable rack. Vertical storage is particularly important
if fitting difficulties are to be avoided, and this is particularly applicable to radial ply tyres because of
their flexible sidewalls.

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4.2.3
Tubes should be stored in their original packaging whenever practicable or alternatively lightly inflate
and store within a tyre of suitable size.
Contamination of tyres and tubes with oil, grease, hydraulic fluid or other solvents should be avoided at
all times.

4.2.4. Fitted Assemblies

Tyres fitted to wheel assemblies and stored at working pressure for long periods of time are subject to
various stresses, which can accelerate the effects of ozone attack, groove splitting and sidewall
cracking.
To reduce these effects, tyre/wheel assemblies, which are to be stored for longer than 7 days or are to
be transported, should have their pressure reduced to 25% of operational pressure or 40psi whichever is
the greater.

4.2.5. Shelf Life

The maximum storage life of tyres and tubes is 12 years from the date of manufacture by Dunlop,
provided that the recommended storage conditions have been observed. Storage time should be
minimised by having an effective stock rotation policy, such that tyres which remain in storage are of
the latest date of manufacture. Refer to section 3 paragraph 3.2.1.5. serial number.

Tyres that have been stored for over 12 years may be used for 1 tread life subject to satisfying the
storage criteria specified in Section 4.2.1. It is not recommended that such tyres be retreaded.

Tubes that have been stored over12 years may be used for 1 tyre life.

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 Section 5
Mounting and De-mounting of Tyre Assemblies
5.1 General

The following instructions for mounting and de-mounting of aircraft tyres are of a general nature and
should be read in conjunction with the Aircraft or Wheel Maintenance Manuals.

Aircraft tyres operate at high inflation pressures and are potentially dangerous if not handled properly.
Care should be exercised at all times and the correct calibrated tools and equipment should be used for
all maintenance activities.

Always wear suitable eye protection when deflating or inflating tyres.

Never inflate tyres direct from a high-pressure bottle. Always ensure that a suitable pressure-reducing
valve is fitted to the system.

Always use a dial type pressure gauge, which has been recently calibrated and is known to be accurate.

5.2 Mounting

5.2.1 Tubeless Tyres Fitting

Ensure the correct wheel has been selected for the tyre to be fitted.

Prior to fitting of the tyre to the wheel, the tyre should be inspected for damage and foreign matter,
paying particular attention to the inside of the tyre and removing any objects. Tyres, which have been
damaged and are outside the acceptable criteria specified in section 6, paragraph 6.4.3. should be
rejected and returned to the manufacturer /retreader, whichever is applicable. Ensure that the tyre is of
the correct application by checking the part number, ply rating, TSO rating etc.
5.2.2
Prepare the wheel assembly for installation in accordance with the manufacturers maintenance manual,
ensuring the mating surfaces of the hubs are free of damage, fuse plugs, inflation valves are in good
condition and are tightened to the specified torque. Use a new O-ring seal of the correct application
and lubricate carefully with an approved lubricant.
5.2.3
To facilitate fitment and subsequent de-mounting an approved bead lubricant, such as Red Turkey Oil
may be used in small quantities. Carefully apply the lubricant to the bead toe areas. . Contamination of
the tyre bead faces with wheel grease should be avoided at all times as braking performance could be
affected.

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5.2.4. Tubeless Tyres - Fitting

In the absence of any specific instructions the light spot on the tyre (indicated by a red triangle or spot)
should be aligned with the wheel valve or wheel manufacturers indicated heavy spot.

Ensure the wheel O-sealing ring has not been disturbed and continue assembly as per the wheel manual.

If, due to tyre distortion, difficulty is experienced in effecting an initial seal, the wheel tyre assembly
should be held vertically and a load applied to the tread area of the tyre.

5.2.5. Tubed Tyres

Prior to fitting, tubes should be inspected for damage and foreign matter. Tubes showing evidence of
cracking, splitting at the base of the valve stem and excessive ceasing should be rejected. Dust the tube
and inside of the tyre with French chalk or lubricating talc and shake off any excess.

The heavy spot on the tube (indicated by a red stripe) or the tube valve stem should be aligned with the
light spot on the tyre (indicated by a red triangle or spot).

Offer the tube to the tyre carefully avoiding creasing and pinching of the tube. Smooth out any creases
in the tube, with the fingers, to lessen the possibility of air trapping. On completion of assembling the
wheel/tyre/tube and with the wheel hubs correctly bolted, inflate the assembly and then deflate to
eliminate any trapped air between the tyre and inner tube. This process also aids even expansion of the
tube and prevents creasing and pinching against the tyre bead toe areas.

