Back to home pageTire Wear

Home > Tech Photos > Walkaround > Tire Wear

Contents

Illustrated technical information covering Vol 2 Over 800 multi-choice systems questions Study notes and technical information Close up photos of internal and external components A compilation of links to major 737 news stories with a downloadable archive Illustrated history and description of all variants of 737 Detailed tech specs of every series of 737 Databases and reports of all the major 737 accidents & incidents General flightdeck views of each generation of 737's Description & news reports of Advanced Blended Winglets Press reports of orders and deliveries A collection of my favourite photographs that I have taken of or from the 737 Details about 737 production methods A compilation of links to other sites with useful 737 content History and Development of the Boeing 737 - MAX A quick concise overview of the pages on this site

spacer

The AMM gives the following guidance for tire inspections:

Examine the tires for air leaks, abrasions, unusual worn areas, cuts, and flat spots.

 

Remove the tires that have the conditions that follow:

1) Cuts or weather cracks in the grooves, the tread, or the sidewalls which go to the cord body.

2) Blisters, bulges, or other signs of ply separation in the tread or the sidewall area.

3) Tires with a flat spot which shows the tread reinforcements/cut protector.

4) Other types of damage which can cause tire problems.

 

Examine the tires for worn areas:

1) Measure the tread depth at three points that are equally apart in the tire groove.

2) If the average tread depth on any groove is 1/32 inch (0.79 mm) or less, the tire is not serviceable and must be replaced.

3) If the tread belt ply (fabric) shows at any location, the tire is not serviceable and must be replaced.

4) If the tread reinforcement/cut protector (steel) shows at any location, the tire is not serviceable and must be replaced.

NOTE: If the tread reinforcement/cut protector (steel) shows, the tire may be used without safety concerns, but if the tire is left in service you may not be able to re-tread the tire.

In simple terms: Tires should be removed when tread has worn to the bottom of any groove at any spot. Tires have varying numbers of plies, and on some tires, wearing through any layers leaves too small of a safety margin. Wearing to the bottom of the groove is the best compromise point between safety and obtaining the most landings.

 
See more details about the book

All of the information, photographs & schematics from this website and much more is now available in a 374 page printed book or in electronic format.

*** Updated 20 Nov 2018 ***

The 737 Tech Site on Facebook The 737 Tech Site on Twitter The 737 Tech Site on Instagram

 

Examples:

Tire Nomenclature

Circumferential & Transverse Cuts

Puncture, Rib Undercuts & Groove Cracks

Sidewall & Weather Cracks

Tread & Rib Problems

From the Goodyear website: "Chevron cuts occur frequently on higher pressure tires operating on runways with cross-cut grooves. They happen primarily when the tread is still deep and will often wear off and disappear before the tire is fully worn. Despite their unattractive appearance, they are not cause for removal unless they cause tread chunking down to the fabric."

Tires with chevron cuts in the tread are not serviceable if any of the single cut limits are exceeded or chunking occurs which exposes the fabric.

Tires with flat spots are not serviceable if the flat spot exceeds the tread reinforcement or cut protector plies or tire balance is affected

Flat Spots

Sidewall or Tread Separation

Shoulder Wear

 

Footer block

This site has had visitors to date.