CUSTOMER SERVICES DIRECTORATE

AIRBUS

1 ROND POINT MAURICE BELLONTE

31707 BLAGNAC CEDEX FRANCE
TELEPHONE + 33 (0)5 61 93 33 33

SERVICE INFORMATION LETTER

TELEX AIRBU 530526F

SUBJECT:

TIRES INSPECTION IN-SERVICE REMOVAL CRITERIA

ATA CHAPTER:

32-41-00

AIRCRAFT TYPE:

A300, A310, A300-600,

A318, A319, A320, A321
A330-200, A330-300, A340-200, A340-300, A340-500, A340-600
A380-800

APPLICABILITY:

ALL

REFERENCES:

Bridgestone: Tire Specification & Maintenance Manual

Goodyear: The Comprehensive Guide to Aircraft Tire Care and Maintenance
Michelin: Aircraft Tire Care & Service Manual

1.

PURPOSE
The purpose of the revision is to clarify the wording of the notes dealing with the return to the
base when tire has reached a criteria for removal.

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

On a same aircraft it is possible to find tires from different manufacturers. In order to make easier
the reading of removal criteria, it has been decided to try to harmonize these data to the best
extent and to have criteria related to the tire size/type instead of the manufacturer.
This document is a compilation of data issued from manufacturers documentation and also from
in-service experience.
Note: It is to be highlighted that in some countries, the limits given in this document may have to
be agreed by local airworthiness authorities as they can have some specific requirements.

SIL NUMBER:

32-121

PAGE:

1 of 19

DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

AIRBUS

SERVICE INFORMATION LETTER

2.

BACKGROUND
The information concerning the criteria for inspection of tires that are contained in the current
issue of the Aircraft Maintenance Manual for each Airbus aircraft type is directly taken from the
various manuals issued by the tires manufacturers.
This has been the Airbus policy for many years, in fact since the first A300 aircraft entry into
service.
However, on a same aircraft it is possible to find mixed configurations, i.e tires of same size but
from different manufacturers also. Therefore, it has been decided to try to harmonize these data
and to have criteria related to the tire size/type instead of the manufacturer.

3.

DESCRIPTION
This Service Information Letter is a compilation of data issued from manufacturers documentation
and also from in-service experience.

4.

AIRBUS ACTION
The criteria for tire removal are given in the following chapters:

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

Tread pattern:
o Normal wear
o Uneven wear (shoulder, center)
Tread damage:
o Flat spots
o Tread rubber reversion
o Peeled rib
o Thrown tread
o Tread cuts
o Chevron cutting
o Groove cracking
o Rib undercutting
o Open tread-splice
o Tread chipping and chunking
Sidewalls
o Cuts
o Weathering and cracking
Blisters, bulges
Miscellaneous
o Tire contamination
o Maximum speed of utilization

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32-121

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DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

4.1

Tread wear pattern : (see Figure 1)

4.1.1

Normal wear:

An even tread wear indicates that the tire has been properly maintained during its service life.

At the main base (or maintenance base), the tire shall be removed from aircraft if:

the tread wear level reaches the bottom of any groove at any point of the tread surface,
or

the reinforced ply (bias tire) or the protector ply (radial tire) is exposed at any point of the
tread surface.

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

NOTE
TIRES HAVING REACHED THE ABOVE LIMITS SHOULD BE REPLACED
IMMEDIATELY.
A SINGLE RETURN TO BASE (*) FLIGHT IS PERMITTED IF THE AIRCRAFT IS IN
OUTSIDE STATION.

(*) Any station where a spare wheel is available.

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32-121

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DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

4.1.2

Uneven wear:

In general, under inflation will lead to excessive tread shoulder wear and subsequent heat buildup which may result in severe internal tire damage.

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

Over inflation accelerates the center tread wear, reduces tire traction, reduces the number of
cycles and make the tire more susceptible to cutting and foreign object damage (FOD)

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32-121

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DATE:

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REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

At the main base (or maintenance base), the tire shall be removed from the aircraft if the wear
limits are reached.

NOTE
TIRES HAVING REACHED THE ABOVE LIMITS SHOULD BE REPLACED
IMMEDIATELY.
A SINGLE RETURN TO BASE (*) FLIGHT IS PERMITTED IF THE AIRCRAFT IS IN
OUTSIDE STATION.