Continue inflation as in 5.3

5.3 Tyre Inflation

5.3.1 Initial Tyre Inflation

Prior to inflation, ensure the wheel is correctly assembled in accordance with the Wheel Manufactures
Maintenance Manual.

The initial inflation of a newly fitted wheel assembly should always be carried out within an
approved safety cage. Use a screw on type inflation connector for pressures over 100 psi (7.0bar).
DATL recommends the use of Nitrogen or other inert gas (with maximum 5% oxygen content) when
inflating aircraft tyres. Attention is drawn to CAA Airworthiness Notice No.70 (16 March 1988).
Ensure that a suitable pressure- reducing valve is incorporated in the Nitrogen delivery line.

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5.3.2. Inflation.
With the assembly in the safety cage run the inflation delivery line to the cage and connect to the
inflation valve with a screw-on connector. Ensure that a suitably calibrated pressure regulator, which
has been set at the appropriate pressure, and pressure- reducing valve are incorporated in the inflation
delivery line. Commence the inflation process and inflate the tyre slowly, initially, until the beads have
seated. Continue inflating, carrying out regular pressure checks, until the specified operational
pressure has been attained.

Disconnect the air supply and check for leakage from the valve, core plugs, fuse plugs, wheel hub
mating area and bead seating area. This can be carried out by spraying the above areas with a leak
detection solution or by water immersion.

5.3.3. Pressure Loss Due To Tyre Growth

Due to the properties of the materials from which they are constructed, new aircraft tyres can grow for
up to 12 hours after initial inflation. As the volume of the tyre increases, as a consequence of this
growth, the effective chamber pressure will reduce.

The inflation pressure of new tyres should be checked, with a calibrated pressure gauge, after a
minimum of 12 hours and re-inflated to the specified operational pressure.
Note: Ambient temperatures should be taken into consideration at this point as a variation of
temperature can affect tyre pressure readings, refer to section 6 paragraph 6.2.4.3.

5.3.4. Pressure Loss Due To Normal Diffusion

Following any initial reduction in tyre pressure due to growth, tyre pressure can further reduce by up to
5% in 24 hours. This is due to natural diffusion of the inflation medium through the inner liner into the
casing.
If this gas were allowed to build up within the tyre, internal pressure would occur causing blisters to
form between the casing plies or between the casing and tread, with a possible consequence of a tread
separation. To prevent this, awl vent holes, are placed in the lower sidewall of the tyre, which allow the
diffused gas to bleed off.
5.3.5. Venting
Seepage of gas in the form of air bubbles from the awl vent holes, which are highlighted by green litho
ink, is normal and will be seen if the tyre is pressure checked by immersion in water or sprayed with a
leak detection solution. The process of awl venting will be seen throughout the life of the tyre. The tyre
should not be rejected purely on the basis of awl venting alone as the degree of venting will vary from
tyre to tyre, see paragraph 5.3.4.

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5.4 De-mounting

5.4.1 Deflation

If the valve cap and core are still fitted, remove the cap and deflate the tyre in accordance with the
Wheel Maintenance Manual. Remove the deflator and the valve core with an approved tool as listed in
the Wheel Manual. Always wear suitable eye protection when carrying out this process.

Warning : Temporary blockage of the valve due to ice formation may occur several times before
deflation is complete.

5.4.2 Tyre Removal

Ensure that the tyre is fully deflated and the valve core is removed. Failure to observe these
precautions will result in hazard and possible injury to the operator.

Carefully free the tyre beads from the wheel bead seats, if necessary using a suitable bead breaking
machine, refer to the Wheel Maintenance Manual for the approved equipment. The use of tyre levers or
other sharp tools to unseat the tyre beads is prohibited as the sealing capabilities of both tyre and wheel
could be irreparably damaged.

Dismantle the wheel in accordance with the instructions of the Wheel Maintenance Manual and remove
the tyre.

If the tyre is to be retreaded and stored for a period of time, it is recommended that it be stored as
instructed in section 4 paragraph 4.2.1.

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 Section 6
Maintenance Practices for Tyres Installed on
Aircraft
6.1 General

The data in this section is general in nature and covers essential maintenance and inspection
requirements. They should be followed unless otherwise specified by an aircraft manual or airworthiness
notice/directive.

These instructions are for the use of ground crew and flight personnel to ensure that unsafe tyres are
replaced before flight, sound tyres with minor blemishes or damage will not be removed prematurely
and that worn tyres will be removed at the proper time to ensure, where applicable, retreading of that
tyre.

