Tyre changing
Joined: Apr 2006
Posts: 350
Likes: 0
From: Land of the Raj
SNS3Guppy is obviously a very concientious engineer and probably quite wealthy in the process, he is, however absolutely correct in his observations, but, I used to carry a fully serviceable spare from an aircraft graveyard, never needed it but it was always going to be better than a tear down and a hell of a lot cheaper.
What is interesting is, I now fly a large corporate jet flying internationally and we carry a fully loaded spare, much cheaper to change a wheel than have a puncture repaired. It has been my experience that when a main lets go it is beyond repair anyway. We pay an engineer at home base to look after the repairs not an outstation somewhere else in the world.
What is interesting is, I now fly a large corporate jet flying internationally and we carry a fully loaded spare, much cheaper to change a wheel than have a puncture repaired. It has been my experience that when a main lets go it is beyond repair anyway. We pay an engineer at home base to look after the repairs not an outstation somewhere else in the world.
Joined: Jun 2002
Posts: 630
Likes: 2
From: UK
Correct me if I'm wrong but the original question was as to the legality of repairing a broken tyre on an aircraft use for the purposes of 'Public Transport'.
Now as to the public preening of who can change a tyre or tube quicker than who - it obviously goes without saying everyone and his dog can do it quicker than us licensed engineers. Well done, you're all very clever people......
Now as to the public preening of who can change a tyre or tube quicker than who - it obviously goes without saying everyone and his dog can do it quicker than us licensed engineers. Well done, you're all very clever people......
Joined: Aug 2003
Posts: 1,579
Likes: 0
From: Not a million miles from EGTF
What a load of b*ll*cks
I have replaced my tyres and inner tubes on a number of occasions over the period I have owned my aircraft. I have timed it so that this happens close to or at the 50 hour or annual and have had absolutely no issues with any of the LAEs who have been involved in our maintenance.
Changing tyres and inner tubes is a doddle and anyone who says otherwise is either a rep from an engineering organisation or is a rep from H & S.
The more we get involved in the maintenance of our aircraft, the better. Tyres and inner tubes are probably the easiest item of maintenance of all and a good place to start.
True, you need to be aware of your own limitations, but why not give it a try under supervision
I have replaced my tyres and inner tubes on a number of occasions over the period I have owned my aircraft. I have timed it so that this happens close to or at the 50 hour or annual and have had absolutely no issues with any of the LAEs who have been involved in our maintenance.
Changing tyres and inner tubes is a doddle and anyone who says otherwise is either a rep from an engineering organisation or is a rep from H & S.
The more we get involved in the maintenance of our aircraft, the better. Tyres and inner tubes are probably the easiest item of maintenance of all and a good place to start.
True, you need to be aware of your own limitations, but why not give it a try under supervision
Joined: May 2005
Posts: 1,170
Likes: 0
From: Abroad
You all have way too much time in your hands, reading up on regulations and brake pad manuals [unless your line of work involves either, of course]. I think I prefer to hire a lawyer for the former and a mechanic for the latter while I enjoy myself flying 
Now for a little lateral thinking in the scenario described, what about one deflates both tyres (thus helping with assymetric friction issues), takes off, (crash) lands at destination, hands aircraft off to mechanic to sort out the tyres and everything else one has probably bent in the process. Wouldn't that approach be adequately legal? After all, one has not done any significant maintenance other than let down the second tyre, and the aircraft would still be perfectly airworthy (it's just the going on the ground bit that kind of falters).
The aforementioned lawyer can then get involved to fend off the CAA trying to get at your license, but that's not what we're discussing here.
Yes, I know where my coat is, thank you and good night
Now for a little lateral thinking in the scenario described, what about one deflates both tyres (thus helping with assymetric friction issues), takes off, (crash) lands at destination, hands aircraft off to mechanic to sort out the tyres and everything else one has probably bent in the process. Wouldn't that approach be adequately legal? After all, one has not done any significant maintenance other than let down the second tyre, and the aircraft would still be perfectly airworthy (it's just the going on the ground bit that kind of falters).
The aforementioned lawyer can then get involved to fend off the CAA trying to get at your license, but that's not what we're discussing here.
Yes, I know where my coat is, thank you and good night
Joined: Dec 2005
Posts: 1,581
Likes: 73
From: England
All aircraft maintenance and repair has to be carried out in accordance with the aircraft manufacturers or failing that the component manufacturers maintenance data.
Can anyone supply me details of an approved repair scheme for an inner tube?
Can anyone supply me details of an approved repair scheme for an inner tube?
