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dunlop aircraft tire manualClick read more to get the link to download the PDF document. You will need to supply some details to download the manual. The page will open in a new window. Dunlop designs, makes and retreads world class aircraft tires for many popular narrow bodied, wide bodied, regional and military aircraft from manufacturers including Airbus, Boeing, Bombardier and Embraer. Operators can save money by following best practice guidelines and by becoming familiar with some deeper aspects of tire design and use. Click read more to get the link to download the PDF document. This article offers an introduction to the construction of Bias Tires. It is a design that is similar to that of car tyres. Typically, the radial tyre offers more landings per tread and lighter weight than a bias tyre; though sometimes at the expense of retread lives. This list provides an explanation of the markings that you will normally see and a detailed explanation of airplane tire dimensions. This short article describes the ply, speed and load ratings. A great addition to any hangar wall! The red blobs and green spots which appear around the sidewall of the aviation tire are explained in this article. This article briefly explains why pressure maintenance is so important. For more information check out our useful guide! But retreading a tire for an airplane is common practice. Read this post, which is written for curious flyers rather than the aviation industry, to learn more about the practice and the process of retreading airplane tires. Dunlop designs, makes and retreads world class aircraft tires for many popular narrow bodied, wide bodied, regional and military aircraft from manufacturers including Airbus, Boeing, Bombardier and Embraer. Discover everything Scribd has to offer, including books and audiobooks from major publishers. Start Free Trial Cancel anytime.http://vueling.kiev.ua/userfiles/command-start-problems-manual.xml
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Report this Document Download Now Save Save Dunlop Aircraft Tyres For Later 0 ratings 0 found this document useful (0 votes) 257 views 67 pages Dunlop Aircraft Tyres Uploaded by rav Description: tire manual Full description Save Save Dunlop Aircraft Tyres For Later 0 0 found this document useful, Mark this document as useful 0 0 found this document not useful, Mark this document as not useful Embed Share Print Download Now Jump to Page You are on page 1 of 67 Search inside document Browse Books Site Directory Site Language: English Change Language English Change Language. Dismounting Bias Tires 12. Dismounting Radial Tires 13. Remounting of tires 14. Tire condition unsuitable for retreading Tire Flat-spot 17. Protection from Contamination 18. Maintenance of Airport Surfaces Storage of Tires 21. Handlings of tires 22. Precautions during Unloading 24. Service Claim Memorandum The group will fulfill our responsibilities decisively. As you reach for the future, the Group will remain by your side. You must write them on a different page. TRANSMITTAL INSERTED No. BY DATED DATE TRANSMITTAL INSERTED No. The information contained in this ACMM is applicable to: bias (cross-ply) tyres, which can be tubeless or tubed radial-ply tubeless tyres. This ACMM is divided into the sections given in the ATA i2200 Specification and listed in the Table of Contents. Sections which are not applicable have been omitted. The information given will let the user: Make an analysis of the condition of the component removed from service. Do the procedures necessary (if required) to put the component back to a serviceable condition. C. The procedures in this ACCM make sure that the component is in good condition before it is returned into service. D. If necessary, use other instructions given in the Aircraft Maintenance Manual (AMM), the Component Maintenance Manual (CMM) for the aircraft wheel, a Technical Order (TO) or an Airworthiness Directive. E.http://happysteelindustry.com/userfiles/command-start-remote-starter-manual.xml The UK Government Regulations make it necessary to include a Statement of Initial Certification in the manual; you can find it on the Title Page. This statement certifies that a given standard of quality control was used in the production of the manual. F. If you require information about publications, spares and support engineering, refer to: Dunlop Aircraft Tyres Limited 40 Fort Parkway Erdington Birmingham B24 9HL England Telephone: 44(0) Facsimile: 44(0) Web: 2. Revision Status A. The user is responsible for ensuring that they are using the latest revision. Page 13 of 62 13 Examples of Tyre Markings Figure 1 Page 14 of 62 14 C. Tyre Size (Ref Fig. 2) The tyre size can be shown on the tyre as follows: (a) A only, for example 44, or (b) B-C only, for example, or (c) AxB only, for example 49X17, or (d) AxB-C, for example 49x, or (e) AxBRC, for example 46x17R20 for radial-ply tyres. NOTE: The size specifications shown in Para C. (d) and (e) above are the tyre size standards now used for tyres of new design. A tyre size could have a prefix H (for example, H44.5x ). The H indicates that the wheel rim, on which the tyre is to be installed, must have a specified width between the flanges (in a range of 0.60 to 0.70 x the nominal width of the tyre. (3) Dimensions A, B and C can be inches or millimetres. B B C A Dimensions Used for Tyre Size Specification Figure 2 Page 15 of 62 15 D. Speed Rating E. F. The speed rating of a tyre (for example, 225 mph) is its maximum rated ground speed (approved after completion of tests on the tyre at that speed). Ply Rating and Load Rating The Ply Rating (PR), (for example, 22 PR), is an index which can identify the maximum.The Load Rating (LR) is the maximum static working load that is permitted. For example, in the serial number: (a) 13 is the year of manufacture. (b) 001 is the day of manufacture. (c) 123 identifies the tyre. H. Association of European Airlines Code For the AEA, it is necessary to show an AEA code.http://www.jfvtransports.com/home/content/bose-lifestyle-48-instruction-manual This code identifies the number of casing plies (carcass and breaker plies) and the modification status of the tyre design. For example, in the AEA code N018-2A: (a) N018 N indicates nylon and 18 is the number of carcass plies. (b) -2 is the number of breaker plies. (c) A is the tread modification number. I. Dunlop Part Number Dunlop part numbers are 4 or 5 digit numbers with a prefix of 2 or 3 alpha characters. If used, the suffix T indicates that a tyre is tubeless. For example, a Dunlop part number could be shown as DR15348T. The prefix of 2 or 3 alpha characters is used to indicate specified characteristics of a tyre as follows: (a) DR indicates a bias tyre with a rib tread. (b) DRR indicates a tyre with fabric in the tread giving more strength (the second R indicates Reinforced). (c) DZ indicates a radial-ply tyre. (d) DA indicates an anti-shimming tyre or a twin-contact tyre. (e) DB indicates a tyre with a serrated rib. (3) J. The prefix DT is used for the part number of an inner tube. Military Tyre Markings Tyres for military aircraft have special markings related to the military specification. These markings could include a stores reference number (for example a NATO Stock Number (NSN)). Page 16 of 62 16 K. L. Vent Hole Marking Vent holes are small holes (awl holes) made in the lower sidewall of the tyre and above the wheel flange area. On a tubeless tyre, green litho ink or paint is used to indicate the positions of the vent holes. The depth of the hole penetrates only to the first 2 or 3 plies of the casing. The holes allow the release of the small quantity of inflation gas which can diffuse through the inner liner. Without the vent holes, the diffused gas could cause ply or tread separation. (3) On tyres for which an inner tube is necessary, grey or silver litho ink or paint is used to indicate the positions of the vent holes.http://arredomilano.com/images/canon-a1-slr-camera-manual.pdf These vent holes are fully through the tyre casing and allow the release of diffused inflation gas caught between the tube and the inner wall of the tyre. The holes also allow for the release of air trapped in the casing during tyre manufacture. Balance Point Marking The balance mark on a tyre is a red spot or a red triangle which identifies the light point. When you install a tubeless tyre, use the applicable instructions in the wheel manufacturer s CMM. If there are no maintenance instructions for the wheel, (or no other special instructions), align the red balance mark on the tyre with the inflation valve on the wheel. (3) The balance mark for an inner tube is a heavy point. This is usually adjacent to the valve stem of the tube. When you install an inner tube, align the balance marks of the tube and the tyre. If an inner tube has no balance mark, align the valve stem of the inner tube with the balance mark on the tyre. M. Retread Markings (Ref Fig. 3) A Dunlop retreaded tyre has a number of markings added in a retread panel on the sidewall. The markings could include: (a) The identity of the owner of the tyre. (b) The date of the retread. (c) The retread level. (d) The AEA tread identification code and the mould skid depth. Page 17 of 62 17 Retread Tyre Marking Plate Figure 3 (3) N. More information on a retreaded tyre is shown on the tread buttress. For example, this could include the tyre size or the AEA code. Tread The tread is a special rubber compound which is resistant to abrasive wear, cutting, chunking and heat. Around its circumference the tread has moulded grooves which help to remove water between the tread and the runway during wet conditions and increase the traction and grip. Page 18 