SAE ARP 6225-2014 Aircraft Tire Inspection - In-Service Removal Criteria.pdf
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1、AEROSPACERECOMMENDED PRACTICEARP6225Issued 2014-11Aircraft Tire Inspection - In-Service Removal CriteriaRATIONALEOn the same aircraft it is possible to find tires from different manufacturers. Since each tire manufacturer may have different removal criteria for a specific condition, this ARP harmoni
2、zes this data and presents common criteria related to the tire sizeand type. This is a compilation of data extracted from tire manufacturers Care and Service Manuals and also from in-service experience.TABLE OF CONTENTS1. SCOPE 32. REFERENCES 33. BACKGROUND 34. PROCEDURE . 35. TIRE REMOVAL CRITERIA
3、. 95.1 Tread Wear Criteria. 105.1.1 Normal Wear . 105.1.2 Uneven Wear (shoulder, center). 105.2 Tread Damage Criteria 135.2.1 Flat spots. 135.2.2 Tread Rubber Reversion. 135.2.3 Skid-Through Burst . 145.2.4 Peeled Rib. 155.2.5 Thrown Tread 155.2.6 Tread Cuts 165.2.7 Chevron Cutting 175.2.8 Groove Cr
4、acking . 185.2.9 Rib Undercutting . 195.2.10 Open Tread Splice 195.2.11 Rib Tearing 205.2.12 Tread Chipping and Chunking 205.3 Sidewall Damage Criteria 215.3.1 Cuts on the Sidewall . 215.3.2 Circumferential Cracks 215.3.3 Weathering and Cracking 225.3.4 Bulge or Blister Criteria . 22_SAE Technical S
5、tandards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, is the sole
6、 responsibility of the user.”SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions.Copyright 2014 SAE InternationalAll rights reserved. No part of this publication may be re
7、produced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE.TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada)Tel: +1 724-776-4970 (outside USA)Fax: 72
8、4-776-0790Email: CustomerServicesae.orgSAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedbackon this Technical Report, please visithttp:/www.sae.org/technical/standards/ARP6225 SAE INTERNATIONAL ARP6225 Page 2 of 245.4 Miscellaneous Criteria. 23 5.4.1 Foreign Object Damage 23 5
9、.4.2 Tire Contamination (Hydraulic Fluid, Fuel, Disinfectants, Runway and Airplane De-icers, Hydrocarbons, etc.). 23 5.4.3 Tire Slippage on the Rim. 24 6. NOTES 24 FIGURE 1 RADIAL TIRE COMPONENTS NOMENCLATURE 4 FIGURE 2 BIAS TIRE COMPONENTS NOMENCLATURE 5 FIGURE 3 NORMAL WEAR. 10 FIGURE 4 SHOULDER W
10、EAR 11 FIGURE 5 CENTER WEAR 11 FIGURE 6 TYPICAL TIRE WEAR CHARACTERISTICS. 12 FIGURE 7 FLAT SPOT. 13 FIGURE 8 TREAD RUBBER REVERSION 14 FIGURE 9 SKID THROUGH. 14 FIGURE 10 PEELED RIB . 15 FIGURE 11 THROWN TREAD. 16 FIGURE 12 TREAD CUT 17 FIGURE 13 CHEVRON CUTTING . 18 FIGURE 14 GROOVE CRACKING 18 FI
11、GURE 15 RIB UNDERCUTTING 19 FIGURE 16 OPEN TREAD SPLICE. 19 FIGURE 17 RIB TEARING . 20 FIGURE 18 TREAD CHIPPING AND CHUNKING. 20 FIGURE 19 SIDEWALL CUT 21 FIGURE 20 CIRCUMFERENTIAL CRACK 21 FIGURE 21 SIDEWALL WEATHERING AND CRACKING 22 FIGURE 22 BULGES 22 FIGURE 23 FOREIGN OBJECT DAMAGE 23 FIGURE 24
12、 CONTAMINATION 24TABLE 1 SUMMARY OF REMOVAL CONDITIONS AND ACTIONS 6 SAE INTERNATIONAL ARP6225 Page 3 of 241. SCOPEThis document is for establishing tire removal criteria of on-wing civil aircraft tires only. This document is primarily intended for use with commercial aircraft but may be used on oth
13、er categories of civil aircraft as applicable. The criteria are harmonized with the Care and Service Manuals of the tire manufacturers for both radial and bias tires.2. REFERENCESx Bridgestone: Tire Specification or 2) the flat spot contributes to an unacceptable vibration condition (Figure 7).Tread
14、 Rubber ReversionTread rubber reversion is generally caused by wheel locking on wet or ice covered runways. The affected area is similar in shape to a flat spot (oval), but the rubber appears to be melted (Figure 8).The tire should be removed from the aircraft when: 1) the reversion flat spot damage
15、 exceeds the wear removal criteria of 5.1; or 2) an unacceptable vibration condition is experienced.Skid-Through BurstSkid-through burst results from the locking of the wheel. In this case, the tire experiences either a loss of inflation pressure or an explosive blowout. (Figure 9).Both the failed t
16、ire and axle mate tire should be removed from the aircraft, the burst tire marked as “scrap” and the axle mate tire marked with the removal reason (“Mate to Flat”). The skid through tire can be scrapped locally but the mate to flat tire should be returned to the tire manufacturer or retreader. SAE I
17、NTERNATIONAL ARP6225 Page 7 of 24Peeled RibA peeled rib usually starts with a cut or damage in the tread and results in a circumferential delamination of the tread rib away from the tire casing, typically with no loss of reinforcing plies (Figure 10) or tire pressure.The tire should be removed immed
18、iately from service when the peeled section, regardless of length, is exposing fabric or has fully detached. Pieces from the tread should be requested from airport authorities and returned to the home base for potential analysis by the tire supplier.Thrown TreadA thrown tread on an inflated tire is
19、a partial or complete loss of the tread down to the casing plies or tread reinforcing plies/protector ply (Figure 11).The tire should be removed immediately from service. Pieces from the tread should be requested from airport authorities and returned to the home base for potential analysis by the ti
20、re supplier. If the damaged tire is not inflated due to a loss of inflation pressure, then the axle mate should be removed also. If the tire is still inflated after the aircraft is parked, record the tire pressure after it has cooled down (allow 3 hours). Tread CutsForeign objects that are present o
21、n runways, taxiways and parking areas can cause cuts to the tires (Figure 12).Tire should be removed immediately from the aircraft if: x the cut exposes or penetrates reinforcing ply (bias tire) or protector ply (radial tire), or x the cut or damage severs or extends across a tread rib, or x undercu
22、tting occurs at the base of any tread rib cutChevron CuttingChevron cutting is tread damage (small z-, s-or v-shaped tears) caused by touchdown, running and/or braking on cross-grooved runways (Figure 13). Chevron cutting is a condition of the tread rubber only.Tire should be removed from aircraft i
23、f: x The tread cut criteria are reached, or x The tread reinforcing ply (bias tire) or protector ply (radial tire) is exposed for more than 1.0 square inch (6.45 cm2), or x The cutting involves the full width of any one of the tread ribsGroove CrackingGroove cracking may result from ozone attack of
24、the rubber or excessive flexing of the groove bottoms as a result of insufficient inflation of the tire. These cracks occur along the bottom of tread grooves (Figure 14).The tire should be removed immediately from the aircraft if: x groove cracking exposes the reinforcing ply (bias tire) or the prot
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