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

(*) Any station where a spare wheel is available.

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32-121

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DATE:

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REVISION:

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AIRBUS

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

SERVICE INFORMATION LETTER

Figure 1: Tire wear and deterioration characteristics

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REVISION:

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SERVICE INFORMATION LETTER

4.2

Tread damage:
4.2.1

Flat spots:

Flat spot may result from locking of the wheel during braking, hard touchdown or severe steering
manoeuvre (for the nose tires).

The tire shall be removed from aircraft if the flat spot reaches the reinforcing ply (bias tire) or the
protector ply (radial tire).

NOTE

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

IF THE FLAT SPOT DOES NOT REACH THE ABOVE-MENTIONED LIMIT, IF THERE
IS SUFFICIENT GROOVE DEPTH IN THE WHOLE FLAT SPOT AREA, IF THERE IS
NO INCIPIENT SEPARATION AND IF VIBRATION IS NOT DETECTED DURING
ROLLING, THE TIRE CAN REMAIN IN SERVICE.

4.2.2

Tread rubber reversion:

Tread 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.

SIL NUMBER:

32-121

PAGE:

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DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

The tire shall be removed from aircraft if:

o the reinforcing ply (bias tire) or the protector ply (radial tire) is reached,
o or shimmy or unbalance problem are experienced
4.2.3

Peeled rib:

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

Usually starts with a cut in the tread and results in a circumferential delamination of the tread rib
away from the tire carcass.

Remove the tire from aircraft

4.2.4

Thrown tread:
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DATE:

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REVISION:

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SERVICE INFORMATION LETTER

Partial or complete loss of tread down to the carcass.

Tire must be removed immediately from service.

Note: Pieces from the tread must be requested from airport authorities and returned to the home
base for potential analysis by the vendor.
If the tire is still inflated after aircraft is at parking position, record the pressure after it has cooled
down (allow 3 hours). Then deflate the tire before removing the wheel assembly.
Caution: Avoid approaching wheel from either side of the tire. Always go near the wheels from
an oblique angle - direction of the tires shoulders.

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

Warning: Remove the valve core when the tire is fully deflated.
Removal of the wheel valve core on an inflated tire could project the core with
high velocity and force. This can cause injury to persons.
Early signs of tread separation can manifest themselves in the form of tread bulges, local uneven
wear (depression) or local tread/sidewall rubber split.

SIL NUMBER:

32-121

PAGE:

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DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

4.2.5

Tread cuts:

Foreign objects that are present on the runway, taxiway and parking areas cause cuts to the tires.

The definition of cut limits is complex. It is based on the service experience of each vendor and is
not easy to harmonize.
Due to different technologies and tire constructions, tolerance to damages can be different for
each manufacturer and even each tire reference for a same manufacturer. Refer to the relevant
vendors manual for details.
In the absence of specific cut limits in documentation, the tire shall be removed from the aircraft
if:

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

cut or embedded object exposes or penetrates the reinforcing ply (bias tire) or the
protector ply (radial tire):
o
o
o
o
o

Cut penetrates the outer casing ply (bias tire) or the outer layer (radial tire).
Cut length is greater than 50 mm (2 in) or
Cut width is greater than 3 mm (0.118 in) or
Cut is not contained within one rib.
Cut is contained within one rib but the ends of the cut are more than 13 mm
(0.5 in) apart when measured in the radial direction.

cut or embedded object does not expose or does not penetrate the reinforcing ply
(bias tire) or the protector ply (radial tire):
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32-121

PAGE:

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DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

o
o
o
o

cut length is greater than 300 mm (12 in) or

cut width is greater than 3 mm (0.118 in) or
Cut is not contained within one rib.
Cut is contained within one rib but the ends of the cut are more than 13 mm
(0.5 in) apart when measured in radial direction.

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32-121

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DATE:

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REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

4.2.6

Chevron cutting

Tread damage (small z-, s- or v-shaped cracks) caused by running and / or braking on crossgrooved runways.

Due to different technologies and tire constructions, tolerance to damages can be different for
each manufacturer and even each tire reference for a same manufacturer. Refer to the relevant
vendors manual for details.
In the absence of specific cut limits in documentation, the tire shall be removed from the aircraft
if:

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

4.2.7

tread cut criteria are reached, or

the tread reinforcing ply (bias tire) or the protector ply (radial tire) is exposed.