of 62 18 C. D. E. Inter-Tread Fabric An aircraft tyre can include Inter-Tread Fabric (ITF) also known as tread reinforcement layers. This is one or more layers of nylon fabric between the casing plies and the base of the tread. The ITF keeps the tread stable and free from distortion during high speeds when there is increased centrifugal force. The ITF also gives protection to the casing plies if debris cuts the tread. For tyres which can be retreaded, the ITF can be used as a wear indicator. For special high speed applications, the ITF can be moulded into the rubber of the tread. As the tyre wears, the ITF is seen in the tread pattern Casing (Bias Tyres Ref Fig. 4) The primary strength of a tyre is in the casing plies. A casing ply is a layer of high modulus cord which is coated with rubber compound to make a fabric. The fabric is assembled in layers, (the casing plies). For bias (cross-ply) aircraft tyres, the casing plies are installed around the bead coils to make the sidewalls of the tyre. This gives the bias tyre its strength. Adjacent layers of casing ply are put at opposite bias angles. The strength and load capacity of the tyre is related to the number of plies and bias angles. (3) In a tyre for a military application, the casing cord could be a red colour for easy visibility and indication of wear. Breakers F. A breaker is an added layer of fabric which gives more strength. The breaker layers are laid directly on the top casing ply across the width of the tread. They are a part of the tyre casing, and are not removed when the tyre is retreaded. Beads The tyre beads hold the tyre on its wheel. The beads are made of high tensile wire strands. Each wire strand is coated with rubber compound and is wound into a coil of the apex is applied to the top of the bead coil to make the bead assembly.The bead ller also gives more strength to the bead assembly and more stiffness to the area of the tyre that is compressed with a high load against the wheel rim. G. Chafers H. A chafer componen decreases the conduction of brake heat to the tyre from the rim. The chafer component is a strong nylon material which is coated with rubber. The chafer assembly is attached to the first ply and pulled around the bead face to the clinch area. Sidewall I. The sidewall is a layer of special rubber formulated with anti-oxidants. This rubber layer provides protection against weathering to the casing plies and is resistant to contamination, cuts and flexing. Inner Liner It also The inner liner is a layer of special rubber compound around the inner face of a tubeless toe and the other) and is a seal which prevents leakage of inflation gas and moisture into the tyre casing. Page 19 of 62 19 J. Chined Tyres K. Breaker Package (Radial-Ply Tyres) (Ref. Fig. 5) L. Some types of nose wheel tyres include one (or two) chines moulded into the rubber at one of (or each of) the shoulder buttresses. A chine is a rubber extension, (around the tyre circumference), that deflects water away from rear fuselarge mounted engines during aircraft movement on a wet runway. The breaker package, (also known as the belt plies), is a number of plies, made of nylon or aramid, attached below the tread of a radial-ply tyre. The breaker package gives stiffness in the tread area and helps to keep the circumference constant as the tyre Casing (Radial-Ply Tyres) (Ref. Fig. 5) The casing of a radial-ply tyre is not the same as that in a bias (cross-ply) tyre. A ply of casing fabric for a radial-ply tyre is made of rubber coated cords as usual. But in a radialply tyre, the plies are laid so that the cord direction is from bead to bead (at approximately 90 degrees to the circumference). Tread groove Casing plies Undertread Tread Sidewall Beads Inner liner Casing ply turn-ups Bead toe Bead heel Bias (Cross-Ply) Tyre Figure 4 Page 20 of 62 20 Breaker overlay Tread groove Belt Plies Tread Casing Plies Sidewall Bead Apex strip Casing Ply turn-ups Bead toe Inner liner Bead heel Radial-Ply Tyre Figure 5 3. Retread Tyres A. General This section has information for retreading of aircraft tyres. The term retreading refers to the method of restoring a worn tyre to operational condition by renewing the tread rubber. (3) During the retread process, any remaining tread and Inter Tread Fabric is removed and replaced with new materials. The tread rubber extends beyond the shoulder of the tyre by several inches. Due to the process, a buffed or roughened surface will be visible where the old rubber was removed and the new products join the sidewall. Refer to Fig. 6. (4) Cross retreading is where one manufacturer retreads the tyre casings of another tyre manufactures. This practice is based on agreement with the customer and any manufacturers restrictions. (5) The practice of cross retreading tyres currently only applies to bias casings. (6) Cross retreading of civil and military radial aircraft tyres is not currently permitted and can only be carried out by the original tyre manufacturer. (7) Normal appearance of retread tyre, Fig. 6. Page 21 of 62 21 Normal appearance of a retread tyre Figure 6 Page 22 of 62 22 INSPECTION CHECK 1. General A. This section gives the instructions necessary for the inspection and checks of tyres and inner tubes installed on aircraft. Unserviceable tyres with wear or damage more than the specified limits are replaced. Worn tyres are removed correctly at the correct time to enable them to be retreaded. 