NAVAIR 04-10-506

TECHNICAL MANUAL

INSPECTION, MAINTENANCE, REPAIR,

STORAGE AND DISPOSITION INSTRUCTIONS
ORGANIZATIONAL, INTERMEDIATE, AND DEPOT
MAINTENANCE

AIRCRAFT TIRES AND TUBES

Includes IRACs 9 through 14.

This publication supersedes NAVAIR 04-10-506, dated 01 June 2002.

DISTRIBUTION STATEMENT A. Approved for public release; distribution is unlimited.

DESTRUCTION NOTICE - For unclassified, limited documents, destroy by any method that will prevent
disclosure of contents or reconstruction of the document.

PUBLISHED BY DIRECTION OF COMMANDER, NAVAL AIR SYSTEMS COMMAND

0804LP1060393

01 JANUARY 2007

NAVAIR 04-10-506

LIST OF EFFECTIVE PAGES

Dates of issue for original and changed pages are:
Original ........................ 0 ......................... 01 Jan 2007
Change ....................... x ........................ xx XXX 199X

Change ....................... 0 ......................... 15 Sep 1993

Change ....................... x ........................ xx XXX 199X

Insert latest changed pages; dispose of superseded pages in accordance with applicable regulations.
NOTE: On a changed page, the portion of the text affected by the latest change is indicated be a vertical line, or
other change symbol in the outer margin of the page. Change in illustrations are indicated by miniature pointing
hands. Changes to wiring diagrams are indicated by shaded areas.
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NAVAIR 04-10-506

TABLE OF CONTENTS
Section

Page

LIST OF ILLUSTRATIONS ......................................... ii

LIST OF TABLES ....................................................... iii
LIST OF TECHNICAL PUBLICATIONS
DEFICIENCY REPORTS (TPDR)
INCORPORATED ............................... TPDR-1
WARNINGS APPLICABLE TO
HAZARDOUS MATERIALS .............. HMWS-1
I

Section
III

Purpose ...........................................
Scope ..............................................
Application .......................................
Responsibility for Inspection
and Maintenance Programs .........
1-5. Responsibilities ...............................
1-6. Engineering Investigation,
Quality Deficiency and
Safety Reporting Programs ..........
1-7. Reporting of Errors ..........................
1-8. Retread Aircraft Tires ......................
1-9. Requisitioning and Automatic
Distribution of NAVAIR
Technical Manuals ........................
1-10. Warnings and Cautions Applicable
to Hazardous Materials ................
1-11. Abbreviations and Symbols ............
1-12. Reference Material ..........................

INSPECTION AND MAINTENANCE OF

TIRES INSTALLED ON AIRCRAFT AT
ORGANIZATIONAL LEVEL
3-1.

3-2.
3-3.
3-4.

INTRODUCTION
1-1.
1-2.
1-3.
1-4.

Page

1-1
1-1
1-1

3-5.
3-6.
3-7.
3-8.
3-9.
3-10.
3-11.
3-12.
3-13.
3-14.
3-15.
3-16.

1-1
1-1

1-3
1-3
1-3

1-3
3-17.
1-4
1-4
1-4

3-18.
3-19.

II

GENERAL INFORMATION
2-1.
2-2.
2-3.
2-4.
2-5.
2-6.
2-7.
2-8.
2-9.
2-10.
2-11.
2-12.
2-13.
2-14.
2-15.
2-16.
2-17.

Tire Function ................................... 2-1

Tire Types, Sizes and Designations ... 2-1
New Tire Identification Markings ..... 2-1
Retread Tire Identification
Markings ........................................ 2-3
Identification of Aircraft Tires by
Color-Coded Tape ........................ 2-3
Tire Casing Construction ................ 2-3
Tread Construction ......................... 2-6
Tread Pattern .................................. 2-8
Sidewall ........................................... 2-8
Undertread ...................................... 2-8
Ply Rating ....................................... 2-8
Beads .............................................. 2-8
Chafer Strips ................................... 2-8
Liner ................................................ 2-8
Tire Venting .................................... 2-8
Tubeless Tire Valves ...................... 2-9
Tubes .............................................. 2-9

3-20.
3-21.
3-22.
3-23.
3-24.
3-25.
3-26.
3-27.
3-28.
IV

Importance of Close Inspection and

Maintenance at Organizational
Level ............................................. 3-1
Inspection of Installed Tires ............ 3-1
Inflation Pressures .......................... 3-1
Aircraft Tires During Shipboard
Operation ...................................... 3-3
Defective or Damaged Valves ........ 3-4
Valve Caps ...................................... 3-4
Tire Slippage Marks ........................ 3-4
Tread Wear ..................................... 3-4
Uneven Tread Wear ........................ 3-5
Separations/Bulges ......................... 3-6
Cuts and Embedded Objects .......... 3-6
Tire Deteriorating Fluids .................. 3-6
Sidewall Conditions ......................... 3-6
Tread Damage ................................ 3-8
Tire Clearance ............................... 3-10
Removal of Aircraft Wheel
Assemblies ................................. 3-10
Disposition of Tire and Wheel
Assemblies ................................. 3-11
Installation of Wheel
Assemblies ................................. 3-11
Inflation of Tire/Wheel
Assemblies ................................. 3-11
Nitrogen ......................................... 3-14
Matching Tires for Dual
Installation .................................. 3-14
Prevention of Debris Damage ....... 3-15
Overheated/Malfunctioning
Brakes ......................................... 3-15
Ground Personnel Precautions ..... 3-15
Cooling Overheated Wheel, Brake
and Tires ..................................... 3-16
Emergency Procedure for Deflating
Aircraft Tires ............................... 3-16
Fire Fighting .................................. 3-17
Thermal Fuse Plugs ...................... 3-17

DISMOUNTING AND MOUNTING

AIRCRAFT TIRES AND TUBES AT THE
INTERMEDIATE MAINTENANCE LEVEL
4-1.
4-2.

Tire Shop Working Areas ................ 4-1

Tire Deflation ................................... 4-1

NAVAIR 04-10-506

TABLE OF CONTENTS (Cont.)

Section

Page
4-3.
4-4.
4-5.
4-6.
4-7.
4-8.
4-9.
4-10.
4-11.
4-12.
4-13.
4-14.
4-15.
4-16.
4-17.
4-18.
4-19.
4-20.
4-21.

Bead Breaking Equipment .............. 4-1

Wheel Assembly Equipment ........... 4-2
Dismounting Split or Divided
Wheels .......................................... 4-2
Dismounting Demountable Flange
Wheels .......................................... 4-3
Tire Mounting .................................. 4-4
Inspecting Tires, Tubes and
Wheels Before Mounting .............. 4-5
Mounting Tube-Type Tires on
Divided Wheels ............................. 4-6
Mounting Tube-Type Tires on
Demountable Flange Wheels ....... 4-8
Mounting Tubeless Tires on
Divided Wheels ............................. 4-8
Mounting Tubeless Tires on
Demountable Flange Wheels ..... 4-10
Inflation of Tire/Wheel Assemblies ... 4-11
Initial Inflation of Tube-Type Tires .... 4-11
Initial Inflation of Tubeless Tires ... 4-12
Air Retention Test ......................... 4-14
Common Causes of Leaks in
Tire/Wheel Assemblies ............... 4-14
Procedure for Locating Leaks ....... 4-14
Marking of Tires and Wheel Rims
to Determine Tire Slippage ......... 4-15
Applying Tire Slippage Markings .. 4-15
Inspection of Valves ...................... 4-15

INSPECTION AND DISPOSITION OF USED

TIRES AND TUBES AT INTERMEDIATE
MAINTENANCE LEVEL (TIRE SHOP)
5-1.
5-2.

Section

Page
5-3.
5-4.
5-5.
5-6.
5-7.
5-8.
5-9.

VI

6-2.
6-3.
6-4.
6-5.
6-6.
6-7.
6-8.
6-9.

5-1
5-2

Storage Environment for Aircraft

Tires and Tubes ............................
Causes for Rubber Degradation in
Storage .........................................
Shelf Life of Aircraft
Tires and Tubes ............................
Tire Storage Racks .........................
Storage of Aircraft Tire/Wheel
Assemblies ...................................
Storage of Tubes .............................
Issue of Tires and Tubes ................
Shipment of Built-Up Aircraft
Tire/Wheel Assemblies .................
Shipment of Aircraft Tires (NonAssembled) ...................................

6-1
6-1
6-1
6-1
6-1
6-1
6-2
6-2
6-2

TIRE FAILURE REPORTING AND 3M

AVIATION MAINTENANCE DATA SYSTEM
7-1.
7-2.

Policy ............................................... 5-1

Tire Display ..................................... 5-1

5-1
5-1
5-1
5-1
5-1

STORAGE AND SHIPMENT OF AIRCRAFT

TIRES AND TUBES
6-1.

VII

Inspection Criteria ...........................

Serviceable Tires ..............................
Non-Serviceable Tires ....................
Retreadable Tires ...........................
Non-Retreadable Tires ....................
Disposition of Used, Inspected
Tires ..............................................
Inspection Procedure for
Used Tubes ..................................

Policy and Procedure ...................... 7-1

Safety, Engineering Investigation,
Hazardous Material Reports, and
Quality Deficiency Reports ........... 7-1

LIST OF ILLUSTRATIONS
Figure

Title

Page

2-1. Cross-Sectional View Illustrating Tire and

Tube Sizes .................................................
2-2. New Tire Identification Markings ...................
2-3. Retread Tire Identification Markings .............
2-4. Aircraft Tire Tape Identification .....................
2-5. Sectional View of Bias Aircraft Tire Showing
Construction Details ..................................

ii

2-1
2-2
2-4
2-5
2-6

Figure

Title

Page

2-6. Sectional View of Radial Aircraft Tire

Showing Construction Details .................. 2-7
2-7. Sectional View of Two Aircraft Tires
Showing Different Construction Details ..... 2-7
2-8. Chine Sidewall Design .................................. 2-8
2-9. Vent Hole Markings on Sidewall ................... 2-9
2-10. Tubeless Tire Valve ...................................... 2-9
2-11. Metal Valve Stem and Inner Tube
Construction .............................................. 2-9

NAVAIR 04-10-506

LIST OF ILLUSTRATIONS(CONT.)
Figure

Title

Page

3-1. Dual Chuck Stem Gage KIT .......................... 3-2

3-2. Tire Wear Patterns ........................................ 3-3
3-3. Skid Spot Caused by Severe Brake
Application ................................................. 3-5
3-4. Bulge on Tire Tread ...................................... 3-6
3-5. Method of Measuring Depth of Cuts,
Cracks, and Holes ..................................... 3-7
3-6. Protective Cover for Aircraft Tire .................. 3-7
3-7. Weathercracking of Tire Sidewall ................. 3-8
3-8. Circumferential Cracks on Tire Sidewall ....... 3-8
3-9. Tread Chunking and Groove Cracking ......... 3-8
3-10. Tread Chipping .............................................. 3-9
3-11. Tread Rib Peeled from Tire ........................... 3-9
3-12. Tread Thrown From Tire Casing ................... 3-9
3-13. Groove Cracking and Rib Undercutting ...... 3-10
3-14. Chevron Cuts on Tread ............................... 3-10
3-15. Hydroplaning ............................................... 3-10
3-16. Safe-Cor Valve Tool .................................... 3-10
3-17. Deflated Tire Flags ...................................... 3-12
3-18. Tire Inflator Assembly Kit ............................ 3-13
3-19. NAN-4B Nitrogen Servicing Unit ................. 3-14
3-20. NAN-3 Nitrogen Servicing Unit ................... 3-15
3-21. Portable High Pressure Cylinder ................ 3-15
3-22. Common Debris Found on Runways and
Aprons ..................................................... 3-16
3-23. Emergency Tire Deflator ............................. 3-18
4-1. Damaged Tire Beads .................................... 4-1
4-2. Tire Breaker (Model-Lee-1) ........................... 4-1

Figure
4-3.
4-4.
4-5.
4-6.
4-7.
4-8.
4-9.
4-10.
4-11.
4-12.
4-13.
4-14.
4-15.
4-16.
4-17.
4-18.
4-19.
4-20.

Title

Page

Tire Bead Breaker (Model-Regent 8137) ...... 4-2

Aircraft Wheel Assembly Fixture ................... 4-2
Split or Divided Wheel ................................... 4-3
Demountable Flange Wheel with
Locking Ring .............................................. 4-3
Removing Locking Ring ................................ 4-4
Clean Wheel With a Cloth
Prior to Installation in the Tire ................... 4-5
Inserting Tube in Tire .................................... 4-7
Probing to Relieve Trapped Air ..................... 4-7
Tightening Wheel Bolts with a
Pneumatic-Powered Impact Wrench ......... 4-7
Tightening Wheel Bolts with a
Torque Wrench .......................................... 4-8
Installing the Demountable Flange ............... 4-8
Inserting One Wheel Half into Tire ................ 4-9
Lubricating Wheel Seat ................................. 4-9
Installing Wheel Seal in Tubeless
Tire Wheel ................................................. 4-9
Aircraft Tire Inflator/Monitor ........................ 4-11
Tire Inflation Safety Cage ........................... 4-11
Valve Cores ................................................. 4-13
Tire Slippage Index Marking ....................... 4-15

6-1. Suitable Tire Rack for Tire Shop

Application (Varied Size Tires) .................. 6-1
6-2. Properly Palletized Tires (Non-Assembled)
for Shipment .............................................. 6-2

LIST OF TABLES
Table

Title

Page

1-1. Quick Start User's Guide for the

Aircraft Tire and Tube Manual .................. 1-2
1-2. Abbreviations and Symbols.......................... 1-3
1-3. Reference Material ....................................... 1-4
3-1. Inflation Tolerances ....................................... 3-2

Table

Title

Page

5-1. Tires Not Being Retreaded ........................... 5-2

7-1. Tire/Wheel Work Unit Codes ........................ 7-2
7-2. Malfunction Codes for Tire/Wheel
Assembly Removal .................................... 7-3
7-3. Tire Contractor Codes .................................. 7-3

4-1. Aircraft Tire Applicability and

Test Pressure .......................................... 4-16

iii
iii/(iv Blank)

NAVAIR 04-10-506

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iv

NAVAIR 04-10-506

LIST OF TECHNICAL PUBLICATIONS DEFICIENCY REPORTS INCORPORATED

Report Control Number (RCN)

NADEP CHERRY POINT, NC
65923-2006-P096
AIMD ATLANTA, GA
44486-2006-0005
VFA-14
09084-2003-0086
CSFWP DET AIMD
44321-2003-0125
AIMD ATSUGI, JA
44323-2004-0010
AIMD BRUNSWICK, MA
44314-2005-0046
VMGR-234, MAG 41
08344-2005-0019

Location

Pg 2-5

Pg 3-14

Report Control Number (RCN)

Location

alskjalkj
0000/00000

Pg x-xx

0000/00000

Pg x-xx

alskjalkj
0000/00000

Pg x-xx

alskjalkj
0000/00000

Pg x-xx

alskjalkj
0000/00000

Pg x-xx

alskjalkj
0000/00000

Pg x-xx

alskjalkj
0000/00000

Pg x-xx

alskjalkj
0000/00000

Pg x-xx

alskjalkj
0000/00000

Pg x-xx

Pg 3-6

Pg 4-17

Pg 2-9

Pg 4-5

Pg 1-4

TPDR-1/(TPDR-2 Blank)v

NAVAIR 04-10-506

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vi
TPDR-2

NAVAIR 04-10-506

WARNINGS APPLICABLE TO HAZARDOUS MATERIALS

1.
Warnings and cautions for hazardous materials
listed are designed to apprise personnel of hazards
associated with such items when they come in contact
with them by actual use. Additional information related
to hazardous materials is provided in Navy Hazardous
Material Control Program NAVSUPPINST 5100.27,
Navy Occupational Safety and Health (NAVOSH) Program Manuals OPNAVINST 5100.23 (Ashore) and
OPNAVINST 5100.19 (Afloat) and the DOD 6050.5
Hazardous Materials Information System (HMIS) series publications. For each hazardous material used
within the Navy, a Material Safety Data Sheet (MSDS)
must be provided and available for review by users.
Consult your local safety and health staff concerning
any questions regarding hazardous materials, MSDS,
personal protective equipment requirements, appropriate handling and emergency procedures and disposal
guidance.
2.
Under the heading HAZARDOUS MATERIALS
WARNINGS, complete warnings, including related
icon(s) and a numeric identifier, are provided for
hazardous materials used in this manual. The numeric identifiers have been assigned to the hazardous material in alphabetical order by material nomenclature. Each hazardous material is assigned
only one numerical identifier. Repeat use of a specific hazardous material references the numeric identifier assigned at its initial appearance. The approved icons and their application are shown below.
3.
In the text of the manual, the caption WARNING
is not used for hazardous material warnings. Hazards are cited with appropriate icon(s), the nomenclature of the hazardous material and the numeric
identifier that relates to the complete warning. Users
of hazardous materials shall refer to the complete
warnings, as necessary.
4.
EXPLANATION OF HAZARDOUS MATERIALS
ICONS.

Cryogenic
The symbol of a hand in a block of ice
shows that the material is extremely cold
and can injure human skin or tissue.
Explosion
This rapidly expanding symbol shows
that the material may explode if subjected to high temperature, sources of
ignition or high pressure.
Eye Protection
The symbol of a person wearing goggles
shows that the material will injure the
eyes.
Fire
The symbol of a fire shows that the
material may ignite or overheat and cause
burns.
Poison
The symbol of a skull and crossbones
shows that the material is poisonous or
is a danger to life.
Vapor
The symbol of a human figure in a cloud
shows that material vapors present a
danger to life or health.

Chemical
The symbol of a liquid dripping onto a hand
shows that the material will cause burns or
irritation to human skin or tissue.

HMWS-1

NAVAIR 04-10-506

HAZARDOUS MATERIALS WARNINGS

INDEX

MATERIAL

WARNING

Nitrogen, BB-N-411

Nitrogen is nontoxic and inert but may displace

the air used for breathing and cause asphyxiation.
Use only in well ventilated areas. Releases of
compressed nitrogen can blow small particles
into eyes, causing damage. Wear face shield to
prevent eye injury.

Leak Detection Compound,

MIL-PRF-25567, Type I

Leak detection compound, MIL-PRF-25567, Type I

is a skin and eye irritant. Avoid contact with strong
oxidizing agents and reducers, particularly alkaline
materials. Wear goggles and gloves to prevent
eye and skin contact. If eye contact occurs, flush
immediately with large amounts of water. If skin
contact occurs, wash with soap and water.

