MAJOR ASSIGNMENT

VULKANISIR BAN

AE4060 KELAIKAN UDARA

1. Abie Putawan/13610053 (abie.putawan@gmail.com)

2. Dibagus Aryoseto/13610068 (daryoseto@gmail.com)

3. Antonius Tyaswidyono/13610069 (tyasmoerti@gmail.com)

Program Studi Aeronotika dan Astronotika

Fakultas Teknik Mesin dan Dirgantara

Institut Teknologi Bandung

Desember 2014

1

DAFTAR ISI

1. Bab 1: Latar Belakang 2

2. Bab 2: Deskripsi Item

2.1. Deskripsi 3

2.2. Daftar perusahaan di luar negeri yang memiliki sertifikasi untuk produksi

item/pekerjaan 4

2.3. Daftar Perusahaan dalam negeri yang memiliki potensi 5

3. Bab 3: Regulasi

3.1. CASR 6

3.2. Non-CASR 6

3.3. TSO 6

3.4. Aturan dari DKUPPU 7

4. Bab 4: Pengujian

4.1. Jenis pengujian 8

4.2. Tempat Pengujian 8

5. Bab 5: Kesimpulan 9

6. Daftar Pusaka 10

7. Lampiran 11

2

BAB 1

LATAR BELAKANG

Pemilihan tema vulkanisir ban untuk pembahasan ini adalah karena belum

adanya perusahaan ban di Indonesia yang bergerak di bidang vulkanisir ban pesawat,

sementara sebenarnya kemampuan untuk melakukan vulkanisir itu sendiri sudah ada

di banyak perusahaan. Selama ini proses vulkanisir ban pesawat selalu diserahkan ke

perusahaan di luar negeri, sementara di dalam negeri sendiri belum ada yang

mengerjakan. Ini sangat disayangkan mengingat Indonesia adalah negara ASEAN

dengan industri pesawat udara yang paling maju, namun belum bisa membuat

parts/mengerjakan parts sesederhana ban di dalam negeri. Kalau saja bisa, maka

akan terbuka lebih banyak lapangan pekerjaan, dan konten dalam negeri yang

dipasang pada pesawat buatan Indonesia akan lebih banyak. Dan kalau seandainya

perusahaan di dalam negeri bisa mengerjakan vulkanisir ban pesawat, keuntungan

yang bisa diperoleh sangat banyak mengingat banyak sekali maskapai-maskapai

penerbangan di Indonesia dengan frekuensi take-off/landing yang tinggi, yang pastinya

akan membutuhkan banyak suplai ban.

3

BAB 2

Deskripsi Item/Pekerjaan dan Produsen

2.1. Deskripsi

Vulkanisir ban (retread/recap/remold) adalah proses pembuatan ulang

(remanufacturing) untuk ban yang mulai botak untuk mengembalikan alur ban.

Vulkanisir biasanya dilakukan terhadap casing dari ban yang sudah terpakai

setelah diinspeksi dan direparasi. Proses vulkanisir biasanya mengawetkan

sekitar 90% material dari ban yang terpakai, dan biaya material yang digunakan

rata-rata sekitar 20% dari harga pembuatan ban baru.

Ada 2 proses utama untuk vulkanisir ban, mold cure dan pre-cure. Kedua

proses diawali dengan inspeksi terhadap ban, lalu diikuti metoda NDE (non-

destructive examination) untuk menentukan lokasi kerusakan yang tidak terlihat

(hidden damage) dan serpihan-serpihan kecil yang tertanam. Beberapa casing

yang masih layak akan diperbaiki, sementara yang kerusakannya parah akan

dibuang. Untuk metoda pre-cure, tread strip yang sudah disiapkan ditempelkan

ke ban dengan lem, sementara untuk metoda mold cure, karet leleh mentah

diaplikasikan ke ban dan lalu ditempatkan ke dalam cetakan alur ban.

Di dalam dunia penerbangan, penggunaan ban yang divulkanisir sudah

menjadi hal yang umum. Ini disebabkan biaya pembuatan ban pesawat yang

tidak murah, sehingga banyak perusahaan lebih memilih untuk mengambil ban

yang sudah habis alurnya dan dikirim kepada perusahaan ban untuk

divulkanisir.