Groove cracking

Groove cracking may result from environmental aggression of the rubber (ozone attack
for example) or from an excessive mechanical solicitation of the tire. These cracks occur
at the bottom of the tread groove.

SIL NUMBER:

32-121

PAGE:

12 of 19

DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

AIRBUS

SERVICE INFORMATION LETTER

The tire shall be removed from the aircraft if:

the groove cracking exposes the reinforcing ply (bias tire) or the protector ply (radial
tire).
the groove cracking is undercutting the adjacent rib.
4.2.8

Rib undercutting

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

This is an extension of groove cracking resulting from mechanical solicitation and progressing
under a tread rib. It can lead to tread chunking, peeled rib or thrown tread.

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32-121

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DATE:

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REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

The tire shall be removed from aircraft as soon as the crack extends under the rib.
4.2.9

Open tread splice

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

This is a crack in the rubber where tread joint or splice separates.

A tire having this defect must be removed from the aircraft.

4.2.10 Tread chipping and chunking:

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32-121

PAGE:

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DATE:

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REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

This is a condition visible at the edge of the tread rib in which small amounts of rubber begins to
separate from the tread surface. Tread chunking can be caused by high lateral loading of the tire,
sometimes caused by tight turning.

The tire shall be removed from the aircraft if fabric is exposed.

4.3

Sidewalls:
4.3.1

Cuts or cracks on the sidewall:

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

Sidewall cuts are often caused by foreign objects present on the operating surfaces.

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32-121

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DATE:

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REVISION:

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SERVICE INFORMATION LETTER

The tire shall be removed from the aircraft if sidewall cords are exposed or damaged. Cuts or
cracks in the rubber that do not reach the cord plies are not detrimental to tire performance. The
tire can remain in service.
4.3.2

Weathering and radial cracking:

Weathering and cracking occur when tires are exposed to aggressive environmental conditions.

The tire shall be removed from the aircraft if sidewall cords are exposed.
4.4

Blisters and bulges

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

They normally indicate a separation of components.

SIL NUMBER:

32-121

PAGE:

16 of 19

DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

AIRBUS

SERVICE INFORMATION LETTER

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

The tire shall be removed from the aircraft immediately. Mark the affected area before deflating
the tire for easy identification and analysis by the vendor.

SIL NUMBER:

32-121

PAGE:

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DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

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SERVICE INFORMATION LETTER

5. Miscellaneous:
5.1

Tires contamination (hydraulic fluid, fuel, )

In case of contamination, check for rubber condition. The tire has to be cleaned quickly with
denatured alcohol to remove the contaminant then washed with a soap and water solution.
Caution:

4.5

If the rubber feels soft or spongy when probed or bulges are present, then tire is no
more suitable for service. The wheel assembly shall be removed from aircraft.

Maximum speed of utilization

On A300 B2, the speed is limited to 210 mph (338 km/h).
On other A300 aircraft (B4, -600), A310, A318, A319, A320 and A321 it is limited to 225 mph
(362 km/h / 195.5 kt).

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

Note: This limitation is valid even for tires marked 235 mph (378km/h / 204 kt) or 245 mph (394
km/h / 213 kt).
On A330, A340 (including A340-500 and A340-600) and A380 aircraft, the maximum take-off
speed is 235 mph (378 km/h / 204 kt).
In case of over speed take-off or landing, all the wheels have to be removed from the aircraft. The
event must be made known when the casing is returned to the tire manufacturer.
CAUTION: THERE IS NO TOLERANCE.
6.

INFORMATION:
SIL NUMBER:

32-121

PAGE:

18 of 19

DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009

AIRBUS

SERVICE INFORMATION LETTER

After the information contained in this document is incorporated in the relevant AMM, the SIL will
be cancelled.

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.

AIRBUS S.A.S. 2008. All rights reserved. Confidential and proprietary document.
This document and all information contained herein is the sole property of AIRBUS S.A.S..
No intellectual property rights are granted by the delivery of this document or the disclosure of its
content. This document shall not be reproduced or disclosed to a third party without the express
written consent of AIRBUS S.A.S..
This document and its content shall not be used for any purpose other than that for which it is
supplied.

SIL NUMBER:

32-121

PAGE:

19 of 19

DATE:

Oct.23/2007

REVISION:

01, Sep 08/2009