Solvent, Degreasing, MIL-PRF-680, Type III

Degreasing solvent, MIL-PRF-680, Type III

is toxic and flammable. DO NOT breathe vapors.
Avoid contact with eyes, skin and clothing.
DO NOT use near open flame, sparks or heat.
Use only in well ventilated areas. Avoid contact
with strong oxidizing agents. Wear goggles and
butyl gloves to prevent eye and skin contact. Wear
faceshield and protective clothing when splashing
is possible or expected. Half-mask respirator with
organic vapor cartridge required in poorly ventilated
areas. If eye contact occurs, flush immediately
with large amounts of water. If skin contact
occurs, wash with soap and water.

Grease, Aircraft, General Purpose,

Wide Temperature Range,
MIL-PRF-81322, Grade A

Wide temperature range, general purpose aircraft

grease, MIL-PRF-81322, Grade A is an eye irritant,
and upon prolonged exposure, a skin irritant.
Product may contain chromium compounds and
suspected carcinogens. Avoid contact with eyes,
skin and clothing. DO NOT use near
open flame, sparks, heat or oxidizing agents.
Store in a cool dry place. Wear goggles and rubber
gloves to prevent eye and skin contact. If eye
contact occurs, flush immediately with large
amounts of water. If skin contact occurs,
wash with soap and water.

HMWS-2

NAVAIR 04-10-506

HAZARDOUS MATERIALS WARNINGS (Cont.)

INDEX

MATERIAL

WARNING

Grease, Pneumatic System,

SAE AMS-G-4343

Pneumatic system grease, SAE AMS-G-4343

is a mild eye and skin irritant. Avoid contact with
eyes, skin and clothing. Wear goggles and gloves
to prevent eye and skin contact. If eye
contact occurs, flush immediately with
large amounts of water. If skin contact occurs,
wash with soap and water.

Talc, Technical, A-A-59303, Type T1

Technical talc, A-A-59303, Type T1 is a respiratory

system irritant that may cause lung irritation. Avoid
excessive dusting. When using talc, no protective
equipment is normally required. However, use a
dust mask if excessive dusting occurs.

Compound, Thread, Antiseize,

MIL-PRF-83483

Antiseize thread compound, MIL-PRF-83483 is

an eye and skin irritant upon prolonged or
repeated exposure. Keep away from open flame,
sparks, or heat. Avoid contact with strong oxidizing
agents. Wear goggles and butyl gloves to prevent
eye and skin contact. If eye contact occurs, flush
immediately with large amounts of water. If skin
contact occurs, wash with soap and water.

Enamel, Low VOC, A-A-2787, Type I

Low VOC enamel, A-A-2787, Type I is toxic and

flammable. DO NOT breathe vapors. Avoid contact
with eyes, skin, and clothing. DO NOT use near
open flame, sparks, or heat. Use only in well
ventilated areas. Wear goggles, gloves, and
protective clothing to prevent eye and skin contact.
Half-mask respirator with organic vapor cartridge
required in poorly ventilated areas. Launder
contaminated clothing prior to reuse. If eye contact
occurs, flush immediately with large amounts of water
for 15 minutes; seek medical attention. If swallowed,
do not induce vomiting; seek medical attention.
If skin contact occurs, wash with soap and water.

HMWS-3/(HMWS-4
HMWS-3
Blank)

NAVAIR 04-10-506

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HMWS-4

NAVAIR 04-10-506

SECTION I
INTRODUCTION
1-1. PURPOSE. The purpose of this technical manual
is to provide instruction for inspection, maintenance,
storage, repair, and disposition for all aircraft tires and
tubes. It is intended to conserve time and materials by
serving as a basic guide for all personnel concerned
with aircraft tires and tubes. Table 1-1 gives the user a
quick review of key elements in this manual that concern
tire related issues. The manual is periodically updated
to revise inspection criteria, service life criteria and
maintenance procedures. The instructions in this manual
take precedence over all other directives where conflict
exists. Any conflict between this manual and other
publications shall be reported in accordance with
COMNAVAIRFORINST 4790.2 (series).
1-2. SCOPE. These instructions are intended for use
on all pneumatic tires and inner tubes installed on
Naval/Marine aircraft including Unmanned Aerial
Vehicles (UAVs). UAV aircraft tires with stock numbers
starting with National Stock Number (NSN) 2620 shall
comply with all safety, tire/wheel building, and handling
procedures/requirements within this manual unless
otherwise specified in UAV specific manuals.
1-3. APPLICATION. These instructions are
applicable to all Naval and Marine Corps activities
concerned with aircraft tires.
1-4. RESPONSIBILITY FOR INSPECTION AND
MAINTENANCE PROGRAMS. Inspection and
maintenance of aircraft tires shall be handled as follows:

IV, and V. Tires which are not returned to service shall be

marked in accordance with Section V and forwarded to the
local Supply Department for appropriate disposition.
c. Depot Maintenance Level. Personnel associated
with tires and tubes on aircraft undergoing rework shall be
responsible for all functions outlined in paragraphs 1-4a and
1-4b.
1-5. RESPONSIBILITIES. The Commander, Naval
Air Systems Command, with the assistance of the
Commander, NAVAIR In-Service Support Center
(formerly Naval Air Depot) North Island Aircraft Tire
Fleet Support Team (FST) and the Commander, Naval
Inventory Control Point Command is assigned overall
responsibility for the management of the aircraft tire
program. The following outlines the policies governing the
management of the aircraft tire program, and includes:
a. Naval Air Systems Command Headquarters,
Patuxent River, MD.
(1) Provide overall management, policy
guidance, and technical direction.
(2) Ensure the development and use of uniform
DoD specifications.
(3) Specify types and sizes of aircraft tires to be
included in the aircraft tire retreading program.
(4)

a. Organizational Level. Organizational level

personnel shall be directly responsible for the safe
condition of the tires on aircraft in their custody. All tires
shall be inspected in accordance with Section III and all
defective tires shall be marked, as specified in paragraph
3-17, indicating the nature and cause of their rejection
and then forwarded for further evaluation to the
Intermediate Maintenance Activity.
b. Intermediate Maintenance Activity (IMA Tire
Shop). The IMA is responsible for the disassembly and
assembly of the tire/wheel assembly for use by the
organizational level. Tires and wheels shall be inspected
in accordance with instructions in Sections III, IV, and V
and other applicable manuals referenced in Sections III,

Qualify the design of all new aircraft tires.

b. NAVAIR In-Service Support Center, Aircraft Tire

Fleet Support Team (FST), North Island CA.
(1) Provide fleet support for maintenance
engineering on all aircraft tires.
(2) Answer/resolve all fleet Engineering
Investigations (EIs), Quality Deficiency Reports (QDRs)
and Safety Reports concerning aircraft tires.
(3) Represent the Navy on the Tri-Service
Aircraft Tire Coordinating Group.
(4)

Qualify designated aircraft tires for retreading.

1-1

NAVAIR 04-10-506

Table 1-1. Quick Start User's Guide for the Aircraft Tire and Tube Manual
The following is key information from this manual that everyone handling aircraft tires should know.
Sections identified should be reviewed in detail.
Personnel and Equipment Safety
Review the following to prevent personnel injury, catastrophic failure, and/or aircraft damage.
Section
3-3

Tire pressures on operating aircraft shall be checked during each daily inspection with an
approved calibrated gage.

Section
3-3a

Tire pressures exceeding 50 psi on aircraft that have not been towed or taxied for over 7 days,
shall be checked and serviced at least once every 7 days.

Section
3-3c

Underinflation is the single most frequent occurring tire problem in the Navy.

Section
3-4c

During carrier operations, never check and adjust tire pressures while parked on the hot catapult
tracks.

Section
3-9

Replace dual landing gear tires as a matched set unless otherwise specified.

Section
3-11

Embedded foreign objects shall never be removed from the tire while inflated.

Section
3-16

Never remove a tire/wheel assembly from the aircraft until deflated and a tire flag is in place.

Section
3-24

Ground personnel precautions are covered in this section. Use caution when inspecting tire
discrepancies (e.g. skids, Foreign Object Damage, cuts, etc.) and approach fore and aft from the
opposite side of the discrepancies after the assembly has cooled.

Section
4-5

Verify the tire has been completely deflated before attempting to disassemble tire/wheel
assembly.

Section
4-11

Always use a calibrated torque wrench to properly torque the wheel bolts. Never completely
tighten with a pneumatic impact wrench or guess at the torque values.

Section
6-9

The use of razorblades and knifes to remove stretch wrap from tires can cause sidewall and
tread damage resulting in excessive tire scrapping.

General Tire Information

1-2

Section
1-5b

Aircraft tire related questions can be directed to NAVAIRDEPOT North Island, Code 4.3.4.4.,
619-545-8675.

Section
2-3i

Each tire has a unique serial number molded into the sidewall that gives the date of manufacture
and can be trace back through the manufacturer should a tire discrepancy or failure occur.

Section
3-8

Tread wear removal criteria for tires without wear indicators (most Navy tires). Worn to the
bottom of the tread groove at any one spot on the tire, regardless of whether wear is the
result of skidding or normal use.

Section
3-18

Always verify the wheel has the correct bearing part number. Incorrect bearings have caused
numerous destroyed wheels and landing gear.

Section
4-1

Ensure the correct tire is selected for the applicable aircraft, as identified by the NSN, size, and
ply rating.

Section
6-1

Tires and tubes shall be stored indoors in a dark, cool, dry room under such conditions as to be
protected from strong air currents, dampness, dirt, oils, greases and solvents.

Section
7-2

When a tire discrepancy occurs and an Engineering investigation is requested, hold tire,
including any tire pieces and wheel to assist in determining the root cause of the tire failure.

NAVAIR 04-10-506

(5) Conduct facility inspections at government

and contractor installations and audit retreading
processes at contractor/facilities plants.
(6) Provide Engineering support for the
Performance Based Logisitics (PBL) Aircraft Tire
program.
(7) Manage and coordinate the Life Cycle Cost
(LCC) evaluation program for Navy aircraft tires.
c.

Naval Inventory Control Point, Philadelphia, PA.

Table 1-2. Abbreviations and Symbols

Abbreviations/
Symbol

Definition

DoD

Department of Defense

FOD

foreign object damage

FST

Fleet Support Team

IMA

intermediate maintenance activity

LCC

life cycle cost

MIM

maintenance instruction manual

MS

military specification

(1) Maintain administrative cognizance of the

procurement and replenishment of aircraft tires.

NSN

national stock number

P/N

part number

(2) Ensure the maximum possible recovery of

aircraft tire carcasses to be retreaded.

PR

ply rating

psi

pounds per square inch

1-6. ENGINEERING INVESTIGATIONS, HAZARDOUS MATERIAL REPORTS AND PRODUCT

QUALITY DEFICIENCY REPORTS. All reports of
unsatisfactory aircraft tires shall be addressed to Aircraft
Tire Fleet Support Team, NAVAIR In-Service Support
Center North Island CA using the Naval Air Systems
Command (NAVAIR) Naval Aviation Maintenance
Discrepancy Reporting Program (NAMDRP) web site
https://NAMDRP.NAVAIR.NAVY.MIL. This web site
allows submission and complete processing of
Engineering Investigations (EIs), Hazardous Material
Reports (HMRs), combination HMR/EI reports, and
Product Quality Deficiency Reports (PQDRs) as detailed
in COMNAVAIRFORINST 4790.2 and 4790.15. See
Section 7-2 for further details.

S/N

serial number

QDR

quality deficiency report

QTR

qualification test report

1-7. REPORTING OF ERRORS. Reporting of errors,

omissions, and recommendations for improving this
publication by individual user is encouraged. This manual
is periodically updated to revise tire data. Any aircraft
tire conflict between this manual and other publications
shall be reported on the Naval Air Technical Data and
Engineering Command (NATEC) web site at
www.natec.navy.mil by completing a Technical
Publication Deficiency Report (TPDR) in accordance
with COMNAVAIRFORINST 4790.2.
1-8. RETREAD AIRCRAFT TIRES. Most military
and commercial aircraft tires are designed to be
retreaded. Retreading an existing casing can provide
more landings per tire at a lower cost per tread giving a
significantly lower overall cost. Data shows that a

retreaded tire gives service comparable to a new tire.

The General Accounting Office and the Department of
Defense policy mandates aircraft tires will be retreaded
in all cases where economics can be realized without
affecting safety of personnel and/or equipment. The
Tri-Services have established a retreading criteria
consistent with the recent advances in tire technology
and service experience. By this carefully engineered
approach, functionally sound tire carcasses are returned
to qualified contractors for retreading. In conjunction
with these procedures, the Aircraft Tire FST monitors
production of retread tires to assure that the fleet
receives a satisfactory product. During construction,
retreaded tires are subjected to quality control
procedures far more stringent than those imposed on
new tires. Each high-speed/high performance retreaded
tire receives final nondestructive inspection by laser beam
optical holographic or shearographic methods. This
procedure detects separations, voids, and multiple cord
fractures within the casing. Tires containing discrepancies
are rejected, thus preventing a failure in the fleet.
1-9. REQUISITIONING AND AUTOMATIC
DISTRIBUTION OF NAVAIR TECHNICAL MANUALS.
Procedures to be used by Naval activities and other
Department of Defense activities requiring NAVAIR
technical manuals are defined in NAVAIR 00-25-100.

1-3

NAVAIR 04-10-506

Table 1-3. Reference Material

Title

Number

Aircraft Wheel Assembly Fixture, P/N 66F-40999-1

Air Force T.O. 35D25-9-3-1

Aircraft Wheel Holder and Bead Breaking

NAVAIR 19-1-55

Aircraft Wheel Maintenance Instructions

NAVAIR 04-10-1

Aircraft Tire Inflator/Monitor

NAVAIR 17-15G-1

Aircraft Tire Reporting System

NALDA AV-3M

Application Table for Aircraft Tires and Tubes

NAVAIR 04-10-508

Bead Breaker, Tire, Model 8137

Air Force T.O. 34Y9-6-4-1

Distribution of NAVAIR Technical Publications

NAVAIRINST 5605.5

Hazardous Material Information System

DOD 6050.5

Interchangeability and Replaceability of Component Parts for Aerospace Vehicles

MIL-I-8500

Military Standard Abbreviations for Use On Drawings, and in Specifications,

Standards and Technical Documents

MIL-STD-12

Naval Aviation Maintenance Program

OPNAVINST 4790.2

Navy Occupational Safety and Health (NAVOSH) Program Manual

OPNAVINST 5100.23

Navy Environmental Health Center Technical Manual

NEHC-TM-91-6

Naval Air Systems Command Technical Manual Program

NAVAIR 00-25-100

Nitrogen Servicing Unit, A/M26U-4

AG-750AO-0MM-000

Nitrogen Servicing Unit, A/M26U-4B

AG-750AO-0MM-100

Nondestructive Inspection Methods

NAVAIR 01-1A-16

Operation and Maintenance Instructions with Illustrated Parts Breakdown,

Nitrogen Servicing Unit

NAVAIR 19-25B-15

Service Suitability (Flight) Testing of Rebuilt Navy Aircraft Tires

MS 14147 (AS)

Tapes, Identification, Color Code for Aircraft Tires

MS 14113

Tire Inflator Assembly Kit Part Number M875352/4, Dual Chuck Stem Gage Part
Number M85352/4

NAVAIR 17-1-123

Tube, Pneumatic Tire, Aircraft

SAE AS 50141

U.S. Navy Aircraft Fire Fighting and Rescue Manual

NAVAIR 00-80R-14

1-10. WARNINGS AND CAUTIONS APPLICABLE

TO HAZARDOUS MATERIALS. Warnings and cautions
for hazardous materials listed in this manual are designed
to apprise personnel of hazards associated with such
items when they come in contact with them by actual
use. Additional information related to hazardous
materials is provided in OPNAVINST 5100.23 Navy
Occupational Safety and Health (NAVOSH) Program
Manual and the DoD 6050.5 Hazardous Materials
Information System (HMIS) series publications. Consult

1-4

your local safety and health staff concerning specific

personnel protective requirements and appropriate
handling and emergency procedures.
1-11. ABBREVIATIONS AND SYMBOLS. Table 1-2
lists abbreviations and symbols that do not appear in
MIL-STD-12.
1-12. REFERENCE MATERIAL. All references
applicable to this manual are listed in Table 1-3.

NAVAIR 04-10-506

SECTION II
GENERAL INFORMATION
2-1. TIRE FUNCTION. The primary purpose of an
aircraft tire is to provide mobility for the aircraft when
on the ground. In addition, they assist the shock strut
in reducing the impact of landing and absorb much of
the roughness of takeoff and provide traction for
stopping.
2-2. TIRE TYPES, SIZES AND DESIGNATIONS.
Pneumatic aircraft tires are supplied as tubeless and
tube-type tires. There are four types described below
which are procured under MIL-PRF-5041. In addition,
most Type VII and VIII tires supplied to the Navy must
meet more stringent test requirements of various
Military Standards and aircraft manufacturer
Procurement Specifications. Tire sizes are illustrated
and explained by Figure 2-1.
a. Type III, Low Pressure. Type III, comparable to
Type I, has beads of smaller diameter, larger volume,
and lower pressure.

d. Radial. Designed with the casing plies running

radially from bead to bead, and fabric plies running
circumferentially under the tread.
2-3. NEW TIRE IDENTIFICATION MARKINGS.
(See Figure 2-2). The following information, as applicable,
is engraved or embossed on the tires:
a. Manufacturers Name or Trademark Name. The
Navy utilizes three different aircraft tire manufacturers;
Goodyear, Michelin, and Dunlop. The Michelin tires
may also use the trademark name of Aviator.
b. Manufacturers Mold Number.
c. Type.
d. Size.
e. Ply Rating (PR).

b. Type VII, Extra High Pressure. Type VII is in

universal service on todays military and civilian jets
and prop-jets. It has a high load capacity and narrow
width.

f. "Tubeless" on tubeless tires. "Tube-Type" on

tires that utilize tubes.

c. Type VIII, Low Profile High Pressure. Type VIII

is a design created for very high takeoff speeds. It has
a high load capacity and is wider than a comparable
Type VII tire.

h. National Stock Number (NSN). All aircraft tires

have stock numbers starting with 2620.

g. Type of Tread Construction. See paragraph 2-7.

A = Overall Outside Diameter

B = Cross Sectional Width
C = Rim Diameter

TIRE AND TUBE SIZES

This typical diagram indicates the possible dimensions shown on tire sidewalls.
The symbol "x" is used between dimensions "A" and "B". Hence, 22 x 6.6 - 10
means the overall outside diameter is 22 inches and the cross-sectional width is
6.6 inches, with a rim ledge diameter of 10 inches.
A

The symbol "-" is used between dimensions "B" and "C". Hence, 8.50-10
means that the cross-sectional width is 8.50 inches and the rim ledge diameter is
10 inches.
The symbol "R" replaces the "-" for radial tires. I.E., 26 x 7.75R13
For tires using tubes, the tube size is the same as the tire size.