Aircraft tyres operate at high inflation pressures and are potentially dangerous if not handled properly.
Care should be exercised at all times and the correct tools and equipment, which has been calibrated,
should be used for all maintenance activities.
Always wear suitable eye protection when deflating or inflating tyres.

Never inflate tyres direct from a high- pressure bottle. Always ensure that a suitable pressure- reducing
and regulator valve are fitted to the system.

6.2 Inflation Pressure Maintenance

6.2.1 Inflation Pressure checking

It is essential that aircraft tyres be maintained at the correct inflation pressure. Any deviation from
specified operational inflation pressures will affect both the performance and safe operation of the tyre.
Under-inflation will increase tyre deflection resulting in excessive heat generation and over-stressing of
the carcass leading to either ply or tread separation. Over-inflation will accelerate wear in the tread
crown area and render the tyre more susceptible to foreign object damage (FOD). Therefore it is
essential that tyre inflation pressures are checked and adjusted on a regular basis, at least every 24 hours
or preferably at each pre-flight inspection. Tyres on multi-bogie gears can not be visually inspected for
equal deflection, because if one tyre is under-inflated then the companion will take the load of both tyres
and will therefore appear at equal deflection, in any case visual inspection is totally unsatisfactory and
dangerous. Failure to adhere to the following instructions will result in tyres being over-
deflected causing - abnormal wear, excessive heat build-up, reduced tyre life and potentially a
catastrophic tyre failure endangering both aircraft and personnel.

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6.2.2. Cold Pressure Checking
Pressures should be checked and adjusted only when tyres are at ambient temperature. As a guide, tyres
should be allowed to cool for about three hours following a landing manoeuvre prior to checking
inflation pressures. Tyres should be inflated using Nitrogen or other inert gas, see section 5.3.1.

6.2.3. Inflation pressures

Tyre pressure can reduce by up to the acceptable 5% of the operational pressure in 24 hours due to the
effects of natural diffusion of gas through the inner liner of the tyre. Where practicable, checks should
be made using an accurate dial type gauge before each flight or at least on a daily basis. Pressure gauges
should be of a dial type and calibrated regularly.

The tyre inflation pressure is specified in the aircraft manual and may vary depending on the gross
weight and position of centre of gravity of the aircraft.
Due to tyre deflection the pressure of a tyre when loaded will be approximately 4% higher than in an
unloaded tyre. Care should be taken when checking or adjusting tyre pressures that the correct value is
used.
The following maintenance tolerances on the specified pressures are recommended. Always refer to
Aircraft Maintenance Manual for correct tyre pressures. .

NOMINAL TYRE PRESSURE TOLERANCE

bar psi bar psi

3.4 0-49 +0.3/-0 +4/-0

3.5 – 6.8 50-99 +0.4/-0 +6/-0

7.0 – 13.7 100-199 +0.7/-0 +10/-0

13.8 and higher 200 and higher +1.0/-0 +15/-0

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DAI/9568/96

6.2.4. Recommended inflation pressure schedule and adjustments.

The following actions apply to inflation (tyres which have reached ambient temperatures) pressure
settings. Also ensure that pressures are for loaded or unloaded tyres i.e. a loaded tyre pressure will
equal 1.04 x unloaded specified tyre pressure.

Pressure readings as a % Tyre status Actions required.

of operational pressure

More than 105% or above Over-inflated = Readjust pressure to maximum of normal

operating range.

105%-100% Normal operating

pressure range = Do not adjust tyre pressure.

100%-95% Acceptable daily = Readjust pressure to maximum of

pressure loss normal operating pressure range.

95%-90% Accidental pressure = Readjust pressure to maximum or normal

loss operating pressure range.
= Record in Tech. logbook.
= Re-check pressure after 24 hours.
= If pressure loss is(.5%) remove assembly from
aircraft.
= Inspect/investigate assembly for cause.

90%-80% Pressure loss = Remove assembly from aircraft.

= Reinflate to specified operating pressure.
= Carry out 24 check.
= If pressure loss is outside daily acceptable
allowance (5%) investigate cause.
= If cause can not be determined for pressure
loss dismount tyre and return to an approved
repair station for inspection.
80%-0% Major pressure loss - = Remove both affected tyre and its axle
companion.
= Replace both tyres

NOTE: In cases where blown fuse plugs are detected and it can be confirmed that the tyre has
not rolled under-inflated; the tyre may remain in service. If it is suspected that a fuse plug has
blown during A/C manoeuvres remove the affected tyre and axle companion and scrap both
tyres.

