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My conclusions
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This thread drifted from the original premise. Maybe I should have phrased the question better. Probably should have asked; "How do you identify the wear life phases of New>Safe>Marginal>Dangerous?" I'm frugal to a point but I don't like changing tires. When I need to flip tires to afford to fly its time to quit. Aircraft tires are new to me. I was looking for guidance not gained in the build. That being "Do aircraft tires have some means to identify maximum wear?" I didn't want to "Leave good rubber on the table" The opinions expressed here do make me think about the various factors. Primarily safety. Not to mention entertainment value:D BTW, changed that one out last night along with the brakes. |
Just a data point. There's a thread here on vaf that discusses psi. I run 45 psi in the retreads on my RV8 as assurance against pinch flats or snake bite. I do get some wear on the sides as depicted but not nearly as severe. By the time mine are ready to flip it's time for new tires. Which reminds me...
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I'm just glad...
We aren't using the T.O. (Technical Order) that dictated not replacing the skinny little main tires we had on the T-38 (155 KIAS final approach speed!) until the FOURTH cord was showing!
By the time they got down to the 3rd cord, they were way worse than slicks and talk about fun stopping on a wet runway! (no anti-skid, either! :eek:) Good thing I was a bullet-proof 23 year old IP and didn't lose sleep over minor issues like tread depth at the 3rd cord level! Carry on... |
If looking for official guidance, even though it is an Advisory Circular and not an actual FAR, AC20-97B stipulates changing a tire when any portion of the first cord layer is showing....
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Do we agree that some wear happens across the face, with more on the outside? If so, then flipping the tire in my picture some wear will occur on the already bald side? Back to my original question-how far can it go? If flipping is going to be the plan, than the tire should be flipped before the tread depth is gone. Ideally estimating how much it will take to get "Even" with the high side. We agree so far? If so, the tire in question, in my estimation, was too far gone to justify flipping. The question of flipping demonstrates the old adage "How was copper wire invented"? Answer;2 pilots fighting over a penny. My choice as I'm sure many others would be a time vs. value decision. Jeez, I just wondered how many landings I could squeeze out of a tire..... |
Kit tires versus others
Caution: Thread drift.
Correct me if I am not remembering correctly, but aren't the tires that Van supplies in the kit known for short lives? Blain's airplane is new, I believe. |
While taking the tire off the wheel and flipping will buy more time, for the time it takes to do all that work I'd rather just put a new tire.
Carl |
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The reason I got more involved in this thread than I wanted was the very strident post early on that implied flipping tires was a stupid thing to do. As one VAFer stated, that was a presumptuous position to take which tried to squeeze every aircraft owner through the same template. To make it more interesting...the outside edge of the left tire on my RV-6 wears nearly twice as fast as the right tire. So not only do I flip tires, I rotate them to even out wear. I almost need to buy tires in threes instead of pairs. In 45 minutes I can remove the wheel pant, break down the wheel, flip the tire and put everything back together so time isn't an issue for me. I enjoy working on my planes.....my labor rate is very low. :) But that is my situation and it won't apply to many all planes (does seem to apply to a lot of older -6's, however). Do what best suits your aircraft and personal preference even thought it may not be the best protocol for someone else. I'm done. :D |
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