Figure 2-1. Cross-Sectional View Illustrating Tire and Tube Sizes

2-1

NAVAIR 04-10-506

1
11
2

10

S
M

GOODYEAR
51880272

RE
INF
OR
CE
D
EA
TR

CUT
8
32 LIM
IT

9
99
26

TL
24-24
1D
46
R-

NS
N
22 X 6.6-10

20P
R

Q
T

7
864
59
1
0
00
62

CUT 8
32 LIMI
T

TUBELESS

E VII
TYP

5
7

1.
2.
3.
4.
5.
6.

Manufacturers Name or Trademark 7. Ply Rating

Type of Tread (On Some Tires)
8. NSN
Type (On Some Tires)
9. Type (Tubeless or Tube)
Cut Limit (Inches)
10. Serial Number
Manufacturers QTR
11. Military Standard Number
Size

Figure 2-2. New Tire Identification Markings

2-2

NAVAIR 04-10-506

WARNING
Tires without a serial number engraved or
embossed on the sidewall are not to be used
on aircraft.
i. Serial Number. The serial number (S/N) consists
of a maximum of 10 characters. For tires manufactured
by Goodyear and Michelin, the first four positions show
the date of manufacture in the form of a Julian date
(last digit of the year followed by the Julian day of the
year, e.g., 17 Oct. 1998 is 8290). Tires manufactured
by Dunlop, the first 5 positions show the date of
manufacture in the form of a Julian date (last two digits
of the year followed by the Julian day of the year, e.g.,
01 Jan. 1999 is 99001). The next positions selected by
the manufacturer may be either numbers/letters, and
are used to create a unique S/N for a particular tire.

2-4. RETREAD TIRE IDENTIFICATION MARKINGS.

(See Figure 2-3). In addition to the markings that are on
a new tire, the following information is engraved or
embossed into the shoulder area of a retread tire:
a. Number of Times Tire has been Retread. "R"
followed by a number, for example R-2 represents a
tire retreaded twice. This designation is also referred
to as the "R-Level".
b. Julian Date of Retread. These numbers show
the date the tire was retreaded and is made up of four
digits in the form of a Julian date (last digit of the year
followed by the Julian date of the year, e.g., 17 Oct.
2001 is 1290).
c. The name of the retreader and plant location.
NOTE

j. Cut-Limit Dimension. This dimension is

expressed in thirty-seconds of an inch, and is used to
determine if a tire with a cut in the tread area needs to
be replaced. Refer to paragraph 3-11 for detailed
instructions.

The retreader's name could be different from the

tire manufacturer's name, e.g., "Michelin" retread
on shoulder of a "Goodyear" manufactured tire.
d. Type of Tread Construction. See paragraph 2-7.

k. Military Specification drawing number (MS).

l.

Country of manufacture (if other than USA).

m. Colored dots for ventholes. See paragraph 2-15.

n. Balance Mark. A balance mark (a red dot placed
on the sidewall by the manufacturer to signify the light
spot on the tire) is no longer required. Tires are evenly
(zero) balanced during manufacturing eliminating this
requirement.
o. Qualification Test Report (QTR). The number
assigned by the manufacturer to identify a particular
tire construction and qualification test. It is prefixed by
"QTR" on the tire. This number is unique to each
manufacturer and will be different on tires of the same
size, ply rating, and NSN.
p. Additional markings as required by applicable
MS standards or drawings.
q. Manufacturer's Part Number. Ensures
traceability between tire design changes. This number
is unique to each manufacturer and will be different on
tires of the same size, ply rating, and NSN.

2-5. IDENTIFICATION OF AIRCRAFT TIRES BY

COLOR-CODED TAPE. Color-coded tape is used by
supply for stock control identification, and is applied by
the manufacturer on all aircraft tires. The color and
year found on the tape represent the year the tire was
originally manufactured (not the retread date). A
diamond on the tape identifies the tire as a retread. A
straight 12 inch bar represents a new tire. The unique
colors of the diamond or bar will identify the retreader
or manufacturer. (See Figure 2-4).
2-6.

TIRE CASING CONSTRUCTION.

a. General. Pneumatic aircraft tires have two different

and distinct tire constructions, the Bias tire and the Radial
tire. Both nomenclatures describe the angular direction of
the casing plies. Bias tires can be either a tubeless or
tube-type construction. Radial tires are tubeless
construction.
(1) Bias Aircraft Tire. The Bias tire features plies
which are constructed of alternating layers of rubber
coated ply cords which extend under the beads and are
at alternating angles between 30 and 60 degrees to the
centerline of the tread or the direction of tire rotation.
Figure 2-5 shows the construction details.

2-3

NAVAIR 04-10-506

3
R

TYPE V
II

CU
T

8
32 L
IM

CI
T

IT

OR
NF
I
E

READ
ED T

21

MICHE
LIN

80 -

5188

22 X 6.6-10

R2

IT

GOOD
YEA
R
59

86

CU
T

47

10

TU B

ELES S

Retreader
Retreaders Plant Location
Serial Number
Type of Tread
Type (On Some Tires)
Cut Limit
Manufacturers QTR

11

8.
9.
10.
11.
12.
13.
14.

Size
Ply Rating
NSN
Type (Tubeless or Tube Type)
Original Manufacturer
Number of Times Retreaded
Julian Date of Retread

Figure 2-3. Retread Tire Identification Markings

2-4

01

12

M
LI
8
32

26
20

1.
2.
3.
4.
5.
6.
7.

NS
N

13

20P
R

14

RN
QT

KA
NS
AS

23220514

NAVAIR 04-10-506

Stripe:
Identifies New Tire
Yellow: Michelin (Aviator)
Green: Goodyear
White: Dunlop

1
9
9
6

Diamond:
Identifies Retread Tire
Red:
Goodyear (Air Treads)
Brown: Bridgestone (Thompson)
Yellow: Michelin

Tape Color & Printed Year (Both):

Identify Year Original Tire Was Manufactured
Grey Green
1977
1984
1991
1998
2005
2012

1978
1985
1992
1999
2006
2013

Blue Orange Yellow Violet Red

1979
1986
1993
2000
2007
2014

1980
1987
1994
2001
2008
2015

1981
1988
1995
2002
2009
2016

1982
1989
1996
2003
2010
2017

1983
1990
1997
2004
2011
2018

1
9
9
3

Figure 2-4. Aircraft Tire Tape Identification

2-5

NAVAIR 04-10-506

Tread
Groove

Fabric
Reinforcement

Tread
Rib

Undertread

Casing Plies
Tread
Shoulder

Bead Heel
Sidewall
Plies
Chafer
Strip

Bead Toe
Flipper
Strip
Ply
Turnups
Wire Beads

Figure 2-5. Sectional View of Bias Aircraft Tire Showing Construction Details

(2) Radial Aircraft Tire. The radial tire features

casing plies constructed of layers of rubber coated ply
cords, which extend under the beads and are laid at
approximately 90 degrees to the centerline of the tread
or 90 degrees to the direction of tire rotation. Radial
tires also have nylon plies running circumferentially
under the tread. Figure 2-6 shows the construction details.
b. Plies. The casing plies, also referred to as cord
body, are the structural part of the tire. They consist of
multiple layers of individual nylon cords arranged
parallel to each other and completely encased in
rubber. Each layer of coated fabric constitutes one ply
of the casing and is anchored by wrapping around the
bead wires, thus forming the ply turn-up. Depending
on whether the tire is a radial or bias construction will
determine the adjacent casing plies angle layup. This
provides a strong and flexible construction that
distributes impact shocks over a wide area. The main
function of the casing plies is to give the tire tensile
strength to resist internal pressures and to maintain
tire shape. They must be able to withstand severe
flexing, heat, and impact shocks during service.

2-7. TREAD CONSTRUCTION. The

construction is one of the following types:

tread

a. Rubber Tread. A rubber tread is constructed

without nylon ply material between the tread wearing
surface and casing plies.
b. Fabric Reinforced Tread. A reinforced tread
consists of a single fabric ply or multiple plies
constructed in the material between the outer casing
plies and the bottom of the tread groove (Figure 2-7).
These plies help to strengthen and stabilize the crown
area, by reducing tread distortion and increase stability
for high-speed operations. This feature is identified
with one of the following terms on the sidewall:
Reinforced Fabric Tread; Reinforced Tread; Fabric
Reinforced; or Fabric Reinforced Cut Resistant.
c. Fabric Tread. A fabric tread consists of a fabric
ply or plies constructed in the tread ribs above the
bottom of the tread grooves. As the tire wears, the
fabric ply or plies becomes exposed as part of the wear
surface. Also referred to as a floating ply, it is identified
by the term "Fabric Tread" on the sidewall.
d. Other. Other tread types may be provided under
specific circumstances or as required by applicable
MS standards or drawings.

2-6

NAVAIR 04-10-506

Tread
Groove

Tread
Rib
Protector Plies
Belt Plies
Casing Plies

Tread
Shoulder

Sidewall

Chafer
Strip

Ply
Turnups
Flipper
Strip
Wire Beads

Figure 2-6. Sectional View of Radial Aircraft Tire Showing Construction Details

Fabric Reinforced Tread

Fabric Tread

Reinforcing Plies
Below Tread Groove

Reinforcing Plies
Above Tread Groove

Liner
Tubeless
(Thick)

Tube Type
(Thin)

Figure 2-7. Sectional View of Two Aircraft Tires Showing Different Construction Details

2-7

NAVAIR 04-10-506

direct relationship between the ply rating and actual

number of nylon fabric casing plies. Most nylon cord
tires have ply ratings greater than the actual number of
fabric plies in the casing.
2-12. BEADS. The beads are constructed of multiple
strands of high tensile strength steel wire embedded in
rubber and wrapped in strips of fabric. They give a
base around which the casing plies are anchored and
provide a firm fit on the wheel.

Chine

Figure 2-8. Chine Sidewall Design

2-8. TREAD PATTERN. The tread is made of rubber,
compounded for toughness, durability, and wear. The
tread pattern is designed in accordance with aircraft
operational requirements. The circumferential ribbed
tread with tread grooves is widely used today to provide
good traction under varying runway conditions. Tread
grooves help to improve adhesion with the ground
surface and provide a mechanism to channel water away
from the area between the tire and runway surface.
2-9. SIDEWALL. The sidewall is the outer layer of
rubber adjoining the tread and extending down to the
beads. The sidewall protects the casing plies from
abrasions, cuts, bruises, moisture, and ozone. The
sidewall rubber contains antioxidants that are slowly
released over time to protect the tire from ultraviolet and
ozone attack, preventing weathercracking. Certain tires
for nose wheel applications incorporate a flange or
chine on the upper sidewall designed to deflect water
away from engine intakes (see Figure 2-8).
2-10. UNDERTREAD. Undertread is a layer of specially
formulated rubber, which provides adhesion of the
tread to casing plies, and acts as the interface for buffing
during retreading (see Figure 2-5).
2-11. PLY RATING (PR). Ply rating is a comparitive
term used to identify a tire's maximum recommended
load for specific types of service. It does not represent
the actual number of casing plies in a tire. There is no

2-8

2-13. CHAFER STRIPS. Chafer strips are plies of

rubber-impregnated fabric that are wrapped around
the outside of the beads. They protect the casing plies
from damage when mounting/dismounting the tire,
and minimize the effects of chafing contact with the
wheel.
2-14. LINER. The liner, also referred to as "innerliner"
is the inside surface of a tubeless tire (Figure 2-7) and is
made of a layer of rubber extending from bead to bead
that resists diffusion of nitrogen. This liner serves the
same purpose as the inner tube in a tube-type tire for air
retention. In tube-type tires, a thin liner is provided to
prevent tube chafing and moisture penetration into the
casing plies.
2-15. TIRE VENTING. Aircraft tires are vented to prevent
pressure buildup within the casing plies. Pressure buildup
within the casing plies can cause tread, sidewall, or ply
separations.
a. Tube-Type. Tube-type tires are vented in two
ways. The first uses air bleed ridges on the inside tire
surface, and grooves on the bead faces. The ridges
and grooves channel to the outside the air trapped
between the inner tube and the tire. The second
method uses four or more vent holes that extend
completely through each tire's lower sidewall. They
relieve gases that accumulate in the casing plies from
normal diffusion through the inner tube and tire.
Tube-type tire vent holes are marked with a silver or
white dot as shown by Figure 2-9.
b. Tubeless Type. Tubeless tires have vent holes
that penetrate from the outside of the tire's lower
sidewall into the middle casing plies. They relieve
gases that accumulate in the casing plies from normal
diffusion through the innerliner and tire casing. Bleeding
of trapped gases from the vent holes is normal
occurrence especially after initial tire/wheel build up.
Vent holes in tubeless tires are marked with a green
dot or triangle as shown in Figure 2-9.

NAVAIR 04-10-506

NOTE
Retread tires may not have the vent holes
clearly identified.
2-16. TUBELESS TIRE VALVES. Tubeless tire valves
are installed on wheels with threaded fittings and an
O-ring seal or gasket. Figure 2-10 shows a typical tubeless
tire valve.
2-17. TUBES. Aircraft inner tubes are procured under
specification AS50141 and are identified by the type
and size of the tire in which they are to be used.

Figure 2-9. Vent Hole Markings on Sidewall

a. Fabric Base Inner Tubes. Inner tubes required

to operate at 100 psi or higher inflation pressures are
usually reinforced with a ply of nylon cord fabric around
the inside circumference. The reinforcement extends
a minimum of 12 inch beyond that portion of the tube which
contacts the rim.

Cap

Valve Core

b. Inner Tube Venting. Certain inner tubes have

radial vent ridges molded on the surface. The ridges
relieve air trapped between the casing and tube during
inflation.
c. Inner Tube Valve. Inner tube valves are
designed to fit specific wheel rims. Special valve
bending configurations or extensions may be required
to provide access to the valve stem when servicing the
tire. Figure 2-11 shows a cross section of a typical metal
valve stem and inner tube construction.
d. Balance Mark. The balance mark on a tube is a
stripe 2 inches long x 12 inch wide. The balance mark is no
longer required on any tube.

Valve Stem
O-Ring

Figure 2-10. Tubeless Tire Valve

Stem

Washer/Spacer
Hex Nut
Grommet
(if applicable)

Tube Wall

Metal Valve Head or Valve Base Button

Figure 2-11. Metal Valve Stem and Inner Tube Construction

2-9/(2-10 Blank)
2-9

NAVAIR 04-10-506

THIS PAGE LEFT INTENTIONALLY BLANK

2-10

NAVAIR 04-10-506

SECTION III
INSPECTION AND MAINTENANCE OF TIRES INSTALLED ON AIRCRAFT AT ORGANIZATIONAL LEVEL
3-1. IMPORTANCE OF CLOSE INSPECTION AND
MAINTENANCE AT ORGANIZATIONAL LEVEL.
a. Aircraft tire inspection and maintenance has
become more critical through the years because of
increased aircraft weight and higher landing and takeoff
speeds. Carrier operations place extra demands on tire
maintenance. In many cases tire failures are attributed
to material failures, and/or manufacturing defects when
actually improper maintenance was the underlying
cause. Poor inspection, improper buildup, operation of
tires in an underinflated or overinflated condition are
common causes of tire failure. These instructions herein
are mandatory for both flight and ground crew personnel
to ensure that sound tires with minor discrepancies will
not be removed prematurely; unsafe tires will be replaced
before flight; and worn tires will be removed at the
proper time to permit retreading.
b. A complete review of tire servicing procedures
and equipment within an activity should be conducted
periodically. This review is intended to uncover and
correct deficiencies in equipment condition, calibration
requirements, inflation and inspection procedures, or
standard operating procedures.
3-2. INSPECTION OF INSTALLED TIRES. Tires
and wheels shall be examined during each turnaround
inspection for damage that may have been caused
during or after the previous flight. Adhere to safety
precautions addressed in paragraphs 3-23 through
3-26 during inspections. Defective tire/wheel assemblies
and those of questionable suitability shall be replaced
with satisfactory equipment. On daily inspections, the
tires shall be examined for the following conditions:
a. Correct inflation pressure (paragraph 3-3).
b. Defective or damaged valves (paragraph 3-5).
c.

Installation of valve cap (paragraph 3-6).

i. Contact with deteriorating fluids (paragraph

3-12).
j.

Sidewall damage (paragraph 3-13).

k.

Tread damage (paragraph 3-14).

l.

Tire clearance (paragraph 3-15).

3-3.

INFLATION PRESSURES.
CAUTION
After checking inflation pressure, check for
valve core leaks per paragraph 3-5c.
Never tow or taxi aircraft that have underinflated
tires. Tire damage may occur, resulting in a
subsequent failure.

a. Maintaining the correct inflation pressure in an

aircraft tire is essential in obtaining maximum service
life. Nitrogen will diffuse through the materials of aircraft
tires resulting in a daily pressure loss and the need for
frequent checks. Tire pressures exceeding 50 psi on
operating aircraft shall be checked and serviced during
each daily inspection. Tire pressures exceeding 50 psi
on aircraft that have not been towed or taxied for over
7 days, shall be checked and serviced at least once
every 7 days. Pressures shall not be checked by visually
inspecting the deflection of the tire. Pressure checks
shall be made using an approved, calibrated dual chuck
stem gage kit, P/N M85352/4 (see Figure 3-1). The
inflation pressure varies according to the gross weight
of the aircraft or whether shore or carrier operations are
planned. Refer to the applicable aircraft Maintenance
Instruction Manual for the correct inflation pressures.
Tire pressure information is also generally found on
placards attached to or painted on the landing gear or
landing gear well doors. See Table 3-1 for the tolerances
to apply when inflating aircraft tires to a specified
pressure.

d. Tire slippage (where required by paragraph 3-7).

e. Extent of tread wear (paragraph 3-8).
f.

Uneven tread wear (paragraph 3-9).

g. Separations/bulges (paragraph 3-10).

b. The inflation pressure of paired tires on dual or

multiple landing gear systems shall be within the
tolerances specified in Table 31. Underinflation of one
tire causes the other tire to carry a disproportionate
amount of load. As a result, both tires can be deflected
considerably beyond their operating range, potentially
causing casing separations or catastrophic failure.

h. Cuts and embedded objects (paragraph 3-11).