4

Gambar 2.1.: 2 jenis proses vulkanisir ban

2.2.Daftar perusahaan di luar negeri yang memiliki sertifikasi untuk produksi

item/pekerjaan

Company Location Works

Sky Blue Aviation Palma de Mallorca, ESP Aircraft Tire Retreading

Desser Tire & Rubber Co., LLC Montebello, CA, USA Aircraft Tire Retreading/Manufacturing

Dunlop Taikoo Aircraft Tires Jinjiang, Fujian, CHN Aircraft Tire Retreading

Wilkerson Aircraft Tires Crewe, VA, USA Aircraft Tire Retreading

Port Elizabeth, RSA Tires & Retreading Material

Chonburi, THL Tire Molds/Retreading Material

Hong Kong, CHN Aircraft Tire Retreading

Qingdao, CHN Aircraft Tire Retreading

Richlands, AUS Retreading Material

Kurume, Fukuoka, JPN Tire Manufacturing

Frameries, BEL Aircraft Tire Retreading

Lanklaar, BEL Retreading Material

Puente San Miguel, ESP Tires & Retreading Material

Stargard, POL Tires & Retreading Material

Mayodan, NC, USA Aircraft Tire Retreading

Oxford, NC, USA Retreading Material

Abilene, TX, USA Retreading Material

Griffin, GA, USA Retreading Material

Long Beach, CA, USA Retreading Material

Muscatine, IA, USA Retreading Equipment

Muncie, IN, USA Retreading Molds

Leon, MEX Retreading Material

Campinas, BRA Retreading Material/Equipment

Mafra, BRA Retreading Material

Aero Wheel & Brake Service Montebello, CA, USA Aircraft Tire Retreading

Bridgestone Aircraft Tires

5

2.3. Daftar perusahaan dalam negeri yang memiliki potensi

Company Location Works

Vulkanisir Badak Benowo, Surabaya, Jatim Vulkanisir ban

PT. Sumatera Kartindo Deli Serdang, Medan, Sumut Manufaktur bahan vulkanisir

PT. Gajah Tunggal Jakarta Manufaktur ban dan material ban

6

BAB 3

Regulasi

Ban pesawat tidak dibuat oleh perusahaan pesawat itu sendiri, maka sertifikasi

yang diperlukan untuk bisa membuat ban pesawat harus mengacu pada regulasi yang

dapat berupa CASR, non-CASR dan atau Technical Standard Order.

3.1 CASR

Perihal ban diatur dalam CASR 23 part 733 dan CASR 25 part 733.

Untuk laporan ini, yang kami gunakan adalah CASR 25 part 733 yang mencakup

aturan yang lebih luas, yang akan dilampirkan di lampiran.

3.2 Non-CASR

Vulkanisir juga diatur dalam Advisory Circular no 145-4A tentang inspeksi,

vulkanisir, perbaikan, dan perubahan ban pesawat (Inspection, Retread, Repair, and

Alterations of Aircraft Tires). Di Indonesia, peraturan untuk perusahaan vulkanisir ban

mengacu pada Advisory Circular 145-4 yang diadopsi oleh DKUPPU dari FAA,

sementara Advisory Circular 145-4 sendiri sudah digantikan oleh AC145-4A di FAA.

Untuk Advisory Circular no 145-4A akan dilampirkan kemudian.

3.3 TSO

Dalam hal TSO ini kami menemukan TSO-C62d. Dalam TSO-C62d

Appendix 1 paragraf 7.0 (Requalification Tests) dijelaskan bahwa:

A tire shall be requalified unless it is shown that changes in materials, tire

design, or manufacturing process could not affect performance. Changes in material,

tire design, or manufacturing processes that affect performance or changes in the

number or location of tread ribs and grooves or increases in skid depth, made

subsequent to the tire qualification, must be substantiated by dynamometer tests in

accordance with paragraph 6.0

(Sebuah ban harus dikualifikasi ulang dengan pengecualian jika bisa dibuktikan

bahwa perubahan material, rancangan, atau proses manufaktur tidak mempengaruhi

performa. Perubahan material, rancangan, atau proses manufaktur yang

mempengaruhi performa atau mengubah jumlah atau lokasi ribs dan cerukan pada alur

7

ban atau peningkatan skid depth, dibuat setelah kualifikasi ban, haruslah dibuktikan

dengan tes dinamometer sesuai dengan paragraf 6.0)

3.4. Aturan dari DKUPPU

Pada tahun 2007, DSKU (pendahulu DKUPPU) merilis surat keputusan

DSKU-2006-STD-2007 mengenai ketentuan penggunaan ban vulkanisir. Dalam

keputusan ini, DSKU menyatakan bahwa landing gear depan tidak boleh

menggunakan ban vulkanisir, sementara untuk landing gear utama, hanya boleh

digunakan ulang sebanyak tiga kali vulkanisir sebelum diganti dengan ban baru. Meski

begitu, jika operator penerbangan mengalami kesulitan menemukan/mendapat stok

ban baru untuk roda depan, maka operator penerbangan yang ingin menggunakan ban

vulkanisir pada roda depan harus mengajukan permohonan ke DSKU dengan

melampirkan data laju penggantian ban selama 6 bulan terakhir dan nama pabrik yang

digunakan.

