Escolar Documentos
Profissional Documentos
Cultura Documentos
APPLICABILITY: ALL
1. PURPOSE
The purpose of the revision is to clarify the wording of the notes dealing with the return to the
base when tire has reached a criteria for removal.
On a same aircraft it is possible to find tires from different manufacturers. In order to make easier
the reading of removal criteria, it has been decided to try to harmonize these data to the best
extent and to have criteria related to the tire size/type instead of the manufacturer.
This document is a compilation of data issued from manufacturers documentation and also from
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
in-service experience.
Note: It is to be highlighted that in some countries, the limits given in this document may have to
be agreed by local airworthiness authorities as they can have some specific requirements.
2. BACKGROUND
The information concerning the criteria for inspection of tires that are contained in the current
issue of the Aircraft Maintenance Manual for each Airbus aircraft type is directly taken from the
various manuals issued by the tires manufacturers.
This has been the Airbus policy for many years, in fact since the first A300 aircraft entry into
service.
However, on a same aircraft it is possible to find mixed configurations, i.e tires of same size but
from different manufacturers also. Therefore, it has been decided to try to harmonize these data
and to have criteria related to the tire size/type instead of the manufacturer.
3. DESCRIPTION
This Service Information Letter is a compilation of data issued from manufacturers documentation
and also from in-service experience.
4. AIRBUS ACTION
The criteria for tire removal are given in the following chapters:
• Tread pattern:
o Normal wear
o Uneven wear (shoulder, center)
• Tread damage:
o Flat spots
o Tread rubber reversion
o Peeled rib
o Thrown tread
o Tread cuts
o Chevron cutting
o Groove cracking
o Rib undercutting
o Open tread-splice
o Tread chipping and chunking
• Sidewalls
o Cuts
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
An even tread wear indicates that the tire has been properly maintained during its service life.
At the main base (or maintenance base), the tire shall be removed from aircraft if:
• the tread wear level reaches the bottom of any groove at any point of the tread surface,
or
• the reinforced ply (bias tire) or the protector ply (radial tire) is exposed at any point of the
tread surface.
NOTE
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
In general, under inflation will lead to excessive tread shoulder wear and subsequent heat build-
up which may result in severe internal tire damage.
Over inflation accelerates the center tread wear, reduces tire traction, reduces the number of
cycles and make the tire more susceptible to cutting and foreign object damage (FOD)
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
At the main base (or maintenance base), the tire shall be removed from the aircraft if the wear
limits are reached.
NOTE
Flat spot may result from locking of the wheel during braking, hard touchdown or severe steering
manoeuvre (for the nose tires).
The tire shall be removed from aircraft if the flat spot reaches the reinforcing ply (bias tire) or the
protector ply (radial tire).
NOTE
IF THE FLAT SPOT DOES NOT REACH THE ABOVE-MENTIONED LIMIT, IF THERE
IS SUFFICIENT GROOVE DEPTH IN THE WHOLE FLAT SPOT AREA, IF THERE IS
NO INCIPIENT SEPARATION AND IF VIBRATION IS NOT DETECTED DURING
ROLLING, THE TIRE CAN REMAIN IN SERVICE.
Tread rubber reversion is generally caused by wheel locking on wet or ice covered runways. The
affected area is similar in shape to a flat spot (oval), but the rubber appears to be melted.
Usually starts with a cut in the tread and results in a circumferential delamination of the tread rib
away from the tire carcass.
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
Note: Pieces from the tread must be requested from airport authorities and returned to the home
base for potential analysis by the vendor.
If the tire is still inflated after aircraft is at parking position, record the pressure after it has cooled
down (allow 3 hours). Then deflate the tire before removing the wheel assembly.
Caution: Avoid approaching wheel from either side of the tire. Always go near the wheels from
an oblique angle - direction of the tire’s shoulders.
Warning: Remove the valve core when the tire is fully deflated.
Removal of the wheel valve core on an inflated tire could project the core with
high velocity and force. This can cause injury to persons.