3-1

NAVAIR 04-10-506

Carrying Case

Gaging
Element

Dual
Chuck
Stem

Figure 3-1. Dual Chuck Stem Gage Kit

Table 3-1. Inflation Tolerances

3-2

Inflation
Pressure
(psi)

Maximum Allowable
Tolerances (psi)

100 or less

+5, -5

Greater than 100

+10, -5

NAVAIR 04-10-506

c. Consequences of Underinflation. Underinflation

is the single most frequently occurring tire problem in
the Navy. Underinflation causes the tire to wear rapidly
and unevenly at the outer edges of the tread, as shown
in Figure 3-2. Operation of a tire in an underinflated
condition will cause the tire to flex beyond its design
parameters. This excessive flexing causes heat buildup
in the casing with the eventual breakdown of tire
components resulting in failures by blowout or thrown
tread. Squadrons experiencing a high number of
blowouts, or thrown treads should institute a program of
closely monitoring their tire inflation pressures.
Additionally, the gages used to measure tire pressures
should be checked to ensure proper calibration.
d. Consequences of Overinflation. Overinflation
reduces the tread contact area causing the tire to wear
faster in the center as shown in Figure 3-2. Operation of
overinflated tires can result in reduced traction and
make the tread more susceptible to cutting.
e. Excessive Pressure Loss. When a tire/wheel assembly
shows a repeated pressure loss exceeding 5% of the correct
operating inflation pressure in a 24 hour period, it shall be
removed from the aircraft and sent to the IMA.

Normal

Excessive

Overinflation

Underinflation

CAUTION
Ensure aircraft are not spotted with the tires on
the carrier deck catapult tracks.
Never check and adjust tire pressures of aircraft
tires parked on catapult track. The catapult's
high temperatures will result in an incorrect tire
pressure reading.
NOTE
Temperature changes affect tire pressure. A
change of 5F produces approximately 1%
change in pressure. Pressure measurements
should be made at least 2 hours after a flight to
allow tire/wheel assembly to cool.
3-4. AIRCRAFT TIRES DURING SHIPBOARD
OPERATION. Naval aircraft tires have unique
requirements compared to any other military or
commercial aircraft tire. Besides the normal land base
operations, Naval tires require extremely high inflation
pressures to reduce the possibility of damage during
carrier catapult and landing operations. These high
inflation pressures tend to wear the center tread area
faster than the shoulders.

Excessive Toe-In or
Camber Maladjustment

Figure 3-2. Tire Wear Patterns

a. Nose landing gear tires tend to wear with small
lateral cuts in a scrubbing/abrasion pattern. The
scrubbing is caused by a combination of slow tire
rotation speeds and the tight turning requirements while
performing shipboard maneuvering. The non-skid
shipboard deck material is very abrasive especially
when new and tends to increase tire wear rate resulting
in fewer landings compared to land base operations.
b. Correct tire inflation pressures are extremely
important. Underinflation or the mismatching of inflation
pressure on dual tire installation will allow flexing of the
sidewall beyond the design parameters. This condition
can lead to casing fatigue or catastrophic failure.

3-3

NAVAIR 04-10-506

CAUTION

CAUTION

Never check and adjust tire pressures of aircraft

tires parked on catapult tracks.

Wheel assemblies not using valve caps can

lead to leaking valve cores, potentially leading
to premature wear and possible tire failure.

c. Ensure aircraft are not parked with the tires on

the carrier deck catapult tracks. Excessive high
temperatures from the steam catapults will result in an
incorrect tire pressure reading.
d. Always replace both tires on a dual landing gear
as a matching set.
e. Shipboard operations tend to damage tires more
than land base operations. Tires are more susceptible to
foreign object damage because of the increased tire inflation
pressure and the striking of shipboard deck gear. This cut
damage will increase with the exposure to hydraulic fluid,
fuel and sea spray found on the carrier deck.
3-5. DEFECTIVE OR DAMAGED VALVES. Tire
valve stems shall be inspected for damaged threads,
position of valve stems, leaking valve cores, and the
presence and proper fit of valve caps.
a. Damaged Valve Threads. Tubeless tire valves
and inner tubes for tube-type shall be replaced if the
threads are damaged so that the valve cap cannot be
installed properly. Valve cores that will not seal and
continue to leak shall be removed from service and
forwarded to the IMA.
b. Position of Valve Stems. The position of the
valve stem shall be inspected to make sure it is not
rubbing against the wheel. When this condition is found,
the wheel assembly shall be replaced and the damaged
assembly forwarded to the IMA for repair.
CAUTION
Always verify valve is not leaking after daily
inflation inspection is performed.
c. Valve Leaks. When checking tire pressures, the
valve shall be checked for leaks by placing
MIL-PRF-25567 Type I, Leak Detection solution on the
end of the valve and watching for air bubbles. If bubbles
appear, the valve core shall be replaced per paragraph
3-16b and the test repeated. Aircraft tire valve cores
(P/N TR C4) are identified by a slot in the head of the
pin. The pin and cup are either brass or copper-colored
(Figure 4-19). If leakage continues the tire/wheel assembly
shall be removed and forwarded to the IMA for inspection
and repair.

3-4

3-6. VALVE CAPS. Every valve shall have a valve

cap (P/N MS20813-1) installed. Seat valve cap finger
tight. Then, turn an additional one-half turn using a
3
8 inch wrench. Valve stems without caps allow foreign
contaminants (moisture, salt, oil, and dirt) to enter the
valve core area during the inflation servicing process.
The cap also serves as a secondary seal if a leak
develops in the valve core.
NOTE
The valve cap eliminates foreign contaminants
and leaks, making it an important component of
the tire/wheel assembly. While valve caps are
considered by some to be a FOD hazard, the
proper installation of the valve cap makes it as
reliable as any other fastener.
3-7. TIRE SLIPPAGE MARKS. All tube-type aircraft
tires with inflation pressure of 150 psi or less and all
helicopter tube type tires shall be inspected for tire
slippage (Figure 4-20). If the markings do not align
within 14 inch the tire/wheel assembly shall be replaced
and forwarded to the IMA for repair. Tires that remain on
the aircraft for a long period of time may wear off the
slippage markings. In these cases, inspect the tire/
wheel for slippage. If no movement is noted the
organizational level is authorized to reapply the slippage
markings as shown in paragraph 4-20.
3-8. TREAD WEAR. The tire tread shall be inspected
to determine the extent of wear. When the tread pattern
(groove depth) of the tire reaches the maximum tread
wear given below, that tire/wheel assembly shall be
removed from the aircraft and forwarded to the IMA for
tire replacement. Operating requirements that may cause
maximum tread wear to exceed the removal criteria
may dictate early replacement.
NOTE
Wearing of the tire beyond the designated limits
can leave insufficient tread grooves to displace
water and reduce wet weather traction.

NAVAIR 04-10-506

a. Tires Without Tread Wear Indicators. The

maximum allowable tread wear for tires not having wear
depth indicators shall be when the tread pattern is worn
to the bottom of the tread groove at any spot on the tire,
regardless of whether wear is the result of skidding or
normal use.
NOTE
Wear depth indicators are holes (oblong or circular)
in the ribs of the tire tread. The exposure of nylon
plies (fabric reinforcement, casing, etc.) is not
considered a wear depth indicator.
b. Tires With Tread Wear Indicators. The maximum
allowable tread wear for tires having tread wear indicators
shall be when the tread pattern is worn to the bottom of
the wear depth indicator or the bottom of the tread
groove (at any spot), whichever occurs first, regardless
of whether wear is the result of skidding or normal use.
c. Tread Wear for Transport and Cargo Aircraft
(i.e., C-9B, CT-39, UC-12, C-20, C-130).
(1) At Squadron Maintenance Facilities: The
tire shall be removed when the tire has less than 132 inch
of tread groove remaining at any spot on the tire,
regardless of whether wear is the result of skidding or
normal use. Any area on the tread that reaches the
bottom of the tread groove is cause for immediate
removal.
(2) At Transit Facilities: The maximum allowable
tread wear for tires shall be when the tread pattern is
worn to the bottom of the tread groove at any spot on the
tire, regardless of whether wear is the result of skidding
or normal wear.
d. T-45 nose landing gear tires shall be removed
when the tire has two of the nylon plies visible (at any
one spot) or is worn to the bottom of the tread groove (at
any one spot), whichever occurs first.
3-9. UNEVEN TREAD WEAR. Tread wear patterns
can be a good maintenance tool to detect wheel
alignment or tire inflation problems.
a. Figure 3-2 shows rapid and uneven tire wear
caused by incorrect alignment. The alignment shall be
corrected in accordance with the applicable aircraft
manual to avoid further wear and mechanical problems.

Figure 3-3. Skid Spot Caused by Severe Brake

Application
WARNING
Tires with exposed casing plies may be severely
weakened and can fail catastrophically after aircraft
is parked. Allow tire to cool (approximately 2 hours)
to ambient temperature before approaching. Use
caution when inspecting tires, and approach fore
and aft from the opposite side of the discrepancy.
b. Locked wheels from severe brake application or
seized bearings will cause skid spots on tires (Figure 3-3).
See paragraphs 3-23 through 3-26 for safety precautions
when working on damaged or overheated tires and
wheels. Evaluate the wear caused by skidding in
accordance with the tread wear change criteria given in
paragraph 3-8. However, remove tire if objectionable
unbalance results.

3-5

NAVAIR 04-10-506

c. If the aircraft stands in one place for several

days, the tire may develop a temporary flat spot condition.
This may result in thumping during takeoff and landings.
Flat spotting is a normal condition for a nylon tire, which
will usually disappear after the aircraft has been taxied
and is therfore not a reason to change the tire.
d. Tires worn unevenly on a dual landing gear shall
have both tires replaced as a matched set. Use criteria
given in paragraph 3-8 to identify tire wear limits and
paragraph 3-21 for removal criteria.
WARNING
Tires with separations/bulges can fail
catastrophically after aircraft is parked. Allow
tire to cool to ambient temperature before
approaching. Use caution when inspecting tires,
and approach fore and aft from the opposite
side of the discrepancy.
3-10. SEPARATIONS/BULGES. A separation results
from the loss of adhesion between components in the
tire and, if large enough, appears as a bulge on the tire
(Figure 3-4). If the tire exhibits a bulge, the discrepant
area shall be marked with a grease pencil and the tire
removed from service.
WARNING
Tires with cuts or embedded objects can fail
catastrophically after aircraft is parked. Allow
tire to cool to ambient temperature before
approaching. Use caution when inspecting tires,
and approach fore and aft from the opposite
side of the discrepancy.
3-11. CUTS AND EMBEDDED OBJECTS. The tread
and sidewall shall be examined for cuts and embedded
foreign objects. Removal of a foreign object shall never
be attempted while the tire is inflated. Tires shall be
removed from the aircraft if the sidewall casing plies are
exposed or if cuts in the tread exceed the depth specified
on the sidewall of the tire. Figure 3-5 gives the method
for measuring the depth of cuts, cracks, and holes. Cut
depth shall be measured by either tread depth gage P/
N 448 or P/N 940. Tires in question shall have the
foreign objects or cuts marked using a light colored
grease pencil and removed from service.

3-6

Figure 3-4. Bulge on Tire Tread

3-12. TIRE DETERIORATING FLUIDS. Aircraft shall

not be parked where the tires stand in a spillage of
hydraulic fluids, lubricating oils, greases, fuels, organic
solvents, or similar materials. These fluids can cause
the tread to swell, soften and weaken. The deteriorated
rubber would then abrade during subsequent takeoffs
and landings. Accidental spillage of these materials on
the tires shall be immediately wiped dry with a clean,
absorbent cloth, and the tires then washed with detergent
MIL-D-16791, Type I and water and thoroughly rinsed.
Installed tires that might be exposed to leaking fluids
shall be protected with MIL-PRF-131 (vaporproof barrier
material) as shown in Figure 3-6 or a fluid resistant
cover if available.
3-13. SIDEWALL CONDITIONS The sidewall has a
thin layer of rubber covering the outside of the casing
plies. The purpose of the sidewall is to protect the
casing plies from exposure to cuts and deteriorating
fluids. Inspect the sidewall area for cracks, cuts,
abrasions, bulges, and gouges. Care must be taken
during tow bar installation and removal to prevent tire
sidewall damage.
a. Bulges and Separations. If sidewall exhibits a
bulge or separation as described in paragraph 3-10,
deflate and remove tire/wheel assembly from aircraft.

NAVAIR 04-10-506

Measure remaining tread depth.

Measure depth of cut.

Subtract the depth of the remaining

tread from the depth of the cut. The
result is the measurement to be
compared with the cut limit.
The cut limit is located on the
tire sidewall. Remove tire if cut
exceeds cut limit.

Depth Is Read At This Point

8
32

9
32
5
32

4
32
Figure 3-5. Method of Measuring Depth of Cuts, Cracks, and Holes

After deflating, mark discrepant area with a light colored

grease pencil and forward to the IMA for tire replacement.
b. Cuts and Abrasions. If the sidewall exhibit cuts
that expose the nylon casing plies, deflate and remove
tire/wheel assembly from aircraft. Removal of a foreign
object shall never be attempted. After deflating, mark
discrepant area with a light colored grease pencil and
forwarded to the IMA for tire replacement. Superficial
cuts, abrasions or cracks not exposing the nylon casing
plies are acceptable for continued use.
c. Weathercracking. Weathercracking or
weatherchecking as shown in Figure 3-7 is due to the
normal oxidation of the rubber from exposure to sunlight
and traces of ozone in the atmosphere. Minor
weathercracking is not a cause to reject the tire from

Figure 3-6. Protective Cover for Aircraft Tire

3-7

NAVAIR 04-10-506

Figure 3-7. Weathercracking of Tire Sidewall

service. However, if weathercracking exposes sidewall

nylon casing plies, remove tire/wheel assembly from
aircraft and forward to the IMA for tire replacement.
d. Circumferential Cracks. Circumferential cracks
as shown in Figure 3-8, are usually found in the lower
sidewall area and can be caused by improper mold flow
during manufacturing. If cracks expose sidewall nylon
casing plies, remove tire/wheel assembly from aircraft.
Mark discrepant area with a light colored grease pencil
and forward to the IMA for tire replacement.

Figure 3-8. Circumferential Cracks on Tire Sidewall

e. Radial Cracks. Radial cracks usually appear on

the upper sidewall shoulder area and are caused by
improper sidewall venting. If cracks expose sidewall
nylon casing plies, remove tire/wheel assembly from
aircraft and forward to the IMA for tire replacement.
3-14. TREAD DAMAGE. The tread area shall be
examined for the following conditions:
a. Tread Chunking. Pockmarks, gouges, or chunks
of rubber missing from the wearing surface of the tread
as shown in Figure 3-9 are typically caused by operating
the tire on rough/unimproved runways or carrier decks.
Removal criteria shall be based on the amount of tread
worn away as outlined in paragraph 3-8 and the depth
of the discrepancy as defined in paragraph 3-11.
b. Tread Flaking and Chipping. Certain tires
incorporate a fabric tread construction that allows the
fabric to float near the wearing surface of the tread.
Because of this construction, thin pieces of rubber
sometimes chip or flake from the wearing portion of the
tread (Figure 3-10). Removal criteria shall be based on
the amount of tread worn away as outlined in paragraph
3-8.

3-8

Figure 3-9. Tread Chunking and Groove Cracking

NAVAIR 04-10-506

Figure 3-11. Tread Rib Peeled from Tire

Figure 3-10. Tread Chipping

c. Peeled Rib/Thrown Tread. Both of these
discrepancies usually begin with a cut or anomaly in the
tread area. The end result, as shown in Figures 3-11
and 3-12, is a circumferential delamination of the tread
from the tire casing. If tires exhibit peeled ribs or thrown
treads, remove tire/wheel assembly from aircraft and
forward to the IMA for tire replacement. If an Engineering
Investigation is initiated (paragraph 7-2) save all tire
pieces, including the tire casing. The sections that are
thrown often give the cause to the failure mechanism.
d. Groove Cracking and Rib Undercutting. The
tread shall be examined for groove cracking and rib
undercutting (Figure 3-13). Tires shall be removed from
the aircraft if the sidewall casing plies are exposed or if
the groove cracking or rib undercutting in the tread
exceed the depth specified on the sidewall of the tire.

Figure 3-12. Tread Thrown From Tire Casing

e. Chevron Cutting. Operating tires on grooved

runways may result in the cutting of the tread surface,
a condition termed chevron cutting (Figure 3-14).
Evaluate chevron cuts in accordance with the cut limit
criteria set forth in paragraph 3-11. When the depth of
the cut exceeds the cut limit printed on the sidewall,
remove tire/wheel assembly from aircraft and forward to
the lMA for tire replacement. A tire will wear normally
even though it contains many areas of chevron cuts.
Newly installed tires are more susceptible to chevron
cuts due to thicker tread ribs. As the tire is worn down,
the tendency for chevron cutting will diminish.

f. Hydroplaning. Tread damage from hydroplaning

results in an oval-shaped skid in the tread area with the
appearance of melted rubber (Figure 3-15). It is caused
by a locked or non-rotating wheel during a landing on a
wet or ice-covered runway. Removal criteria shall be
based on the amount of tread worn away as outlined in
paragraph 3-8.
g. Embedded Objects. See paragraph 3-11.

3-9

NAVAIR 04-10-506

Groove Cracking

Rib Undercutting

Figure 3-13. Groove Cracking and Rib Undercutting

3-15. TIRE CLEARANCE. Inspect tires for abrasion
damage caused by inadequate clearance in the wheel
well. Look for rubbing marks on wire bundles, hydraulic
lines, landing gear, and in the wheel well. If damage
occurred to the tire, use the removal/continue-in-use
criteria given in paragraphs 3-8 through 3-14 and correct
the cause of the clearance problem. Inspect the assembly
to verify the correct tire NSN.
3-16. REMOVAL OF AIRCRAFT WHEEL
ASSEMBLIES. When the removal of a wheel assembly
is required, the following procedure shall apply:

Figure 3-14. Chevron Cuts on Tread

a. The aircraft landing gear shall be jacked up in

accordance with the applicable Maintenance Instruction
Manual (MIM) ensuring that the aircraft is chocked and/
or tied down to prevent slipping off the jack.
b. Remove the valve cap and deflate the tire using
the following method.
(1) Install Safe-Cor Valve Tool (P/N 968RB or
NSN 5120-00-223-8653). This tool (Figure 3-16) screws
onto the tire valve stem and allows the operator to safely
remove the valve core from a pressurized tire and
greatly reduces deflation time. The expelled core is
captured inside the body of the tool.
(2)

Deflate tire completely before removing tool.