2. Inflation Pressures WARNINGS: BE CAREFUL AT ALL TIMES WITH AIRCRAFT TYRES INFLATED TO HIGH PRESSURES.An increase or of a tyre, and have an effect on the life and safety of the tyre.An increase of heat in the carcass can cause separation of the plies, tread separation and possibly tyre failure. Load v Deflection Fig. 7 (3) Figure 7 shows that an underinflated tyre deflects more than a correctly inflated tyre for a given load. This can lead to increased casing fatigue, increased wear, reduced retreadability, creep on the wheel or induce the wheel to pinch the tyre or the wheel to strike the runway.For example, a tyre on a strut with two wheels could be under inflated (have a pressure which is too low). But its deflection will look the same as the other tyre which has the correct pressure. This is because the tyre with the correct pressure has an increased load. Pressure Checks at Ambient Temperature Measure tyre pressures (and adjust tyre pressures) while the tyres are at ambient temperature. After an aircraft landing, let the tyres cool to ambient temperature for approximately three hours. Then you can measure the tyre pressures correctly. Inflation Pressures The usual diffusion of gas through the inner liner of a tyre decreases the tyre pressure. A pressure decrease of 5 of the operational pressure in 24 hours can be accepted. Before each flight (or each day), make sure that the pressures of the tyres are in the operational pressure range (as specified in the AMM). When you measure tyre pressure, use a pressure gauge which is accurately and regularly calibrated. (3) Tyre pressures must be as specified in the AMM. The the gross weight of the aircraft and the centre of gravity of the aircraft. (4) Tyre deflection increases the pressure in a tyre. A tyre with which is supporting the aircraft weight has a pressure which is approximately 4 higher (1.04 x higher) than a tyre which is not supporting the aircraft weight. (5) Table 1 shows the maintenance tolerances recommended for tyre pressures. Always refer to the AMM for the correct tyre pressures. For each pressure range the table gives the tyre status and the pressure adjustment which is necessary. The pressure values and adjustments in Table 2 are only applicable to tyres which are at ambient temperature. (3) Make sure that you use the correct operational pressure value (Ref. the AMM). NOTE: The pressure value for a tyre on the aircraft (with the aircraft weight on the tyre) is 1.04 x the pressure value for a tyre off the aircraft (without the aircraft weight on the tyre). Table 2 Recommended Tyre Pressure Maintenance MEASURED PRESSURE RANGE ( of Operational Pressure) More than 105 From 105 to From 100 to 95 100 TYRE STATUS MAINTENANCE Over Inflated (pressure too high) Decrease the pressure to the maximum of the operational pressure range Pressure in operational range None usual Pressure decrease which can be permitted each day Increase the pressure to the maximum of the operational range (continued) Page 25 of 62 25 Table 2 Recommended Tyre Pressure Maintenance (continued) MEASURED PRESSURE RANGE ( of Operational Pressure) From 95 to 90 TYRE STATUS MAINTENANCE Under inflated. Pressure has decreased accidentally to limits which are less than those permitted for pressure decrease each day. 1. Increase the pressure to the maximum of the operational pressure range. 2. Record the tyre status and the pressure adjustments in the Service Logbook 3. Do a pressure check after 24 hours. If the pressure has decreased more that 5, remove the wheel assembly from the aircraft and investigate the cause. From 90 to 80 Under inflated. Pressure has decreased to limits which are less than those permitted for accidental pressure decrease. 1. Remove the wheel from the aircraft. 2. Inflate the tyre to the specified operating pressure. 3. Do a pressure check after 24 hours. If the pressure has decreased more that 5, investigate the cause. 