Early signs of tread separation can manifest themselves in the form of tread bulges, local uneven
wear (depression) or local tread/sidewall rubber split.
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
Foreign objects that are present on the runway, taxiway and parking areas cause cuts to the tires.
The definition of cut limits is complex. It is based on the service experience of each vendor and is
not easy to harmonize.
Due to different technologies and tire constructions, tolerance to damages can be different for
each manufacturer and even each tire reference for a same manufacturer. Refer to the relevant
vendor’s manual for details.
In the absence of specific cut limits in documentation, the tire shall be removed from the aircraft
if:
• cut or embedded object exposes or penetrates the reinforcing ply (bias tire) or the
protector ply (radial tire):
o Cut penetrates the outer casing ply (bias tire) or the outer layer (radial tire).
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
• cut or embedded object does not expose or does not penetrate the reinforcing ply
(bias tire) or the protector ply (radial tire):
Tread damage (small z-, s- or v-shaped cracks) caused by running and / or braking on cross-
grooved runways.
Due to different technologies and tire constructions, tolerance to damages can be different for
each manufacturer and even each tire reference for a same manufacturer. Refer to the relevant
vendor’s manual for details.
In the absence of specific cut limits in documentation, the tire shall be removed from the aircraft
if:
Groove cracking may result from environmental aggression of the rubber (ozone attack
for example) or from an excessive mechanical solicitation of the tire. These cracks occur
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
• the groove cracking exposes the reinforcing ply (bias tire) or the protector ply (radial
tire).
• the groove cracking is undercutting the adjacent rib.
This is an extension of groove cracking resulting from mechanical solicitation and progressing
under a tread rib. It can lead to tread chunking, peeled rib or thrown tread.
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
The tire shall be removed from aircraft as soon as the crack extends under the rib.
This is a condition visible at the edge of the tread rib in which small amounts of rubber begins to
separate from the tread surface. Tread chunking can be caused by high lateral loading of the tire,
sometimes caused by tight turning.
4.3 Sidewalls:
Sidewall cuts are often caused by foreign objects present on the operating surfaces.
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
The tire shall be removed from the aircraft if sidewall cords are exposed or damaged. Cuts or
cracks in the rubber that do not reach the cord plies are not detrimental to tire performance. The
tire can remain in service.
Weathering and cracking occur when tires are exposed to aggressive environmental conditions.
The tire shall be removed from the aircraft if sidewall cords are exposed.
The tire shall be removed from the aircraft immediately. Mark the affected area before deflating
the tire for easy identification and analysis by the vendor.
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
5. Miscellaneous:
In case of contamination, check for rubber condition. The tire has to be cleaned quickly with
denatured alcohol to remove the contaminant then washed with a soap and water solution.
Caution: If the rubber feels soft or spongy when probed or bulges are present, then tire is no
more suitable for service. The wheel assembly shall be removed from aircraft.
On other A300 aircraft (B4, -600), A310, A318, A319, A320 and A321 it is limited to 225 mph
(362 km/h / 195.5 kt).
Note: This limitation is valid even for tires marked 235 mph (378km/h / 204 kt) or 245 mph (394
km/h / 213 kt).
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
On A330, A340 (including A340-500 and A340-600) and A380 aircraft, the maximum take-off
speed is 235 mph (378 km/h / 204 kt).
In case of over speed take-off or landing, all the wheels have to be removed from the aircraft. The
event must be made known when the casing is returned to the tire manufacturer.
6. INFORMATION:
After the information contained in this document is incorporated in the relevant AMM, the SIL will
be cancelled.
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
This document and all information contained herein is the sole property of AIRBUS S.A.S..
No intellectual property rights are granted by the delivery of this document or the disclosure of its
content. This document shall not be reproduced or disclosed to a third party without the express
written consent of AIRBUS S.A.S..
This document and its content shall not be used for any purpose other than that for which it is
supplied.
© AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.