Figure 3-15. Hydroplaning

Figure 3-16. Safe-Cor Valve Tool

3-10

NAVAIR 04-10-506

WARNING
If the valve stem is equipped with a valve
extension, remove the extension and make
sure that the second valve core is removed.
c. Install deflated tire flag (Figure 3-17, View A or
B) to indicate that the tire is deflated and the valve core
is removed.
d. The alternate tire flag prevents foreign object
damage by providing a place to store a valve core and
cap that has been removed from a tire/wheel assembly
(Figure 3-17, View C).
WARNING
Do not attempt to remove an aircraft tire
assembly until the tire is deflated, the valve
core removed, and the deflated tire flag is
installed. The axle nut may be all that is
preventing a damaged wheel from failing.
e. Remove the tire/wheel assembly in accordance
with the applicable MIM.
3-17. DISPOSITION OF TIRE AND WHEEL
ASSEMBLIES.
a. Discrepant tire/wheel assemblies removed from
aircraft shall be forwarded to the Intermediate
Maintenance Activity (Tire Shop) for further inspection,
evaluation, repair and classification. Properly completed
maintenance documents shall accompany the removed
assembly. Protect exposed wheel bearings, bearing
cups, wheel bores areas from water and contaminates.
In addition, the defective area, if any, shall be marked
with a grease pencil to ensure its detection after deflation.
b. When a blown tire occurs on a dual wheel
installation, remove both tires, and conspicuously mark
the blown tire and its companion for condemnation at
the IMA (tire shop).
CAUTION
Do not re-inflate the tire until the axle nut is
properly installed and safetied on the aircraft.
c. When a tire/wheel assembly will be immediately
reinstalled after being removed from the aircraft to gain
access to hidden/obstructed components for
maintenance/inspection purposes, the following steps
shall be performed.

(1) Inspect that, in the interim, the tire bead seal

has not been broken.
(2) Install valve core and reinstall wheel
assembly on aircraft per paragraph 3-18. Inflate per
paragraph 3-19.
d. If the maintenance/inspection operation and
wheel reinstallation on aircraft cannot be completed in
a continuous, uninterrupted process then the wheel
assembly will require proper storage per paragraph
3-17e.
e. Ready for Issue (RFI) tire/wheel assemblies that
require storage and the bead seal is not broken or
displaced, shall be inflated by the IMA per initial inflation
requirements (paragraph 4-14 or 4-15) and stored on
racks per paragraph 6-5. Storage of deflated tires could
lead to a breach of the tire/wheel interface allowing
foreign object and moisture intrusion. Always store RFI
tire/wheel assemblies at storage inflation pressure.
Tire/wheel assemblies with bead seal broken or
displaced shall be reworked per Section IV.
3-18. INSTALLATION OF WHEEL ASSEMBLIES.
The tire/wheel assembly shall be installed on aircraft in
accordance with the applicable MIM for the specific
aircraft. Inspect the assembly for the correct tire size,
ply rating, and NSN and the correct wheel part number.
Verify the presence of an engraved or embossed serial
number on the tires sidewall before using on aircraft.
Ensure that the wheel bearings, bearing cups, wheel
bores are cleaned, inspected and packed with grease in
accordance with NAVAIR 04-10-1. Check the condition
of the bearings and grease prior to installation especially
if the assembly has been stored for extended periods
(e.g. pack up kits) or in dirty, hot conditions. Ensure axle
nut is properly torqued and safetied.
NOTE
For aircraft that use directional tires (i.e.
asymmetrical design), ensure correct mounting
direction is established prior to wheel installation.
3-19. INFLATION OF TIRE/WHEEL ASSEMBLIES.
Inflation procedures for aircraft tires are found in
NAVAIR 17-1-123,
NAVAIR 17-15G-1,
and
NAVAIR 17-600-174-6-1. These manuals contain
detailed instructions for the operation, calibration, and
maintenance of:
a. Tire Inflator Assembly Kit (Figure 3-18),
P/N M85352/1 or M008348-1-1.

3-11

NAVAIR 04-10-506

3 Inch Dia.
32
Valve Cap

TIRE
DEFLATED

3 Inch Min.
4
Metal Tag

A. Deflated Tire Flag

New/Used Tire Valve Assembly

(Minus the Valve Core and Cap)

3 Inch Dia.
32

Valve Cap

RE
TI
DE
FL AT E D

3 Inch Min.
4

Metal Tag
B. Alternate Deflated Tire Flag

Cap

Valve Core

3 Inch Dia.
32
Valve Cap

RE
TI
DE
FL AT E D

3 Inch Min.
4

Metal Tag
C. Storage of Valve Core and Cap Using Alternate Deflated Tire Flag

Figure 3-17. Deflated Tire Flags

3-12

NAVAIR 04-10-506

!!
ING BACK
N
R D

WA

TAN
TE, S HOSE
A
R
E
P
OF
TO O ENGTH
L
L
FUL

Figure 3-18. Tire Inflator Assembly Kit

3-13

NAVAIR 04-10-506

b. Remote Tire Inflator Assembly, P/N AS1675, not

approved for use.
d. Dual Chuck Stem Gage (Figure 3-1),
P/N M85352/4 or 1063.
e. Aircraft tire inflator/monitor P/N 631AS100-1.

Nitrogen

1
CAUTION

Do not inflate tire above storage pressure until

the axle nut is properly installed and safetied on
the assembly.
3-20. NITROGEN. Water pumped nitrogen A-A-59503,
Type I, Grade B, Class 1 shall be used to inflate tires.
When nitrogen is not available, dry, oil-free air may be
used. Nitrogen servicing equipment includes:
WARNING
Under no circumstances will a tire be pressurized
directly from a nitrogen cart or other pressure
source without the use of a tire inflator assembly
kit, or tire inflator/monitor. Only certified NAN
cart operators are authorized to inflate tires
using NAN cart equipment.
a. Model A/M26U-4 Nitrogen Servicing Unit, P/N
1317AS100-1, also referred to as NAN-4, is the most
commonly used mobile nitrogen servicing trailer for
inflating aircraft tires. For the proper operation of the
NAN-4, consult NAVAIR AG-750AO-OMM-000 and the
operating instruction plates attached to the vehicle.
b. Model A/M26U-4B Nitrogen Servicing Unit, P/N
1317AS100-1, also referred to as NAN-4B (Figure 3-19),
is the Navy's latest version of a mobile nitrogen servicing
trailer. The NAN-4 units are being converted to NAN-4B
units. For the proper operation of the NAN-4B, consult
NAVAIR AG-750AO-OMM-100 and the operating
instruction plates attached to the vehicle.
c. Model NAN-3 Nitrogen Servicing Unit, P/N
322AS100-1, referred to as NAN-3 (Figure 3-20) is an
older unit that may still be utilized at some locations. For
the proper operation of the NAN-3, consult NAVAIR
19-25B-15 and the operating instruction plates attached
to the vehicle.

3-14

Figure 3-19. NAN-4B Nitrogen Servicing Unit

d. Tire shops are generally equipped with a

bulkhead outlet or through a series of nitrogen bottles
and a manifold system. For remote or confined areas
the portable high pressure cylinder, P/N 60A80D1,
Figure 3-21 is available. Consult the applicable
handbooks for the proper operation of this equipment.
3-21. MATCHING TIRES FOR DUAL INSTALLATION.
NOTE
Tires do not need to be matched by the same
number of tread grooves or tread pattern.
When a blowout occurs on a dual wheel
installation, both tires shall be removed from
service and sent to the intermediate
Maintenance Activity (IMA) for condemnation.
a. Nose Landing Gear Tires. Matching tires are
required for nose landing gear applications only.
Matching nose tires will reduce shimmy and balance
problems. Inspect the tires identification markings and
pair by the same tire size, ply rating (PR) and NSN.
Where possible, pair tires by same manufacturer. Do
not match new with retread tires. Both nose landing
gear tires shall be replaced as a matched set.
b. AV-8B Main Landing Gear Tires. Due to the
unique design of the AV-8B main landing gear and the
use of a radial tire design, the tires shall be paired by
NSN and manufacturer.
c. V-22 Nose Landing Gear Tire Application.
Replace both as a matched set if a blowout occurs.
Tires worn lightly and less than 14 inch outside diameter
to a new tire diameter may have a new tire matched to
the worn.

NAVAIR 04-10-506

Figure 3-20. NAN-3 Nitrogen Servicing Unit

Figure 3-21. Portable High Pressure Cylinder
3-22. PREVENTION OF DEBRIS DAMAGE. Aircraft
tires are designed to operate at higher inflation pressures
than auto and truck tires. This makes them more
susceptible to damage from foreign objects. If an aircraft
runs off the edge of a concrete surface, over potholes,
stones, or other foreign objects, serious tire damage
may result. Figure 3-22 shows typical items that may
cause tire damage. Runways, carrier decks, aprons,
hangars and shop floors shall be kept free of debris at
all times by use of rotary sweepers, Foreign Object
Damage (FOD) walk-downs or other approved methods.
It is important to remember that FOD to aircraft tires can
result in the loss of life, and the destruction of aircraft.

fighting the fire or cooling the assembly should evacuate

the immediate area.

3-23. OVERHEATED/MALFUNCTIONING BRAKES.

When brakes malfunction or are used excessively,
extremely high temperatures may develop and be
transmitted to the tire/wheel assembly causing
deterioration of the rubber and nylon casing plies. An
overheated tire/wheel assembly can explode violently
causing fatal injuries to personnel as well as major
damage to aircraft. The dangers of explosion are
considerably increased when a fire occurs since the
extreme heat of the fire is added to the heat generated
by the brake.

WARNING

3-24. GROUND PERSONNEL PRECAUTIONS. The

fire department should be alerted immediately when an
aircraft has been subjected to excessive braking.
WARNING
Required personnel should approach
overheated wheels with extreme caution.
Always approach the wheel in a fore or aft
direction, never in line with the axle.

b. An overheated wheel may fracture or fly apart

upon sudden cooling. This could hurl bolts or fragments
through the air with sufficient speed to injure personnel.
Explosive failure of the wheel or tire will not occur if the
tire is deflated.
c. Heat transfer to the wheel will continue for some
period of time after heavy braking. Therefore, the danger of
explosive failure may exist after the aircraft is secured if
action is not taken to cool the overheated brake.

Tires with skid spots can fail catastrophically

after aircraft is parked. Allow tire assemblies to
cool to ambient temperature before
approaching. Use caution when inspecting tires,
and approach fore and aft from the opposite
side of the skid spot.
Tires found with skid spot or cut damage beyond
limits shall be deflated and removed from aircraft
before other maintenance actions are
performed.
d. Tires with skid spots through half the tire carcass
may blowout after the aircraft has been parked. Residual
brake heat from normal braking will cause an increase
in tire temperature and pressure, and may be enough to
cause the tire to blowout.

a. When an overheated wheel and brake assembly

or brake fire occurs, all personnel not required for
3-15

NAVAIR 04-10-506

Figure 3-22. Common Debris Found on Runways and Aprons

3-25. COOLING OVERHEATED WHEEL, BRAKE,
AND TIRES. The primary means recommended for
cooling overheated wheel, brake, and tire assemblies is
to park the aircraft in an isolated location and allow the
assembly to cool in ambient air (allow at least 3 hours).
The use of agents for accelerated cooling is cautioned
against. Their application exposes personnel to danger
by requiring proximity to the overheated assembly.
However, if it is necessary to accelerate cooling, either
of the following methods may be used:
CAUTION
The use of CO2 for cooling is not recommended.
a. Spray water fog to the brake side of the wheel.
Concentrate the cooling agent primarily to the brake,
not to the wheel, making direct contact with the exposed
portion. Apply in 10-15 second periodic spurts, not a
continuous discharge. Each application should be
separated by a wait period of at least 20 seconds. Use
as many applications as necessary. Permit the wheel to
cool sufficiently in ambient air. A crosswind or fan will
assist in cooling the wheel. Do not move the aircraft for
at least 15 minutes following cooling application.

3-16

b. Water may be used by directing a stream to the

brake. Apply water in 10-15 second periodic spurts, not
a continuous discharge. Each application should be
separated by a wait period of 30-60 seconds. A minimum of
3-5 applications is necessary. Do not move the aircraft for
at least 15 minutes following cooling application.
WARNING
Approach the discrepant tire/wheel assembly from
the forward to aft edge of the tire. If the wheel
explodes, fragments may travel outboard/inboard
along the path of the axle. Approach fore and aft
from the opposite side of a tire skid spot.
3-26. EMERGENCY PROCEDURE FOR DEFLATING
AIRCRAFT TIRES. The emergency tire deflator shown
in Figure 3-23 is used when normal deflation through
the valve core is considered unsafe, or to prevent a
wheel assembly explosion. This situation may arise due
to overheated brakes, a damaged tire, a damaged valve
stem, or when examination of the wheel discloses
cracks or missing pieces. The procedure involves laying
the tire deflator in front of the discrepant tire/wheel
assembly and taxiing/towing the aircraft across the
board to puncture the tire and release the pressure.

NAVAIR 04-10-506

Because of the possibility of a wheel explosion all

personnel and equipment outboard/inboard along the
path of the axle should be cleared.
3-27. FIRE FIGHTING. The fire fighting procedures
specified in the U. S. Navy Aircraft Fire Fighting and
Rescue Manual, NAVAIR 00-80R-14, should be
followed. However, it should be remembered that with
a landing gear fire the possibility of an exploding wheel
or tire is increased and extreme caution should be used.
Once the fire is extinguished, do not discharge additional
agent for the purpose of cooling the wheel assembly.
Proceed as recommended in the cooling instructions.

3-28. THERMAL FUSE PLUGS. Thermal fuse plugs

are incorporated in newer main landing gear wheels
using tubeless tires. The fuse plug is designed to melt
and relieved the pressure at a temperature below the
danger level for the wheel assembly. If not relieved, the
excessive pressure may cause the tire to blowout or an
explosive wheel failure, with possible injury to personnel
and damage to aircraft. All wheel assemblies in which
the thermal fuse plug has been blown shall be removed
from the aircraft and sent to the IMA for inspection/
repair.

NOTE
The presence of thermal fuse plugs in wheels is
not a guarantee of safety in a hot brake situation.
Refer to procedures outlined in paragraph 3-23
through 3-26.

3-17

NAVAIR 04-10-506

2.5
Filet Weld
360 (TYP)

CAUTION
Install 0.5 inch I.D. rubber
or plastic tubing over spikes
during handling and storage
NOTES
1. Not to scale
2. All dimensions in inches
3. MFR from carbon steel

0.375
0.5

Section A-A
1.5
4.5
A

9.0

A
1.5

12.0
24.0

Figure 3-23. Emergency Tire Deflator

3-18

NAVAIR 04-10-506

SECTION IV
DISMOUNTING AND MOUNTING AIRCRAFT TIRES AND TUBES AT THE
INTERMEDIATE MAINTENANCE LEVEL
4-1. TIRE SHOP WORKING AREAS. Tire shop floors
and work benches workbenches in the buildup and
breakdown areas shall be covered with a 12 inch thick
rubber matting (MIL-R-6855, Class II, Grade 60), 3M
cushion matting (part number 5270YE), or equivalent.
This cushioning reduces the possibility of leak producing
scratches and gouges, and drop damage to wheel rims
that can occur during the buildup and breakdown process
on hard-surface work areas.
4-2. TIRE DEFLATION. All aircraft tires must be
completely deflated and the valve core removed before
any attempts are made to dismount tires and
disassemble the wheels. Failure to do so has resulted
in fatal injury to personnel. The deflated tire flag
(Figure 3-17) is installed by the organizational level in
accordance with paragraph 3-16 to show that the tire
has been deflated and the valve core removed.
Manufacture flags locally (Figure 3-17) ensuring that
the pin extends a minimum of 14 inch beyond the open
end of the valve cap when the cap is shouldered against
the pin. Pin diameters shall not exceed 332 inch.

Figure 4-1. Damaged Tire Beads

WARNING
Pin lengths of less than 34 inch enable the deflated
tire flag to be screwed on the valve stem while the
valve core is installed. Such action can result in
serious injury or death if any attempt is made to
disassemble an inflated tire/wheel assembly. The
presence of a deflated tire flag on a valve stem is
not a guarantee that the valve core has been
removed. Always inspect valve stem to ensure that
valve core is removed before disassembly.
4-3. BEAD BREAKING EQUIPMENT. Aircraft tires,
tubes, and wheels can be damaged beyond repair by
improper dismounting procedures and use of
unauthorized tools. Tubeless tire bead sealing surfaces
and the relatively soft aluminum and magnesium alloy
wheels are easily damaged. Figure 4-1 shows a tubeless
tire bead that has been damaged beyond repair by
using tire irons to pry the bead loose. The equipment
shown in Figure 4-2 and Figure 4-3 shall be used for
breaking tire beads loose from wheel flanges. The Navy
Models (Lee-1) and Regent 8137 meet the general
requirements and provide satisfactory service. Navy
Model (Lee 1X) is an explosion proof version of the
Lee-1 and is mandatory for shipboard use. The

Figure 4-2. Tire Breaker (Model-Lee-1)

4-1

NAVAIR 04-10-506

Figure 4-3. Tire Bead Breaker (Model-Regent 8137)

NAVAIR 19-1-55 manual provides detailed instructions

for the use of the Lee-1/Lee-1X bead breakers, and Air
Force T.O. 34Y9-6-4-1 provides instructions on the
Regent Model 8137 bead breaker.
4-4. WHEEL ASSEMBLY EQUIPMENT. Stiff tires
sometimes make it difficult to draw the wheel halves/
demountable flange together enough to engage the
bolts. If this is the case, the following equipment and
methods may be used:
a. Aircraft Wheel Assembly Fixture. The unit
(Figure 4-4), P/N 66F-40999-1, is designed to hold the
two wheel halves under uniform compression for
installation of the bolts. Air Force T.O. 35D25-9-31
provides instruction on the use of the fixture.
b. Hydraulic Press. A hydraulic or mechanical press
may be used to pull the wheel halves together.
c. Nonspecified Bolts. Two or more bolts of extra
length may be used to pull the wheel halves together
sufficiently to permit installation of the specified bolts so
that the nut engages a minimum of three threads. The
long bolts shall be removed, and the specified bolts
installed.
4-5. DISMOUNTING SPLIT OR DIVIDED WHEELS.
Figure 4-5 shows a split or divided wheel.
a. Ensure tire is deflated in accordance with
paragraph 3-16, steps b and c.