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6.2.4.1. Tyre Pressure I Temperature Relationship

6.2.4.2.Pressure Maintenance of Hot Tyres

Tyres generate heat in normal operations and may be subjected to additional heating from brake heat
soak or kinetic heating of the aircraft structure. Following operations, the pressure of individual tyres
on an aircraft may vary due to absorption of differing amounts of energy.

INFLATION PRESSURE SHOULD NEVER BE BLED OFF FROM HOT TYRES.

Tyre pressure maintenance should only normally be undertaken on tyres, which have been allowed to
cool to ambient temperature. Depending on the tyre size and the type of operation, cooling of the tyre
can be up to three hours after the aircraft has landed.

If in exceptional circumstances, due to operational requirements, it is necessary to check inflation

pressures of hot tyres, the following basic rules can be used for guidance:
- Single axle tyres should be at least equal to specified pressure.
- Dual axle tyres with approximately similar temperatures should at least, be at equal pressure, if
not inflate the lower pressure tyre to the same value as the higher reading tyre. Record findings
and action in the tech log, making a note of the ambient temperature. If, on the next check, a
similar pressure drop is recorded, reject the tyre in accordance with paragraph 6.2.4.
- Multi-bogie gears, if all tyres are of approximately similar temperature, then all the tyres should
at least be within 5% of the tyre with the highest pressure reading. Any tyre found to be inflated
lower than this 5% range; re-inflate to within 5% of the tyre with the highest reading and record
in the tech log, making a note of the ambient temperature. If, on the next pressure check, a
similar pressure drop is recorded, reject the tyre in accordance with paragraph 6.2.4.
Note: If any one tyre is found to be exceptionally high i.e. above 10% of companion tyres or on single
axle above the minimum specified pressure, investigate for possible brake or bearing problems.
-
6.2.4.3. Effects of change in Ambient Temperature on Tyre pressure.
As an approximate guide, an increase in ambient temperature of 3 degrees Centigrade will cause
the tyre inflation pressure to increase by 1%. Conversely, a 3 degree Centigrade drop in
temperature will result in a 1% decrease in tyre pressure.
Tyres, which are subject to extreme changes in temperatures in excess of 25 degrees as a
consequence of operating in different climatic conditions; should be inflated for the cooler
climate prior to take-off.
For example a temperature change of 35o C (35/3o x 1%) = 11.6% calculated increase to tyre
pressure.

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6.3 Tyre Inspection - Wear

Regular inspection for wear and damage of tyres mounted on aircraft is essential and should be
undertaken as part of the routine tyre maintenance programme.

6.3.1 Criteria for Removing Tyres when Fully Worn

Unless otherwise specified by the appropriate Airworthiness Authority or Operator Maintenance

Manual, for general guidelines the following criteria is recommended.
Non re-treadable tyres.

-At the first appearance of casing ply for bias tyres, for radials - remove when the steel or nylon- belt
is exposed at the fastest wearing location.

Re-treadable tyres.

Tyres which are to be re-treaded should be removed before they are worn beyond re-treadable limits.
-Based on the fastest wearing location, remove tyres when wear has reached the base of any
groove at any point of the tread circumference.
-Remove tyres, which have fabric exposed, irrespective of how much tread groove is remaining.

Note: Tyres found to be exhibiting the above removal wear standards on an aircraft, which at the time is
at an out-station, may remain in service for a further flight/s but must be removed at the next earliest
opportunity.

For certain very high speed tyres; nylon fabric reinforcement may be incorporated within the tread
rubber. This fabric forms part of the wearable tread pattern and will be exposed during the life of the
tread. Tyre wear should still be assessed in accordance with the removal criteria in paragraph 6.3.1

Note: Where operational or climatic conditions are conducive to aquaplaning; wear limits should be
advanced to 2mm i.e. where wear has reached to a groove depth of 2mm remaining at any point of the
tread circumference, the tyre should be removed.

Multi dimple Tvre

The tyre is fully worn when the tread in any row of dimples is worn to the bottom of the dimples.

Twin Contact Tyre

This type of tyre should be removed from service when the centre of the crown shows evidence of
having been in rolling contact with the ground.

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6.4. Tyre Inspection - Damage
64.1. Chevron cutting. Figure 5
Chevron cutting normally occurs as a result of tyre spin-up during landing on cross groove cut runways.
Tyres may remain in service providing the
following criteria are met:

• Fabric is not exposed for more that

40mm2
• Cutting is less then the contact area of the
tread footprint.
• Cutting does not extend to undercutting
of any tread rib.

