Boeing tyres
I used to fly V bombers which had tyres which wore down to the threads as a matter of course. You wore off several layers of rubber and threads before the tyre needed replacing. They were however different to modern tyres, being inflated to 325 psi. The tyres usually looked horrible and I was told on countless occasions that the aircraft's tyres needed changing by people who didn't know how they worked.
Last edited by Dan Winterland; 1st Apr 2010 at 02:05.
My previous company told me that they had reduced the permitted number of retreads on the fleet from 12 to 6, after an analysis showed that the tyre use cost savings were being outstripped by the downtime on tyre tread failures.
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Those to not appear to be "plies" to me in the structural sence. They appear to be the cloth wear indicator that is often layed over a portion of the last with a retread. It is often refered to as the first ply but has no real structural value.
I believe I am correct in saying there are usually 2 more layers of chord before the carcass chord which is red. Usually other than catastrophic failure the only way to see a carcass chord is with a deep cut. and there are plenty more layers of chord below it.
I believe I am correct in saying there are usually 2 more layers of chord before the carcass chord which is red. Usually other than catastrophic failure the only way to see a carcass chord is with a deep cut. and there are plenty more layers of chord below it.
working on the widebodies from both airbus and boeing with 3 different tyre makes in use we've ended up down to a maximum of 3 retreads in the last few years due to failures. max used to be 5 . and this in a fleet with tyre pressure indication and a variety of different loads so nothing common with failures !