4-2

Figure 4-4. Aircraft Wheel Assembly Fixture

WARNING
Before any attempt is made to break the tire
beads loose from the wheel flanges, verify that
the tire has been completely deflated and that
the valve core has been removed. If the valve
stem is equipped with a valve extension, remove
the extension and make sure that the second
valve core has also been removed. Never
attempt to remove wheel bolts or break beads
loose until this check has been made. A tire not
completely deflated is as dangerous as an
armed bomb.
b. If the tire is a tube-type, remove the hex nut (if
any), and push the valve away from the seated position
to prevent damage to the tube valve.
c. After all pressure has been released, loosen the
beads from the rim flanges with the equipment described
in paragraph 4-3. Some wheel diameters are too small
to use the equipment described and will require tapping
on the tire with a rubber, plastic or rawhide faced mallet
to loosen the bead from the wheel flange.

NAVAIR 04-10-506

Figure 4-5. Split or Divided Wheel

d. Remove the nuts and tie-bolts. Avoid damaging
the threads or bending the bolts.
e. Remove each wheel half from the tire.
f. If the tire is a tubeless type, remove the wheel
O-Ring seal carefully from the wheel half and place on
clean surface. Wheel O-Ring seals in good condition
may be reused if replacements are not available.
g. If the tire is a tube-type, remove the tube. Tubes
may be reused if in satisfactory condition. See paragraph
5-9 for inspection.
4-6.
DISMOUNTING DEMOUNTABLE FLANGE
WHEELS. Figure 4-6 shows a demountable flange wheel.
a. Ensure tire is deflated in accordance with
paragraph 3-16, steps b and c.
b. If the tire is a tube-type, remove the hex nut (if
any), and push the valve away from the seated position
to prevent damage to the tube valve attachment when
breaking the beads loose.
WARNING
Before any attempt is made to break the tire beads
loose from the wheel flanges, verify that the tire has
been completely deflated and that the valve core
has been removed. If the valve stem is equipped
with a valve extension, remove the extension, and
make sure that the second valve core has also
been removed. Never attempt to pry up locking
rings or break beads loose until this check has
been made. A tire not completely deflated is as
dangerous as an armed bomb.

Figure 4-6. Demountable Flange Wheel with

Locking Ring

CAUTION
The most extreme care must be taken when
breaking the beads loose and when removing
the locking ring on some demountable flange
wheels. The toe of the demountable flange
on these wheels extends very close to the
tube valve stem. Excessive travel of the
demountable flange, when removing the
locking ring, or of the tire bead, when breaking
the beads loose, will damage the rubber
base of the tube valve.
c. Break the tire beads loose from the ring flanges
with the equipment described in paragraph 4-3. Some
wheel diameters are too small to use the equipment
described and will require tapping on the tire with a
rubber, plastic or rawhide faced mallet to loosen the
bead from the wheel flange.
d. After the beads have been freed of the flanges,
lay the tire/wheel assembly flat with the demountable
flange side up. Loosen demountable flange and lock
ring by tapping with a rubber, plastic or rawhide faced
mallet.

4-3

NAVAIR 04-10-506

4-7. TIRE MOUNTING. The following precautions

shall be observed before mounting aircraft tires.
a. Service and inspect wheels and related parts in
accordance with NAVAIR 04-10-1 and the applicable
MIMS. Use only wheels that have been inspected and
found to be completely serviceable and safe.
b. All wheel halves shall be matched by year and
month of manufacture as closely as possible. Wheel
assemblies received from overhaul having matching
overhaul dates on both rims shall be maintained as
matched assemblies. In the event a wheel assembly is
received or made up of wheel halves having different
overhaul dates, the wheel overhaul shall be based upon
the earlier date. All wheels shall fit together easily
without forcing. Mismatching wheels by part numbers is
not authorized.
c. All wheel bolts to be reused shall be magnetic
particle inspected in accordance with NAVAIR 01-1A-16.
V-22 wheel bolts require fluorescent penetrant inspection
inspected in accordance with NAVAIR 01-1A-16.
Figure 4-7. Removing Locking Ring

d. Use only tires and tubes which have been closely

inspected for conformance to the requirements of Section V.

e. Remove the locking ring as shown in Figure 4-7.

CAUTION
Exercise care to avoid bending or otherwise
damaging the demountable flange.
f. Remove the demountable flange. If it is too tight
for easy removal tap it with a rubber, plastic or rawhide
faced mallet until free, and pry evenly from opposite
sides.
g. If the tire is a tubeless type, remove the wheel
O-Ring seal carefully, and place it on a clean surface.
Wheel O-Ring seals in good condition may be reused if
replacements are not available.
h. Turn the tire/wheel assembly over, and lift the
wheel out of the tire.
i. If the tire is a tube-type, remove the tube. Tubes
may be reused if in satisfactory condition.
j. Keep the wheel flange and locking ring together as
a unit to avoid possible mismatching during remounting.

Leak Detection Compound

e. Use MIL-PRF-25567 Type I, Leak Detection

solution on the tire beads.
f. P-3 Main Land Gear tires (NSN 2620-00-9284502) can be difficult to mount due to a narrow outside
bead-to-bead dimension. This condition is caused by
tires being stacked horizontally, which collapses the
bead width of the tires. P-3 tires with a narrow bead-tobead condition can be corrected by performing the
following steps:
CAUTION
Do not exceed an outside bead-to-bead
dimension of12 inches during tube inflation.
(1) Install a special tube inside the tire. Only a
tube with NSN 2620-00-269-7268, or a tube authorized
by the Aircraft Tire FST, North Island may be used.
(a) Inflate the tube using shop air until the
outside bead-to-bead dimension is 12 inches.

4-4

NAVAIR 04-10-506

(b) Recheck this dimension after

approximately 10 minutes. If the dimension is less than
12 inches, re-inflate the tube until an outside bead-tobead dimension of 12 inches is achieved.
NOTE
This tube inflation process can be performed
outside the inflation cage since the inflation
pressure will not exceed 10 psi.
(2) Allow tube to remain inflated inside the tire
for a minimum of 4 hours. The tire should be stored
vertically on its tread.
(3)

Deflate and remove tube from tire.

(4) Measure outside bead-to-bead dimension.

For mounting, a minimum of 10.25 inches or greater is
required. Repeat steps (1) through (3) until this minimum
outside bead-to-bead dimension is achieved.
4-8. INSPECTING TIRES, TUBES, AND WHEELS
BEFORE MOUNTING.
a. Tires.
(1) Ensure the correct tire is selected, as
identified by the NSN, size, and ply rating, as listed in
Table 4-1.
(2) Check the tire sidewall for the word
Tubeless or "Tube-Type". Treat all tires not so marked
as tube-type tires.
(3) With a collateral duty inspector, verify the
inside of the tire is free of foreign material.
(4) Examine the tire bead-sealing area for
defects and shipping or handling damage.

Figure 4-8. Clean Wheel with a Cloth Prior to

Installation In the Tire
NOTE
Fabric base tubes with metal valve stems may
have exposed cords around the threaded base
of the valve stem. This is a normal condition that
is sometimes mistaken for a defect. Do not
reject tubes with this condition unless it is
determined that the valve base attachment is
structurally weak or unless a leak is discovered.
b. Tubes.
(1) Examine the tube for the correct size and
valve configuration.
(2) Make sure the threads on the valve stem are
in good condition.
c.

Wheels and Related Parts.

(1) Ensure the correct wheels and related parts

NSN and part number are selected in accordance with
NAVAIR 04-10-1 and the applicable MIMS.

(5) Tubeless tires of the same size and ply

rating may be used in tube-type applications. The tube
still must be used.
(6) Make sure tires without a serial number
engraved or embossed on the sidewall are not used on
aircraft.

Solvent, Degreasing

(2) Clean wheel of built-up dirt, rubber, and

grease deposits (see Figure 4-8).

4-5

NAVAIR 04-10-506

(3) Examine the seal O-Ring groove mating

surface for scratches, nicks, dirt, and paint chip debris.
(4) Clean the O-Ring surfaces with a cloth
dampened with MIL-PRF-680 Type III solvent.
(5) Examine the wheel assembly for scratches,
nicks, corrosion and other defects that would affect the
sealing and the mating of wheel parts.

b. Position the tube in the tire so that the balance

mark on the tube is located at the balance mark (red dot)
on the tire. If the tire has no balance mark (red dot), align
the tire serial number with the valve stem.
c. Install the valve core, and inflate the tube until it
is rounded out. Probe between the tube and the inside
of the tire with the fingers to relieve trapped air as shown
by Figure 4-10.
NOTE

Solvent, Degreasing

Some wheels (i.e. the C-130 nose assembly)

require a grommet installed on the stem to
eliminate chafing between the stem and wheel.

(6) Clean the wheel O-Ring seal with

MIL-PRF-680, Type III solvent, and examine for defects
cracking, cuts, or other damage. Particular attention
should be given to permanent deformations in the
O-Ring. Replace the seal O-Ring if deteriorated,
damaged, or deformed.

d. Insert the wheel half containing the valve hole

section of the wheel in the tire, with the tire serial
number on the same side as the valve hole. Push the
valve stem through the valve hole and secure with hex
nut as applicable.

Grease, Aircraft, General Purpose

Compound, Thread, Antiseize

CAUTION

Grease, Pneumatic System

(7) Lubricate the O-Ring seal with AMS-G-4343

or MIL-PRF-81322, Grade 2, Grease.
(8)

Check the valve stem for proper seating.

When countersunk washers are used on bolts, the

countersink shall face the bolt head. When
countersunk washers are used under the nut, the
countersink shall face the nut. (Improper installation
may cause bolt or wheel failures.) When Lubtork is
specified on the wheel half, coat all threads and
bearing surface of bolt head with MIL-PRF-83483
anti-seize compound.

d. Valves. See paragraph 4-21.

4-9. MOUNTING TUBE-TYPE TIRES ON DIVIDED
WHEELS. The following instructions are a step-by-step
procedure for mounting the tube-type tires on divided
wheels.

Talc, Technical

a. Dust the tube with a small amount of talc,

A-A-59303, Type T1 and shake off the excess. Fold and
insert the tube in the tire as shown by Figure 4-9.

4-6

e. Insert the other half of the wheel. Be careful not

to pinch the tube between the wheel halves, or between
the tire and the wheel flange. Align the bolt holes, and
compress the tire beads enough to allow the wheel
mating surfaces to seat. Install four bolts, nuts and
washers 90 degrees apart. The wheel tie bolts shall be
installed from the inner wheel half with nuts on the valve
stem side of the wheel. Start the bolts by hand and draw
up evenly until the wheel halves seat; then install the
remaining bolts, nuts and washers. Tighten the bolts in
a crisscross order to prevent distorting the wheel. A
pneumatic powered impact wrench may be used as
shown in Figure 4-11, provided the torque obtained
does not exceed 25 percent of the specified final torque
required for the wheel.

NAVAIR 04-10-506

Figure 4-9. Inserting Tube in Tire

Figure 4-10. Probing to Relieve Trapped Air
CAUTION
The proper torque value is listed in NAVAIR
04-10-1. Torque values marked on the wheel
are for reference only and may not be current
values. Do not guess at the applied torque.
Always use a currently calibrated torque wrench.
Never use a pneumatic powered impact wrench
as a substitute for a torque wrench. Do not use
bolts or nuts having defective threads as this
will cause inaccurate bolt torque. Improper
wheel bolt torque can cause wheel failure.
f. With a collateral duty inspector, tighten each nut
in increments of 25% of the specified torque value (see
Figure 4-12) in a crisscross order until the total torque
value required for each bolt in the wheel has been
reached.
NOTE
Do not add sealant over wheel bolts or nuts
unless specifically instructed in the applicable
wheel manual.
g. The wheel assembly is now ready for inflation in
accordance with paragraph 4-14.

Figure 4-11. Tightening Wheel Bolts with a

Pneumatic-Powered Impact Wrench

4-7

NAVAIR 04-10-506

Figure 4-12. Tightening Wheel Bolts

with a Torque Wrench

4-10. MOUNTING TUBE-TYPE TIRES ON

DEMOUNTABLE FLANGE WHEELS. The following
are step-by-step procedures for mounting tube-type
tires on demountable flange wheels.

Talc, Technical

a. Dust the tube with a small amount of talc,

A-A-59303, Type T1, and shake off the excess. Insert
the tube in the tire as shown in Figure 4-9.
b. Position the tube in the tire so that the balance
mark on the tube is located at the balance mark on the
tire.
c. Install the valve core and inflate the tube until it
is rounded out. Probe between the tube and the inside
of the tire with the fingers to relieve trapped air or
creases as shown in Figure 4-10.
d. Place the wheel in a horizontal position on a flat
surface with the fixed flange down. Push the tire on the
wheel assembly as far as it will go, guiding the valve
stem into the valve slot. The tire serial number shall be
located on the same side as the wheel valve stem. A
blunt tool may be used to guide the valve stem. If required,
screw a valve stem extension onto the valve stem.
e. Install the demountable flange on the wheel, and
secure the locking ring in accordance with the assembly
instructions required by the applicable wheel overhaul
manual as shown in Figure 4-13. A rubber, plastic or
rawhide faced mallet may be used to tap the demountable

4-8

Figure 4-13. Installing the Demountable Flange

flange gently into place as shown in Figure 4-13. Make

sure that the demountable flange is installed evenly,
without binding, and do not force it into position. Check
to make sure the tube is not pinched between the tire
bead and the wheel flanges. If the flange does not fit
easily, recheck the mating parts for burrs, nicks, bent
condition, excessive paint thickness or other defects,
and recheck the demountable rim flange for proper type
and size. When Lubtork is specified, coat all threads
and friction surfaces of the wheel bolts, nuts and washers
with MIL-PRF-83483 anti-seize compound.
f. The wheel assembly is now ready for inflation in
accordance with paragraph 4-14.
4-11. MOUNTING TUBELESS TIRES ON DIVIDED
WHEELS. The following instructions are a step-by-step
procedure for mounting tubeless tires on divided wheels.
a. Install the valve stem. Torque in accordance
with NAVAIR 04-10-1.
b. Remove the valve core to prevent unseating the
wheel O-Ring seal by pressure buildup when the tire is
installed.
NOTE
For aircraft that use directional tires (i.e.
asymmetrical design), ensure correct mounting
direction is established prior to wheel installation.
c. Insert the valve stem wheel-half in the tire on the
same side as the tire serial number as shown in
Figure 4-14.

NAVAIR 04-10-506

Grease, Aircraft, General Purpose

Grease, Pneumatic System

d. Lubricate the wheel O-Ring seal with a light coat

of AMS-G-4343 or MIL-PRF-81322, Grade 2. Grease
lubricant as shown in Figure 4-15.
e. Install the wheel O-Ring seal in the wheel seal
O-Ring groove as shown in Figure 4-16.

Figure 4-14. Inserting One Wheel Half into Tire

CAUTION
Do not use excessive amounts of grease and
avoid stretching the rubber excessively when
lubricating the wheel O-Ring seal. Equalize the
wheel O-Ring seal, and make sure it is not
twisted after installation.

Compound, Thread, Antiseize

f. Install the wheel section and align the bolt holes.

Align the tire balance dot, if present, adjacent to the
valve stem. If no tire balance dot is present, align the
valve stem with the tire serial number. Compress the
tires tire beads enough to allow the wheel mating
surface to seat. Install four bolts, nuts and washers
90 degrees apart. The wheel tie bolts shall be installed
from the inner wheel half with nuts on the valve stem
side of the wheel. Start the bolts by hand, and draw up
evenly until the wheel halves seat. Install the remaining
bolts, nuts and washers. Tighten the bolts in a crisscross
order to prevent distorting the wheel. A pneumaticpowered impact wrench may be used as shown in
Figure 4-11 if the torque obtained will not exceed
25 percent of the specified final bolt torque required for
the wheel. When Lubtork is specified, coat all threads
and friction surfaces of the wheel bolts, nuts and washers
with MIL-PRF-83483 anti-seize compound.

Figure 4-15. Lubricating Wheel Seat

Figure 4-16. Installing Wheel Seal in

TubelessTire Wheel

4-9

NAVAIR 04-10-506

CAUTION

NOTE

The proper torque is listed in NAVAIR 04-10-1.

Torque values marked on the wheel are for
reference only and may not be current values.
Do not guess at the applied torque. Always use
a currently calibrated torque wrench. Never
use a pneumatic powered impact wrench as a
substitute a torque wrench. Do not use bolts or
nuts having defective threads as this will cause
inaccurate bolt torque. Improper wheel bolt
torque can cause wheel failure or leaks in
tubeless tire wheel assemblies. When
countersunk washers are used on the bolts, the
countersink shall face the bolt head. When
countersunk washers are used under the nut,
the countersink shall face the nut. Improper
installation may cause bolt or wheel failure.

For aircraft such as the F/A-18E/F, whose main

landing gear use directional tires (i.e.
asymmetrical design), ensure correct mounting
direction is established prior to wheel assembly.

g. With a collateral duty inspector, tighten all bolts

in increments of 25 percent of the specified torque value
until the total value required for the wheel is reached.
Use a currently calibrated torque wrench as shown in
Figure 4-12 and tighten the nuts in a crisscross order.
NOTE
Do not add sealant over wheel bolts or nuts
unless specifically instructed in the applicable
wheel manual.
h. The wheel assembly is now ready for inflation in
accordance with paragraph 4-15.
4-12. MOUNTING TUBELESS TIRES ON
DEMOUNTABLE FLANGE WHEELS. The following
instructions are a step-by-step procedure for mounting
tubeless tires on demountable flange wheels.
a. Install the valve stem. Torque in accordance
with NAVAIR 04-10-1.

Grease, Aircraft, General Purpose

Grease, Pneumatic System

d. Lubricate the wheel O-Ring seal with a light coat

AMS-G-4343 or MIL-PRF-81322 Grade 2 lubricant, and
install the seal O-Ring on the flange groove or channel
sealing surface.
CAUTION
Do not use excessive amounts of grease and
avoid stretching the rubber excessively when
lubricating the wheel seal O-Ring. Equalize the
wheel seal O-Ring and make sure it is not
twisted after installation.
e. Install the demountable flange on the wheel, and
secure the locking ring in accordance with the assembly
instructions required by the applicable wheel overhaul
manual as shown in Figure 4-13. A rubber, plastic or
rawhide faced mallet may be used to gently tap the
demountable flange in place. Make sure that the
demountable flange is installed evenly, without binding,
and do not force it into position. If the flange does not fit
easily, check the mating parts for burrs, nicks, bent
condition, excessive paint thickness or other defects,
and recheck the demountable flange for proper type
and size.

b. Remove the valve core to prevent unseating the

wheel seal by pressure buildup when the tire is installed.

WARNING

c. Place the wheel in a horizontal position on a flat

surface with the fixed flange down. Align the tire balance
dot, if present, adjacent to the valve stem. If no tire
balance dot is present, align the valve stem with the tire
serial number. Push the tire on the wheel assembly as
far as it will go.