4. If you cannot find and rectify the cause of the pressure decrease, replace the tyre. Send the removed tyre for more checks and repair if necessary. From 80 to (see Note below) 0 Flat tyre. Pressure has decreased too quickly. Remove the wheel assembly and, if applicable, remove the wheel assembly on the same strut. Replace the tyre(s). NOTE: If a wheel fuse plug has blown and the aircraft has moved on the ground, the tyre (and the tyre(s) for the wheel(s) on the same strut) will be permanently damaged. If a wheel fuse plug has blown and the aircraft has not moved on the ground, the tyre(s) could be serviceable. Page 26 of 62 26 E. Pressure Maintenance of Hot Tyres Movement of the aircraft on the ground causes heat in the tyres. Also, tyres can receive heat transmitted through the wheel from hot brakes, or from the aircraft structure. The tyres on an aircraft can be at different temperatures related to the different degrees of heat transmitted. WARNING: Let hot tyres become cool to ambient temperature before you do a check of tyre pressures.In special operational conditions, it could be necessary to do a tyre pressure check while the tyres are hot. If necessary, follow the instructions below: NOTE: You can use a temperature compensated pressure gauge to do pressure checks of hot tyres. The subsequent instructions (a), (b) and (c) are not then necessary. (a) For a landing gear strut with one wheel, the tyre pressure must be at (or more than) (b) For a landing gear strut with two wheels, with the two tyres at approximately the same temperature, the pressures must be equal. If not, inflate the tyre with the lowest pressure so that its pressure is the same as that of the tyre with the highest pressure. Record the pressures of the tyres before and after the pressure check, and the ambient temperature in the Service Logbook. Inflate a tyre which has a pressure which is too low until its pressure is in the correct limits. In the Service Logbook, record before and after the pressure check, and the ambient temperature. If at the subsequent check, the pressure is lower in the tyre tyre if the pressure decrease is more than specified limits given in Table 2. F. Pressure Maintenance with Changes of Ambient Temperature An increase in ambient temperature of 3 deg. C causes an increase of 1 in tyre pressure. A decrease in ambient temperature of 3 deg. C causes a decrease of 1 in tyre pressure. If the change in ambient temperature is more than 25 deg. C, (as can occur for ights between different climates), you must inflate the tyre to the correct pressure before For a flight from a cold to a hot climate, inflate the tyre to its usual operational pressure in the cold climate before a take-off. For an ambient temperature increase of 35 deg. For an ambient temperature decrease of 35 deg. The decreased pressure in the cold climate will then be safe for a landing and take-off.Tyre Leaving Contact Area, (Ref Fig. 9). The chart below shows the effect of the traction wave on the tyreas the footprint leaves the moment of inertia. The higher the deflection the greater the traction wave. Page 28 of 62 28 Tyre Leaving Contact Area Figure 9 Natural Tyre Cooling Bead Temp 40 Crown Temp Time (Minutes) Natural Tyre Cooling Figure 10 Page 29 of 62 29 I. Natural Tyre Cooling J. The chart shows the typical cooling cycle of an aircraft that has just landed. The temperature remains high for a period of roughly five minutes and the reduces rapidly. Temperature During Taxi The chart shows the typical cycle taxi (hot) when an aircraft is moving out to the runway. When the taxi has finished a rapid fall in temperature occurs followed by a gradual reduction in overall temperature. Temperature During Taxi Blue Line Time (minutes) Temperatures During Taxi Figure Tyre Inspection (Wear Limits) A. Introduction B. You must examine tyres installed on an aircraft regularly for wear as a part of routine in Para. 6.B. thru 6.F. the tyre is more than specified limits given in Para. 3.B thru 3.F. Retreadable Tyre Replace a retreadable tyre when it is worn to these limits: (a) The first time the wear (where the wear occurs most quickly), is down to the bottom of a groove at a point on the tread circumference, or (b) the remaining tread is satisfactory. Page 30 of 62 30 NOTES: 1. Usually a tyre is not retreaded if it is worn more than the above limits. 2. Tyres having reached the above limits on aircraft away from a maintenance base can perform up to an additional five cycles to return to base. Tyres in such a case may not be able to be retreaded. (c) In wet conditions, t down to 2mm, (0.080 in), of the bottom of a groove at a point on the tread circumference, (refer to CAP 562 Book 2, Leaflet 32-30). C. Non-Retreadable Tyre Remove and discard a non-retreadable tyre if it is worn to these limits: (a) For a bias (crosswhere the wear occurs most quickly).This fabric shows in the tread pattern as the tyre wears during the life of the tread. Replace a tyre with nylon fabric included when it is worn or 4.C. as applicable. Multi-dimple Tyre F. Replace a multi-dimple tyre the first time the tread in a row of dimples is worn to the bottom of the dimples. Twin-contact Tyre 4. 