Fig.5

6.4.2. Tread chunking. Figure 6

Tread chunking is indicative of tight turning
at relatively fast taxiing speeds. It can also be
attributed to operation on rough and
unprepared runways. The tyre may remain in
service providing that:

• Chunking does not exceed more than

35mm 2 on any tread rib.
• The reinforcing fabric is not exposed for
more than 25mm 2
• Chunking does not extend into under- cutting of any tread rib.

Fig. 6

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6.4.3. Cut Damage. Figure 7

Cuts to the tread and sidewall of the tyre are often
caused by foreign object damage. Failure to observe
these recommendations may result in separation of a
tread rib. Remove tyres if:
• Cuts penetrate any casing plies.
Fig 7
• Cuts extend more than 35 mm or 50% of any
tread rib and has a tread depth of 50% or more
than existing tread depth.
Any cuts, which expose the casing cords, require the
tyre to be removed. For certain very high speed tyres;
nylon fabric reinforcement may be incorporated in the
ribs of the tread itself.
This fabric forms part of the wearable tread and will be exposed during the life of the tyre. Cuts, which
expose this fabric, do not necessarily require the tyre to be removed. Tyre cuts should still be assessed
in accordance with the above removal criteria.
Fig. 7
Depending on the severity, tyres with cuts in the casing may be
repairable prior to retreading and should be returned to Dunlop for
assessment.

6.4.4. Dry Braking Flats. Figure 8

Flat spots caused by locked or non-rotating wheels on dry runway
surfaces give rise to a flattened scuffed area on the tread surface.
Subject to the wear criteria of paragraph 6.3.1 the tyre may remain
in service.
If shimmy or unbalance problems are experienced as a result of the
flat spot the tyre should be removed.

Fig. 8

6.4.5. Wet Braking Flats Figure 9

Flat spots can also occur on wet runway surfaces due to
hydroplaning. The resulting flat spot will have the appearance of
melted rubber.
Subject to the wear criteria of paragraph 6.3.1. the tyre may remain in service.

If shimmy or unbalance problems are experienced as a result of the flat spot the tyre should be removed.
Fig. 9
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6.4.6. Bulges Figure 10

Bulges on the tread or sidewall of a tyre normally

indicate a separation of components, which if left
undetected, can result in a serious tyre failure.

Overheating resulting from tyre under-inflation or

excessively fast taxiing over long distances will
result in this condition.

Bulges should be marked with a crayon and the

tyre removed and returned to the re-treader for
further inspection.

Fig 10

6.4.7. Shoulder Wear Figure 11

Excessive dual shoulder wear is normally
associated with severe tyre under-inflation
operation. Under-inflation operation can cause
over-deflection of the tyre sidewalls inducing
excessive heat build-up, especially in the shoulder
regions.
This heat build-up will result in component
separation and possible tyre failure.
Remove tyre in accordance with pressure schedule table 6.2.3.
 Fig. 11

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6.4.8. Tyre Burst Figure 12

Tyre burst due to severe foreign object damage. Tyre

bursts can also result from impact concussion and
accelerated carcass fatigue arising from either tyre
under-inflation or prolonged excessively fast taxiing.

In the event of a tyre burst the companion tyre(s) may

be subjected to severe stressing of the carcass due to
overload.
Companion tyre(s) that have been subjected to overloaded rolling, following a tyre burst, should be
removed and scrapped.

Fig.12

6.4.9. Heavy Cross Wind Landings Figure 13

Striations or scoring across the tread in a radial direction are indicative of landing in a particularly
strong cross wind. Tyres exhibiting this condition mainly on the tread shoulders indicate tight turning.

Such damage if severe can result in local tearing at the tread to casing interface, which may
subsequently develop into separation later in the tyre service life.

Fig. 13
If scoring is so severe and is accompanied with tread chunking or tread rib under-cutting, remove tyre
from service.

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6.4.10. Sidewall Cracking Figure 14

Cracks in the sidewall of the tyre may occur due to over-

deflection operation or weathering.
This condition may also manifest during service on tyres
which have been subjected to unsatisfactory storage
conditions.

The tyre may remain in service, providing that the

cracking is confined to the sidewall rubber and no casing
cords are visible.

Fig. 14

6.4.11. Tread Groove Cracking Figure 15

Groove cracking can be associated with

excessive stresses resulting from operational
factors such as under-inflation.
Contamination by fuel, lubricants etc. can also contribute to this condition.