Excessive primer between the interfacing flange

surfaces on F/A-18E/F demountable main
landing gear wheels will result in inflation and/
or deflation discrepancies. Prior to assembly,
verify that these two mating surfaces do not
bind together.
f. The wheel assembly is now ready for inflation in
accordance with paragraph 4-15.

4-10

NAVAIR 04-10-506

4-13. INFLATION OF TIRE/WHEEL ASSEMBLIES.

The following equipment is used for inflating aircraft tire/
wheel assemblies. The manual NAVAIR 17-1-123
contains detailed instructions for the operation,
calibration, and maintenance of:
a. Tire Inflator Assembly Kit (Figure 3-18),
P/N M85352/1.
b. Remote Inflator Assembly P/N AS1675, not
approved for used.
c. Dual Chuck Stem Gage (Figure 3-1),
P/N M85352/4-1.
d. Aircraft Tire Inflator Monitor (Figure 4-17), P/N
631AS100-1 is covered by the manual NAVAIR
17-15G-1.
4-14. INITIAL INFLATION OF TUBE-TYPE TIRES.
WARNING
The tire/wheel assemblies shall be placed in a
safety cage during the initial inflation. Tire/wheel
assemblies sometimes explode violently during
the initial tire inflation because of defects in the
tire/wheel assembly or because of improper
wheel assembly procedures.
Inflate tube-type tires as follows:

Figure 4-17. Aircraft Tire Inflator/Monitor

a. Remove the valve core and place the tire/wheel

assembly in a safety cage. (Figure 4-18).
b. Attach to the valve stem a tire inflation gage
assembly of the type shown in Figure 3-18 or Figure 4-17.
c. Check to make sure the tube is not pinched
between the bead and the wheel flange.
d. Check demountable flange wheels to make sure
the demountable flange and locking ring are seated
properly.

Figure 4-18. Tire Inflation Safety Cage,

NSN 1730-00-624-6971

4-11

NAVAIR 04-10-506

CAUTION

CAUTION

Tube-type tires are susceptible to sidewall and

tread blister formation if extreme care is not
taken during mounting. It is very important to
first inflate, then completely deflate tube-type
tires before inflation to the required pressure.
This procedure helps to eliminate air trapped
between the tube and the tire casing, and
allows the tube to equalize in the casing, thereby
eliminating folded, stretched, or thinned tube
sections. Trapped air is usually relieved by tire
vent holes, tire vent ridges and tube vent ridges
described in paragraphs 2-15 and 2-17.

Upon installation of bearings, verify the part

number on the bearing with the applicable
Illustrated Parts Breakdown. On a number of
aircraft, bearings or the wrong type can be
inadvertently interchanged with the proper bearings

e. Secure the tire safety cage door.

f. Using Table 4-1, locate the applicable aircraft
and tire size test pressure listed to seat the tire beads
against the rim flanges.
f. Release pressure and deflate the tire completely.
Open the safety cage door, remove the pressure line
and install the valve core. Aircraft tire valve cores, P/N
TR C4, are identified by a slot in the head of the pin
(Figure 4-19). Reattach pressure line and secure the
safety cage door. Using Table 4-1, locate the applicable
aircraft and tire size. Inflate tire to the test pressure
listed.
g. The inflated tire shall remain in the safety cage
for a minimum of 10 minutes after the test pressure has
been reached. At the end of the 10 minute period, there
shall be no detectable pressure loss. If none is detected,
the tire pressure shall be reduced to 50% of the test
pressure or 100 psi whichever is the lesser.
h. The tire/wheel assembly shall be removed from
the safety cage and a valve cap (P/N MS20813-1)
installed. Protect bearings and bearing cups in
accordance with NAVAIR 04-10-1. The assembly shall
be stored in a rack ready for issue.

i. If there is a significant pressure loss, the tire

pressure shall be reduced to 50% of the test pressure or
100 psi whichever is lesser, the assembly removed from
safety cage and the cause of the leak determined (refer
to paragraph 4-18).
j. If a slow leak is detected, the air retention test
shall be extended to 24 hours, and conducted in
accordance with paragraph 4-16. The tire shall not be
issued until remedial action is taken if the leakage
exceeds 5%.
4-15. INITIAL INFLATION OF TUBELESS TIRES.
Inflate tubeless tires as follows:
a. Place the tire/wheel assembly in a safety cage
(Figure 4-18) and install the valve core. Aircraft tire
valve cores, P/N TRC4 are identified by a slot in the
head of the pin and the copper or brass colored pin and
cup (Figure 4-19).
b. Attach to the valve stem a tire inflator assembly
of the type shown in Figure 3-18 or Figure 4-17.
c.

Secure the safety cage door.

d. Using Table 4-1, locate the applicable aircraft

and tire size. Inflate tire to the test pressure listed.
e. The inflated tire shall remain in the safety cage
for a minimum of ten minutes after test pressure has
been reached. At the end of the ten minute period, there
shall be no detectable pressure loss. If none is detected,
the tire pressure shall be reduced to 50% of the test
pressure or 100 psi whichever is less.
f. The tire/wheel assembly shall be removed from
the safety cage and a valve cap (P/N MS20813-1)
installed. Protect bearings and bearing cups in
accordance with NAVAIR 04-10-1. The assembly shall
be stored in a rack ready for issue.

4-12

NAVAIR 04-10-506

Slot

No Slot

Copper or Brass Colored

Short
Automotive
Valve Core
Short
(Not Used on
Aircraft)

Long
Aircraft Tire
Valve Core
P/N TR C4

Special Non-Sealing
Extension for Tire
Valve Adapter
P/N 1000-22

Figure 4-19. Valve Cores

4-13

NAVAIR 04-10-506

CAUTION
Verify the bearing part number with the
applicable Illustrated Parts Breakdown. When
bearings from a different type of aircraft are
interchanged with the proper bearings,
catastrophic wheel failure can occur.

4-17. COMMON CAUSES OF LEAKS IN TIRE/

WHEEL ASSEMBLIES. With as many as five sealing
surfaces on a wheel, many leaks noted during initial
inflation occur at the various O-Ring locations. Leaks
are usually caused by one or more of the following
defects:
a. Defective valve cap.

NOTE
b. Defective or incorrect valve core.
F/A-18A-D Main Landing Gear wheels have
had numerouse wheel failures due to incorrect
bearing installation. Verify correct bearing part
number.
g. If there is a significant pressure loss, the tire
pressure shall be reduced to 50% of the test pressure or
100 psi whichever is less, the assembly removed from
the safety cage and the cause of the leak determined as
in paragraph 4-18.

c.

Loose valve stem or damaged O-Ring.

d. Defective wheel O-Ring seal.

e. Damaged or contaminated O-Ring seal surface
area.
f.

Cracks in the wheel.

g. Excessive porosity in the wheel casting or forging.

h. If a slow leak is detected, the air retention test
shall be extended to 24 hours and conducted in
accordance with paragraph 4-16. The tire shall not be
issued until remedial action is taken if the leakage
exceeds 5%.
4-16. AIR RETENTION TEST. The following is a
step-by-step procedure for a 24 hours air retention test
of the tire/wheel assembly. The assembly shall not be
issued if the pressure loss is greater than 5% in 24
hours. Causes for leaks in the assembly are outlined in
paragraph 4-17.

h. Defective drive-key screw seal.

i.

Defective tire liner.

j.

Damaged wheel flange.

k.

Leaking fuse plugs or plug O-Ring seals.

l.

Puncture.

a. Secure the safety cage door.

Leak Detection Compound
b. inflate the tire to the applicable aircraft tire size
test pressure indicated in Table 4-1.
c. Allow the assembly to rest 4 hours and measure
the pressure (P). This is the initial pressure reading for
the test. The 4 hour rest is required to allow the tire to
stretch and stabilize.
d. Measure the pressure (P) after 24 hours.
e. The percentage pressure loss is calculated as
follows:
% Loss =

P (step b) - P (step c) x 100

P (step b)

f. Temperature variations will affect the pressure.

A temperature increase of 5F produces approximately
a one-percent increase in psi.
4-14

4-18. PROCEDURE FOR LOCATING LEAKS. The

tire/wheel assembly shall be inflated in the safety cage
to 50% of the test pressure or 100 psi, whichever is less.
Remove the assembly from the safety cage and apply
MIL-PRF-25567 Type I Leak Detection solution to the
valve stem, core, and any sealing surface. Inspect the
complete assembly even though one or more leaks
have been located. Mark all leaks with a wax crayon
pencil. It is very important that leaks be clearly identified
to assist tire shop personnel in taking corrective action.
A recently inflated tube-type tire will often show leakage
around the valve stem and vent grooves on the bead. This
apparent leakage should stop when all the trapped air has
worked out and must not be mistaken for a real leak.

NAVAIR 04-10-506

NOTE
Aircraft tires have vent holes in the lower sidewall
for relieving trapped air in the tire casing. These
vent holes prevent separations by relieving pressure
trapped within the casing plies. It is normal for tires
to leak profusely at the vent holes after initial
inflation. Small foamy bubbles that do not increase
in size may appear at the vent holes after the
excess air has worked out. This is a normal condition
caused by slow air diffusion through the casing and
is not cause for rejection of the tire.
4-19. MARKING OF TIRES AND WHEEL RIMS TO
DETERMINE TIRE SLIPPAGE. Tire slippage marks
are required on all tube-type aircraft tires inflated to less
than 150 psi and on all helicopter tube-type tires.

Enamel, Low VOC

4-20. APPLYING TIRE SLIPPAGE MARKINGS.

Using Specification A-A-2787, Type I red enamel, mark
a one inch wide and two inch long shall be painted
across the tire sidewall and wheel rim to extend one inch
on the sidewall and one inch on the rim as shown by
Figure 4-20.
4-21. INSPECTION OF VALVES. Tire valve stems
shall be inspected for damaged threads, position of
valve stems, condition of valve cores, and proper fit of
valve caps.

Figure 4-20. Tire Slippage Index Marking

a. Damaged Valve Thread. Tubeless tire valves
and tubes shall be replaced if the threads are damaged
so that the valve core or valve cap cannot be installed
properly.
b. Position of Valve Stems. The position of the
valve stem shall be inspected to make sure it is not
rubbing against the wheel. When this condition is found
the wheel assembly shall be disassembled and repaired.
c. Valve Cores. Aircraft tire valve cores, P/N TRC4
(79934), are identified by a slot in the head of the pin.
The pin and cup are either brass or copper-colored
(Figure 4-19). The valve core pin should be flush with
the top of the valve stem. A recessed pin will not depress
properly during inflation and false readings or improper
inflation may occur. Replace the valve core if it is
recessed too deep (greater than 0.035 inch).

4-15

NAVAIR 04-10-506

Table 4-1. Aircraft Tire Applicability and Test Pressure

ACFT

SIZE

PR

LANDING GEAR
POSITION

FSC TIRE
2620-

FSC TUBE
2620-

BEAD SEAT
(PSI)

TIRE TEST
PRESSURE
(PSI)

24x5.5

16

Main

00-051-9925

00-294-6632

200

480

18x5.7

14

Nose

00-946-1108

TL

200

365

36x11

24

Main

00-834-7441

TL

200

290

20x5.5

14

Nose

00-936-9416

TL

200

290

36x11

24

Main

00-834-7441

TL

200

350

20x5.5

16

Nose

00-169-0143

TL

200

400

28x9.0-12

22

Main

00-935-0771

TL

200

375

22x5.5

12

Nose

00-204-4820

TL

200

265

20.00-20

26

Main

00-142-5161

TL

100

115

12.5-16

12

Nose

00-834-6673

00-267-3050

100

60

36x11

24

Main

00-834-7441

TL

200

290

20x5.5

14

Nose

00-936-9416

TL

200

260

7.50-14

12

Main

Contractor
Supplied

TL

130

90

18x5.5

12

Nose

00-269-7674

00-269-7701

200

175

40x14

24

Main

Contractor
Supplied

TL

26x6.6

10

Nose

Contractor
Supplied

TL

22x6.75-10

Main

Contractor
Supplied

TL

18x5.7

14

Nose

Contractor
Supplied

TL

36x11

24

Main

00-834-7441

TL

200

260

20x5.5

14

Nose

00-936-9416

TL

200

260

46x16

28

Main

00-255-8723

TL

150

210

39x13

16

Nose

00-993-1278

TL

100

115

30x8.0

26

Main

00-726-0119

TL

200

475

18x5.7

16

Nose

00-946-1108

TL

200

300

30x11.5-14.5

26

Main

00-165-4043

TL

200

475

18x5.7

14

Nose

00-946-1108

TL

200

300

24x8.0-13

18

Main

00-070-0785

TL

200

285

18x6.5-8

12

Nose

00-779-1194

TL

200

180

37x11.5-16

28

Main

00-159-8648

TL

200

350

22x6.6-10

22

Nose

01-464-6078

TL

200

375

A-4

A-6, EA-6A

EA-6B

A-7

C-130

C-2A

TC-4C

C-9B

C-12

E-2

E-6A

F4N,
RF-4B (EARLY)
F4J/S,
RF-4B (LATE)

F-5

F-14

4-16

NAVAIR 04-10-506

Table 4-1. Aircraft Tire Applicability and Test Pressure (Cont.)

ACFT

SIZE

PR

LANDING GEAR
POSITION

FSC TIRE
2620-

FSC TUBE
2620-

BEAD SEAT
(PSI)

TIRE TEST
PRESSURE
(PSI)

30x11.5-14.5

26

Main

00-165-4043

TL

200

350

22x6.6-10

22

Nose

01-464-6078

TL

200

375

32x11.5-15

26

Main

01-455-4869

TL

200

350

22x6.6-10

22

Nose

01-464-6078

TL

200

375

7.00-6

Ground Handling

00-269-7553

00-269-7267

40

40

17x6.25-11

Main

00-902-1599

TL

200

250

5.00-5

10

Tail

00-542-1366

00-288-0246

100

160

00-142-5280

TL

50

95

00-060-3833

TL

50

95

F-18A-D

F-18E-F
UH-1
H-2
10
6.50-10
H-3

Main
6

6.00-6

Tail

00-060-7013

00-269-7266

50

75

18x5.5

Main

00-277-5398

TL

100

185

18x5.5

Nose

00-277-5398

TL

100

185

8.50-10

12

Main

01-530-5087

TL

100

125

8.50-10

12

Nose

01-530-5087

TL

100

125

8.50-10

12

Main

01-530-5087

TL

100

160

8.50-10

12

Nose

01-530-5087

TL

100

160

26x10.00-11

10

Main

01-118-5543

TL

50

135

17.5x6.25-6

10

Tail

Contractor
Supplied

TL

50

110

26X10.00-11

10

Main

01-118-5543

TL

50

100

6.00-6

Tail

00-060-7013

01-161-8182

50

85

40x14

28

Main

00-928-4502

TL

200

200

28x7.7

14

Nose

061-4108

TL

100

170

30x11.5-14.5

26

Main

00-165-4043

TL

200

320

22X6.75-10

18

Nose

00-351-5855

TL

200

320

24x5.5

12

Main

00-580-0999

TL

200

220

20X4.4

10

Nose

00-287-5248

TL

200

175

24x7.7

10

Main

00-270-3598

00-269-7705

100

110

20X4.4

10

Nose

00-269-7796

00-270-3659

100

150

6.50x8

Main

00-269-7626

00-288-0247

50

34

5.00-5

Nose

00-288-0248

00-288-0246

50

40

19.5x6.75-8

10

Main

H-46

H-53A,D

CH-53E, MH-53E

MH-60S

SH-60

P-3A/B/C

S-3

T-2

T-28

T-34B

T-34C
5.00-5

Nose

4-17

NAVAIR 04-10-506

Table 4-1. Aircraft Tire Applicability and Test Pressure (Cont.)

ACFT

SIZE

PR

LANDING GEAR
POSITION

FSC TIRE
2620-

FSC TUBE
2620-

BEAD SEAT
(PSIG)

TIRE TEST
PRESSURE
(PSI)

20x4.4

12

Main

00-269-7553

TL

200

225

18x4.4

Nose

00-554-2459

100

100

26x6.6

14

Main

00-835-4179

TL

200

180

18x4.4

Nose

00-177-6848

TL

100

75

26x6.75-14

14

Main

Contractor
Supplied

TL

18x4.4

10

Nose

Contractor
Supplied

TL

100

100

8.50-10

10

Main

Contractor
Supplied

TL

6.50-10

Nose

Contractor
Supplied

TL

24x7.7

20

Main

Contractor
Supplied

TL

200

350

19x5.25-10

12

Nose

Contractor
Supplied

TL

200

350

11.00-12

Main

00-752-8651

00-528-9251

50

45

6.00-6

Tail

00-060-7013

00-269-7266

50

45

6.50-10

Main

00-277-4824

00-269-7268

100

108

6.00-6

Nose

00-542-0127

00-269-7266

50

42

8.50-10

Main

00-528-8875

00-269-7270

50

55

5.50-4

Tail

00-915-0820

00-269-7709

50

50

8.50-10

12

Main

00-938-5964

TL

100

126

6.50-8

Nose

00-466-0897

00-288-0247

100

75

29x11.00-10

10

Main

01-019-0759

TL

50

65

7.50-10

12

Nose

00-935-7357

00-935-7396

100

80

26x7.75R13

10

Main

01-252-2753

TL

100

140

13.5x6.0-4

14

Outrigger

01-168-4622

TL

100

160

26x8.75R11

16

Nose

99-783-3900

TL

100

140

8.50-10

12

Main

01-530-5087

TL

100

115

18x5.7

14

Nose

00-946-1108

TL

200

260

T-38

T-39D

CT-39E/G

T-44

T-45

U-1

U-3A

U-6A

OV-1B

OV-10

AV-8B

V-22

4-18

NAVAIR 04-10-506

SECTION V
INSPECTION AND DISPOSITION OF USED TIRES AND TUBES AT
INTERMEDIATE MAINTENANCE LEVEL (TIRE SHOP)
5-1. POLICY. The Navy considers all aircraft tires to
be potentially retreadable. Used aircraft tires and tubes
shall not be discarded or scrapped until it has been
definitely determined that they are unfit for further use.
Successful operation of the tire retreading program makes
it mandatory for all personnel concerned with aircraft tires to
adhere strictly to the requirements of this manual.

shop personnel to determine those tires that are nonretreadable:

5-2. TIRE DISPLAY. All Intermediate Maintenance

Activities (Tire Shop) should prominently display wall
panels containing actual cross-sections of each type
Navy tire for which they are responsible (similar to
Figure 2-7) in order to familiarize themselves with the
various tire constructions. Cross sections shall be cut
from condemned tires only.

c. Tread cuts or skid damage which exposed the

casing plies.