4.B. Replace a twin-contact tyre the first time the centre of the crown shows signs (roughness or marks) that it has touched the ground. Tyre Inspection (Damage Limits and Tyre Failures) A. Introduction WARNING: ALWAYS APPROACH TYRES AT A 45 ANGLE FROM THE TREAD TO MINIMISE THE RISK OF INJURY IF THE TYRE BURSTS. You must examine tyres installed on an aircraft regularly for damage and failures as a part of routine maintenance. Replace a tyre which has a failure, or is damaged more than the in Para. 4.B. thru 4.P. NOTE: A tyre which is damaged less than.b. thru 4.P. is serviceable (unless the tyre wear is more than the specified limits given in Para. 4.B thru 4.P). Page 31 of 62 31 B. Chevron Cutting (Ref. Fig. 12) Chevron cutting can occur when there is wheel spin-up during a landing on a runway which has cross groove cuts. Replace a tyre with chevron cutting if: 2 2 (a) You can see more than 7 cm (1.0 in. ) of fabric, or (b) The area of the chevron cutting is more than the tread footprint, or (c) The chevron cutting extends below a tread rib. Chevron Cutting Figure 12 Page 32 of 62 32 C. Tread Chunking (Ref. Fig. 13) A tight aircraft turn, or an aircraft turning when taxied quickly, or operation on rough runways can cause tread chunking. Replace a tyre with tread chunking if: (a) You can see more than 7 cm2 (1.0 in.2) of tread chunking on a tread rib, or (b) You can see more than 7 cm2 (1.0 in.2) of fabric, or (c) The tread chunking extends below a tread rib. Tread Chunking Figure 13 Page 33 of 62 33 D. Cut Damage (Ref. Fig. 14) WARNING: NOTE: IMMEDIATELY REPLACE A TYRE WHICH HAS CUTS MORE THAN THE LIMITS SPECIFIED BELOW.You will see this fabric as the tread wears. Cuts in this fabric are not necessarily a cause for tyre replacement (unless the cuts are more than the limits Debris on the runway can cause cuts to the tread and the sidewall of a tyre. Replace a tyre with cuts if: (a) The cuts are into the casing plies, or (b) The cuts have a depth in the tread of 50 or more of the tread depth at that time, or (c) The cuts extend across more than 35 mm (1.4 in.) or 50 of a tread rib, or (d) You can viually see the casing cords.Send a tyre that has small cuts in the casing plies to the Supplier for inspection and possible repair. Cut Damage Figure 14 Page 34 of 62 34 E. Dry Braking Flats (Ref. Fig. 15) Locked, (or almost locked) wheels during a landing on a dry runway can cause a dry braking flat spot on a tyre. This is a flat scuffed surface on a part of the tread. Replace the tyre that has a dry braking flat spot if the wear is more than the specified wear limits given in Para. 6. (3) Replace the tyre if the dry braking flat spot causes out-of-balance or shimmy movements of its wheel. Dry Braking Flats Figure 15 Page 35 of 62 35 F. Wet Braking Flats (Ref. Fig. 16) Hydroplaning during a landing on a wet runway can cause a wet braking flat spot on a tyre. This has a surface that looks almost the same as melted rubber. Replace a tyre that has a wet braking flat spot if the wear is more than the specified wear limits given in Para. 3. (3) Replace the tyre if the wet braking flat spot causes out-of-balance or shimmy movements of its wheel. Wet Braking Flats Figure 16 Page 36 of 62 36 G. Bulges (Tyre Failure) (Ref. Fig. 17) A bulge in the tread or sidewall can occur if there is a separation of tyre components (for example, because the tyre was too hot). A tyre bulge could occur if an aircraft is taxied quickly over a long distance.Bulge Figure 17 Page 37 of 62 37 H. Shoulder Wear (Ref. Fig. 18) Wear more than the specified limits on a shoulder of the tyre is usually related to operation with low tyre pressures. Low tyre pressures cause more deflection of the tyre sidewalls.Replace a tyre with shoulder wear if: (a) It is found to be under inflated - the pressure has decreased to limits less than those permitted each day as given in Table 2, or (b) The tyre wear is more than 6. Shoulder Wear Figure 18 Page 38 of 62 38 I. Burst (Tyre Failure) (Ref. Fig. 19) The causes of a tyre burst could be: (a) Debris on the runway. (b) Operation with low tyre pressures, or the aircraft is taxied quickly for a long time. These operations can cause impact concussion or increase the rate of fatigue in the carcass. A tyre burst increases the load on the other tyre(s) on the same strut. The carcass(es) of the tyre(s) which receive the added load could be damaged. The burst tyre and its related tyre on the same axle must be removed and discarded if the aircraft has moved on the ground with a burst tyre. Burst (Tyre Failure) Figure 19 Page 39 of 62 39 J. Lateral Scoring (Ref. Fig. 20) A landing in a high cross wind can cause lateral scoring across the tread of a tyre. Tight aircraft turns can cause lateral scoring on the shoulders of the tread. With large lateral scoring damage, adjacent tears can also occur in the interface between the tread and the casing. Subsequently, during the life of the tyre, the tears can be related to separation of tyre components.