Tyres exhibiting superficial cracking within the tread groove rubber may remain in service, providing
that the cracking does not either expose any under-lying fabric cord or propagate into under-cutting of
any adjacent tread rib.
 Fig. 15

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6.4.11. Excessive Brake Heat Figure 16

The bead areas of tyres can sustain damage as

a result of excessive brake heat soak,
particularly if excessive braking forces have been experienced.

Inspect tyres above the wheel rim flange area for evidence of damage due to brake heat soak.
Evidence of overheating such as the following are criteria for removal of the tyre:
• Blistering of the bead rubber.
• Severe bluing and brittleness of the bead rubber.
• Appearance of melted rubber in the bead area.
Fig. 16

6.4.12. Open Tread Joint. Figure 17

Tyres exhibiting a witness mark, such as in figure 17

may remain in service, providing the following
criteria is observed:
• The open tread splice does not exceed 3mm at
the tread surface ( measured circumferentially)
• The depth of an open splice does not exceed
1mm at any point across the tread width.
 Fig. 17

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6.5. Procedures Following a Rejected Take-Off (RTO)

There are various levels of Rejected Take-off (RTO) and there are a number of parameters involved
which can affect the serviceability of tyres, such as – speed, loads and distances. Consequently all RTOs
do not necessitate the removal of tyres.
As a guide:-

a) Where speeds remain below normal landing speeds and as a consequence, normal braking
energies are experienced, then the tyres may remain in service. It is recommended that the tyres
be allowed to cool for approximately thirty minutes prior to recommencing normal operation.

b) If speeds of above normal landing speeds are exceeded and as a consequence, higher than
normal braking energies are experienced, then remove tyres and return to an approved repair
station for inspection.

6.6. Flat Spot Due to Nylon Set

Tyres on aircraft, which have been left stationary for any length of time, may develop temporary flat
spots. This phenomenon is particularly noticeable in cold weather; the flat spots will normally disappear
during the course of a taxi run. Aircraft that are to be stored for prolonged periods should ideally be
jacked up or have the wheels rotated periodically to prevent such flat spotting.

NOTE: Should an aircraft experience unacceptable vibration as a result of tyre(s) having casing flat
spots, remove tyre(s) and return to a retread agency for inspection.

6.7. Contamination of Tyres

Contamination of tyres with substances such as hydraulic fluid, fuel, oil or grease should be avoided as
these materials have a deteriorating effect on rubber. Contaminants should be removed as quickly as
possible preferably using a denatured alcohol or detergent and clean water.
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6.8 Tyres with Uneven Wear.

Uneven wear on one side of the tyre may occur due to the geometry of certain aircraft, the effects of
camber rolling or operational manoeuvres. Certain tyres may be de-mounted and turned around to
counter this wear phenomenon, providing that excessive wear has not occurred to the affected side of
the tyre, see paragraph 6.3.1.

If in doubt with regard to this practice consult the aircraft constructor or tyre manufacturer. Excessive
wear may be seen at the centre of the tread resulting in advanced centre groove/rib wear in comparrison
to the remaining tread profile. This is normally associated with over-inflation of the tyre, refer to the
Aircraft Maintenance Manual for the correct tyre inflation pressure, see also paragraph 6.2.3. for
correct pressure maintenance schedule.
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SECTION 7 Tyre/Tube Combinations

7.1 Tube Creep

Check all tubes for creep.

If creep has exceeded the creep mark painted on the tyre/wheel
assembly, identify the tyre/tube. Damage resulting from excessive
creeping can cause chafing between the tyre bead toe and the tube
assembly. Tubes with such damage are scrap. (see figure 18)
Figure 18 Tube Chafing

7.2. Tube Creasing

Tubes with creasing due to either incorrect fitment or excessive tube growth are scrap. (see figure 19)

Figure 19 Tube Creasing.

7.4 Tube Cracking

Inspect tubes for serviceability of cracking. Inspect the tyres by pinching the tube rubber between the
thumb and finger and assess
the extent of any cracking.
If the cracking is confined to the surface of the compound the tube may remain in service.
If there is a tendency for the cracking to extend into the compound then scrap the tube.

Figure 20 Rubber Cracking

7.4 Initial Receipt
On initial receipt of tubes inspect and reject tubes in accordance with the criteria
in paragraph 7.1, 7.2 and 7.3
NOTE: When fitting tubes refer to the appropriate Wheel Manufactures Manual. Refer to 5.2.5.

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