5-3. INSPECTION CRITERIA. After the tire/wheel

assembly has been removed from the aircraft by
organizational level personnel, in accordance with Section Ill,
it shall be carefully inspected by competent tire shop
personnel and classified as being serviceable or nonserviceable. Refer to NAVAIR 04-10-1 or the applicable
MIM for appropriate wheel maintenance inspection criteria.
5-4. SERVICEABLE TIRES. Serviceable tires are
those judged suitable for continued service use by the
tire shop personnel. They shall be retained in service
until the wear limit criteria of paragraph 3-8 are exceeded.
Defects permitted are cuts not exceeding the limits
specified on the sidewall and cuts in the sidewall that do
not penetrate to the nylon casing plies.
5-5. NON-SERVICEABLE TIRES. Non-serviceable
tires will be inspected, and marked in accordance with
paragraphs 5-6 through 5-8.
5-6. RETREADABLE TIRES. All tires removed from
service, which are not condemned, are potentially
retreadable and shall be condition coded "F" (BCM-1).
Unless modified by other directives, the number of
times a tire can be retreaded shall be based solely on
carcass integrity as determined by applicable inspection
criteria during retreading.
5-7. NON-RETREADABLE TIRES. Non-retreadable
tires shall be condition coded "H" (BCM-9) for
condemnation. Table 5-1 list tires which are not being
retreaded, and are code "H" regardless of condition.
The following inspection criteria shall be used by the tire

a. Blowouts and the mating tire if a dual wheel

assembly.
b. Punctures extending through the entire casing.

d. Loose, frayed or broken cords evident on the

inner tire surface.
e. Casing ply damage visible to the naked eye
without the use of mechanical devices.
f.

Kinked, broken, or exposed wire beads.

g. Tread separation and bulges exceeding 1 inch.

h. Tires saturated with rubber deteriorating liquids.
i. Tires exposed to excessive heat as evidenced
by tackiness of the rubber near the wheel rim.
NOTE
Exposure of tread reinforcing cords on high
speed/high performance aircraft tires is permissible. These tires can be identified by one of
the following terms embossed on the sidewall:
FABRIC TREAD, REINFORCED TREAD, REINFORCED FABRIC TREAD, REINFORCED,
FABRIC REINFORCED, or FABRIC REINFORCED CUT RESISTANT. Condition code
these tires F.
5-8. DISPOSITION OF USED, INSPECTED TIRES.
Tires marked ENGINEERING INVESTIGATION or
"EI" shall be held pending disposition instructions from
the Navy Aircraft Tire Fleet Support Team (FST), North
Island, CA as outlined in COMNAVAIRFORINST 4790.2
(series). All other used, inspected tires, whether H or
F condition-coded, shall be sent to the local supply
department for disposition as outlined in
FASOINST 13421.1 (series). The only exception is at
certain Naval Air Stations where, through local supply/
IMA arrangements H condition coded carcasses are

5-1

NAVAIR 04-10-506

Table 5-1. Tires Not Being Retreaded

NSN

Application

Size and Ply Rating

2620-00-060-7013

H-3/H-60 TLG

15x6.00-6

8PR

2620-00-142-5280

H-3 MLG

6.50-10

10PR

2620-00-269-7626

T-34B MLG

6.50-8

6PR

2620-00-277-5398

H-46 MLG/NLG

18x5.5

8PR

2620-00-288-0248

T-34B NLG

5.00-5

8PR

2620-00-542-1366

H-2 TLG

5.00-5

10PR

2620-00-726-0118

F-4N MLG

30x8.0

26PR

2620-00-902-1599

H-2 MLG

17.8x6.25

8PR

2620-00-946-1108

A-4/F-4/V-22 NLG

18.5.7

14PR

2620-01-118-5543

H-60 MLG

26x10-11

10PR

2620-01-168-4622

AV-8B OR

13.5x6.00-4

14PR

2620-01-252-2753

AV-8B MLG

26x7.75R13

10PR

2620-99-783-3900

AV-8B NLG

26x8.75R11

16PR

2620-01-464-6078

F-14/F-18 NLG

22x6.6-10

22PR

2620-00-159-8648

F-14 MLG

37x11.5-16

28PR

2620-00-938-5964

H-53E/V-22

8.50-10

12PR

2620-00-528-9235

H-53

8.50-10

10PR

5-9. INSPECTION PROCEDURE FOR USED

TUBES. Tubes shall be inspected and classified as
serviceable or non-serviceable.
a. Serviceable Tubes. Tubes shall be classified
serviceable if they are found to be free of leaks and other
defects when inflated with a minimum of nitrogen required
to round out the tube and then immersed in water. A
satisfactory condition tag RFI shall be attached to
each tube found to be serviceable. These tubes shall be
used for remounting and further service use.
b. Repairable Tubes. Non-serviceable tubes with
the following defects shall be classified as repairable:
(1)
threads.
(2)

NOTE
The disposition codes H and F shall be
painted, using a light, quick-drying spray on the
tread area of the tire carcass, ensuring clear
visibility to handling personnel. Staples or other
puncturing devices shall not be used for affixing
tags to tires. Labels or cements shall not be
applied to the bead area of the tires because of
the possibility of ruining the bead sealing surface. Methods that would damage the tire shall
not be used.

5-2

Replaceable leaking valve cores.

c. Non-Serviceable Tubes. When tested as above,

tubes containing a defect shall be classified as nonserviceable, non-repairable, and will be condition coded
"H" (BCM9) for condemnation.
d. Non-Repairable Tubes. The following defects
are non-repairable:
(1)
the tube.

sent directly to the Defense Reutilization and Marketing

office. In such instances, it is extremely important that
only H tires are sent for disposal. All tires which are
marked F and sent to a contractor for retreading are
not necessarily retreaded. Further plant inspections
with specialized equipment may uncover defects that
are not detectable by the IMA tire shop personnel, and
result in the tire being scrapped.

Bent, chafed, or damaged metal valve

(2)

Any tear, cut, or puncture which penetrates

Fabric reinforced tubes with blisters.

(3) Chafed or pinched areas caused by beads

or tire breaks.
(4)
tubes.

Valve stems pulled out of fabric-base-type

(5)

Deterioration or thinning due to brake heat.

(6)

Folds or creases.

(7)

Severe surface cracking.

NAVAIR 04-10-506

SECTION VI
STORAGE AND SHIPMENT OF AIRCRAFT TIRES AND TUBES
6-1. STORAGE ENVIRONMENT FOR AIRCRAFT
TIRES AND TUBES. Tires and tubes shall be stored
indoors in a dark, cool, dry room under such conditions
as to be protected from strong air currents, dampness,
dirt, oils, greases and solvents of all kinds. The tires and
tubes shall not be stored near steam pipes and the
storeroom windows shall be painted over to exclude
sunlight. With the development of solar protective
materials for covering windows and skylights, solar film
with an ultraviolet transmission rating less than 10%
may be utilized in lieu of painted windows. The storeroom
shall not contain fluorescent lights or any kind of sparking
electrical equipment that would produce ozone.
6-2. CAUSES FOR RUBBER DEGRADATION IN
STORAGE. Rubber, like all organic materials, ages and
eventually deteriorates. Under poor conditions of
storage, the aging process is accelerated. The most
common causes for rapid rubber deterioration are heat
and contact with ozone, grease, oil, and organic solvents.
Heat accelerates oxidation causing the rubber to harden
and crack; ozone causes rubber to crack; greases and
oils soak into the rubber causing it to soften and become
spongy and lose strength; organic solvents extract
various components from the rubber causing it to harden
and crumble.
6-3. SHELF LIFE OF AIRCRAFT TIRES AND
TUBES. There is no shelf life for aircraft tires and tubes.
Aircraft tires and tubes are considered RFI as long as
the storage requirements (paragraphs 6-1, 6-2, 6-3 and
6-6) and the inspection criteria (paragraph 4-8) have
been met. Tires and tubes not complying with these
requirements shall be reported to the Aircraft Tire FST,
North Island.
CAUTION

Figure 6-1. Suitable Tire Rack for Tire Shop Application

(Varied Size Tires)
CAUTION
Stored tire/wheel assemblies shall not be
stacked horizontally as this distorts the shape
and causes mounting problems.
6-5. STORAGE OF AIRCRAFT TIRE/WHEEL
ASSEMBLIES. After the tire has been mounted on the
wheel and checked as required in paragraphs 4-14 or
4-15 and found to be in RFI condition, the tire pressure
shall be reduced to 50% of its test pressure or 100 psi,
whichever is lower, and the tire then placed in racks as
shown in Figure 6-1.

Stored tires shall not be stacked horizontally as

this distorts the shape and causes mounting
problems.
6-4. TIRE STORAGE RACKS. Aircraft tires shall be
stored vertically in racks as shown in Figure 6-1. The
edges of the racks shall be chamfered or designed so
that the tire tread does not rest on a sharp edge. Minor
flat spots may develop on treads of tires stored in the
vertical position, but such spots usually disappear when
the tire is mounted and inflated.

Talc, Technical

6-6. STORAGE OF TUBES. New tubes shall be

stored in the original containers or stored in the manner
of used tubes. Used tubes shall be partially inflated (to
avoid creasing in storage), dusted with talc, A-A59303,Type T1 (to prevent sticking) and stored in the
same vertical manner as aircraft tires. Each tube

6-1

NAVAIR 04-10-506

container shall be plainly marked to identify contents,

size, type, and stock number. Under no circumstances
shall tubes be hung over nails or hooks.
6-7. ISSUE OF TIRES AND TUBES. All issues from
the storeroom shall be strictly on the basis of age from
date of tire manufacture. The oldest tires and tubes in
the storeroom shall be issued first, with no distinction
being made between new or retread tires. Tires are
marked with color-coded tape by the manufacturer in
accordance with MS14113 (see Figure 2-4). The color
and year found on the tape represent the year the tire
was originally manufactured (not the retread date).
(See Figure 2-4).
CAUTION
Do not stack tire/wheel assemblies on top of
each other during shipment. Tire/wheel
assemblies may be only be stored horizonally
single high during shipment.
6-8. SHIPMENT OF BUILT-UP AIRCRAFT
TIRE/WHEEL ASSEMBLIES. All Ready For Issue
(RFI) tire/wheel assemblies shipped in an inflated
condition shall be inspected and found free of damage
prior to release to the carrier. Packing may be required
to ensure the assembly is not damaged during shipping.
Tire/wheel assemblies shall be stored horizonally single
high during shipment. RFI tire/wheel assemblies may
be shipped within the air station at storage pressure
(Section 6-5). However, when RFI tire/wheel assemblies
are shipped off station by any mode they shall be
inflated to a maximum of 25 psi. Non-RFI tire/wheel
assemblies shall be transported non-inflated with
deflated tire flag installed (Figure 3-17, View A or B).

carcass resulting in tire scrapping. When wood pallets are

used to move tires, a thorough inspection of the pallet shall
be made prior to use. Do not use wooden pallets with
protruding nails, damaged or broken boards. When possible,
use thick cardboard between tire and pallet to eliminate
potential tire damage. Figure 6-2 is an example of properly
palletized tires for shipment.
NOTE
Staples or other puncturing devices shall not be
used for affixing tags to tires. Labels or cements
shall not be applied to the bead area of the tires
because of the possibility of ruining the beadsealing surface. Methods that would damage
the tire shall not be used.
b. When stacking tires horizontally for shipment,
they shall not be stacked higher than 4 tires high (see
Figure 6-2).
c. Radial tires and chined tires shall not be stacked
for shipment. These tires may be only be stored
horizonally single high during shipment.
NOTE
Do not use razorblades and/or knifes to remove
stretch wrap from tires. Sidewall and tread
damage may occur, resulting in tire scrapping.
d. When removing stretch wrap, de-bagging, or debanding of tires, no sharp instruments shall come in
contact with any portion of the tire.

CAUTION
Shipped tires shall not be stacked higher than
4 tires high (see Figure 6-2).
Shipped radial and chined tires shall not be
stacked on top of each other. These tires may
be only be stored horizonally single high during
shipment.
6-9. SHIPMENT OF AIRCRAFT TIRES (NONASSEMBLED).
a. Tires shall not be shipped with steel banding that will
come in contact with the tires. Place a piece of wood or thick
cardboard between banding and tire. The vibration of the
tires during transportation will cause cutting of the tire

6-2

Figure 6-2. Properly Palletized Tires (Non-Assembled)

for Shipment

NAVAIR 04-10-506

SECTION VII
TIRE FAILURE REPORTING AND 3M AVIATION MAINTENANCE DATA SYSTEM
7-1. POLICY AND PROCEDURE. Performance and
maintenance data for Navy aircraft tires is collected via
the Naval Aviation Logistics Command Management
Information System (NALCOMIS). The procedures used
in documenting maintenance actions on tires are contained in COMNAVAIRFORINST 4790.2 (series). The
tire is reported as a repairable subassembly of the
tire/wheel assembly. Table 7-1 lists the Work Unit
Codes for the tire/wheel assembly and the wheel for
Navy aircraft. Table 7-2 lists the Malfunction Codes and
descriptions to be used for removal of the tire/wheel
assembly resulting from the tire related causes. Table 7-3
lists the aircraft tire manufacturers and retreaders.
7-2. SAFETY, ENGINEERING INVESTIGATION,
HAZARDOUS MATERIAL REPORTS, AND QUALITY
DEFICIENCY REPORTS. The reporting requirements
and formats are presented in COMNAVAIRFORINST
4790.2 (series). Reports are to be sent to the NAVAIR
In-Service Support Center, North Island Aircraft Tire
Fleet Support Team (FST), NAVAIR North Island, CA
using the NAMDRP website (see Section 1-6). Within
the initial EI or HMR report include digital photographs

of the tire discrepancy to assist in determining the cause

of the discrepancy. Hold discrepant tire (including any
tire pieces) and wheel to assist in determining the root
cause of the tire failure. Tire pieces are as important as
the tire casing because they give valuable historical
information (wear pattern, cut or separation) without the
run out landing damage. It is important that the following
information on the tire (see Figure 2-2 or Figure 2-3) be
furnished in the Report message:
a. National Stock Number: paragraph 5 of the
Report message.
b. Manufacturer: paragraph 6 of the Report
message.
c. Serial Number: paragraph 9 of the Report
message.
d. New or Retread: paragraph 11 of the Report
message.
e. Julian Date of Retread: paragraph 12 of the
Report message.

7-1

NAVAIR 04-10-506

Table 7-1. Tire/Wheel Work Unit Codes

Aircraft

MLG
Wheel/Tire
Assembly

MLG
Wheel

NLG
Wheel/Tire
Assembly

NLG
Wheel

Aircraft

MLG
Wheel/Tire
Assembly

MLG
Wheel

NLG
Wheel/Tire
Assembly

NLG
Wheel

A-4

13143

1314

13233

13234

H-46
(Note 2)

13612

1361210

13634

none

A-6

13511

13513

13512

13516

H-53

13A1340

none

13A3520

none

A-7

13131

13133

13161

13163

TH-57A

13117

N/A

N/A

N/A

C-2

13E2E20

none

13E2210

none

SH-60
(Note 1)

1311120

1311120

1316140

1316141

TC-2

13511

13513

13512

13516

AV-8
(Note 3)

Note 3

Note 3

13413

1341310

C-4

13141

13142

13241

13242

P-3

1375J

none

13677

none

C-9

13141

13142

13241

13242

S-3

13A6K

13A6K10

13A2P

N/A

T-2

13511

13513

13512

13516

C-12
C-130

13C1400

13C1410

13D1110

13D1112

T-28

13411

13413

13412

13516

E-2

13E2E20

none

13E2210

none

T-33

13511

13513

13512

13516

E-6

1311D

T-34

13T3511

none

13T3110

13T3111

F-4

1325100

1325110

1333100

1333110

T-38

F-5

13QEA

13QAA

13QEB

13QCA

T-39

13911

13913

13912

13916

F-14

13511

13512

13521

13522

T-44

F-18 A-D

13C17

13C1710

13C27

13C2710

T-45A

13F3100

13F3120

13F3500

13F3520

F-18 E-F

13A2Y00

13A2Y10

13B2Z00

13B2Z10

U-12

13511

13513

13512

13516

H-2
(Note 1)

13315

none

133A2

none

U-11

13511

13513

13512

13516

H-3
(Note 1)

13131

13138

1321G

1321H

V-22

Note 4

Note 4

Note 5

Note 5

1318A

Note 1 Denotes tail vice nose landing gear.

Note 2 Denotes auxiliary vice nose landing gear.
Note 3 For AV-8 the WUC for the RH wing tire/wheel assembly is 13414 and the LH is 13415.
The WUC for the RH MLG tire/wheel assembly is 13412 and the LH is 13411.
The WUC for the RH MLG wheel is 1341210 and the LH is 1341110.
Note 4 For V-22 the UNS for the RH MLG Outboard tire/wheel assembly is 324002.
The UNS for the RH MLG Inboard tire/wheel assembly is 324014.
The UNS for the LH MLG Outboard tire/wheel assembly is 324001.
The UNS for the LH MLG Inboard tire/wheel assembly is 324013.
The UNS for the RH MLG Outboard wheel is 32400201.
The UNS for the RH MLG Inboard wheel is 32401401.
The UNS for the LH MLG Outboard wheel is 32400101.
The UNS for the LH MLG Inboard wheel is 32401301.
Note 5 For V-22 the UNS for the RH MLG tire/wheel assembly is 324003, and the LH is 324001.
The UNS for the RH MLG wheel is 32400301 and the LH is 32400101.

7-2

NAVAIR 04-10-506

Table 7-2. Malfunction Codes for Tire/Wheel Assembly Removal

Malfunction Code

Problem

781

Tire Leakage Excessive or Blowout

782

Tire Tread Defective or Damaged Tire Sidewall, Tread, Bead, etc.

787

Tire Removal for Normal Wear

846

Delamination, Tread (partial or entire) Stripped Off the Tire Carcass

525

Pressure Incorrect (assembly reinflated but not removed)(See 781)

416

Out of Round

458

Out of Balance

Note: Malfunction Codes 020 and 070 should not be used as they are too general

Table 7-3. Tire Contractor Codes

Contractor

Original Manufacturer
New Tire Code

Retread Contractor
Retread Tire Code

Numerical Code

Dunlop

DU

-----

U8018

Goodrich

GR

GE

83187

Goodyear

GY

-----

73842

Goodyear (Air Treads)

-----

AT

2A617

Michelin

MI

MR

OA1K8

Bridgestone (Thompson)

-----

TT

26515

7-3/(7-4 Blank)
7-3

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