8

BAB 4

PENGUJIAN

4.1 jenis pengujian

Ban hasil vulkanisir harus dapat memenuhi dynamometer cycle test sebagai

demonstrasi dari performa terbang, dynamometer cycle test terdiri dari 50 takeoff

cycle, 8 taxi cycle di rated load. 2 taxi cycle di di 1.2 kali rated load. Dan 1 oveload take

off cycle pada 1.5 kali rated load. kondisi ban yang masih bagus tidak diperlukan

setelah ovelload take off cycle jika dilakukan terakhir. Namun jika overload take off

cycle tidak dilakukan terkahir, ban harus dalam kondisi baik ketika akhir dari cycle tes,

jika ban mengalami keausan yang wajar karena gesekan biasa itu tidak masalah.

ketika melaksanakan tes ini, harus menggunakan satu set ban saja. ban yang telah

divulkanisir.

Ban hasil vulkanisir juga harus sanggup menahan tekanan hidrostatis 3 kali

lipat dari tekanan normal ban selama 3 detik, ban yang digunakan untuk cycle tes bisa

digunakan bila dikehendaki. ketka terjadi slippage antara ban dan roda selama

pengujian harus tidak boleh merusak tube valve dari ban ber-tube. atau gas seal dari

ban tubeless.

Seharusnya ada uji thermal dan kimia namun sampai saat ini kami belum

menemukan jenis pengujian yang harus dilakukan.

4.2 tempat pengujian

Aero Wheel & Brake Service Corporation. 6900 Acco Street, Montebello, CA

90640. www.aerowbs.com

Lufthansa Technik Frankfurt. Airportring gate 23 Flughafen Frankfurt am Main.

60546 Frankfurt am Main

Balai Besar Bahan dan Barang Teknik (B4T)

Jl. Sangkuriang No. 14

Bandung 40135

9

BAB 5

Kesimpulan

Industri penerbangan indonesia saat ini tidak didukung oleh pemerintah dan

orang yang memiliki kemampuan, sehingga sulit untuk maju. padahal jika difokuskan

untuk membangun industri penerbangan, indonesia bisa menjadi negara dengan

industri penerbangan yang paling kuat di antara antara ASEAN. Perusahaan sendiri

juga harus mampu membuktikan kemampuan perusahaan itu dalam membuat produk

yang bisa memenuhi standar-standar dan regulasi yang sudah ditetapkan.

10

DAFTAR PUSTAKA

AC145-4A

TSO C62c

TSO C62d

CASR 25.733

DSKU-2886-STD-2007

Aerowbs.com

www.b4t.go.id/fasilitas/laboratorium/lab-otomotif/

DEPARTEMEN PERHUBUNGANDIREKTORAT JENDERAL PERHUBUNGAN UDARA

Jalan MedanMerdekaBaratNo.8Jakarta 10110KotakPos 1389Jakarta 10013

Telepon:3505136.3505137

1

Fax: 3505135.35051393507144

NomorLampiranPerihal

: .V~\(V/2WlfO !~TPlz007 Jakarta,l.. Hop:V11!Je(f2a:J7KepadaYth: OperatorPenerbanganPemegangAOC 121dan135diINDONESIA

:KetentuanPenggunaanBanVulkanisir(Retread)

1. Setelahmempertimbangkan:a. Kejadiankegagalanbanpesawatterbangtelahsangatjauh berkurangsejak

dilaksanakannya ketentuan pada Edaran Keselamatan NomorAU/1353/DSKU/02/2006tanggal16Maret2006perihalPencegahanKegagalanBan padaPesawatUdarayangmelarangpenggunaanbanrodapendaratdepan(noselandinggeartire)denganbanvulkanisir(retread),yakniha.'1lsR-O, danmembatasiban roda pendaratutama(mainlandinggear tire) denganbanvulkanisir(retread)sampaiyangketiga(R-3).

b. DenganadanyapembatasanterhadapbanrodapendaratdepanhanyabolehR-O,teIjadikesulitanyangdialamioperatorpenerbangandalammenjaminkontinyuitasketersediaankebutuhanban barn untuk tahun-tahunmendatangkarenaketerbatasankapasitas produksi sehingga akan bisa mengakibatkanketidaktersediaandipasar.

2. Sehubungandenganbutir1a dan1b diatas,makaDSKU akanmempertimbangkankemungkinanpenggunaanban vulkanisirpada rodapendaratdepansampaimaksimumR-3denganketentuansebagaiberikut:a. Operatorpenerbanganyanginginmenggunakanbanvulkanisirpadarodapendarat

depanharnsmengajukanpermohonankeDSKU denganmelampirkandata-datalaju penggantianban selama6 bulanterakhirdan namapabrikban yangdigunakan.PetunjuktentangbanvulkanisirsesuaiAdvisoryCircularNomor145-4.

b.IjinpenggunaanbanvulkanisirbagibanrodapendaratdepanhanyaakandiberikansetelahDSKU melakukanevaluasi terhadapdata-datatersebutdenganmempertimbangkanjuga hasil surveilanceinspektorDSKU terhadapkineIjaoperatorbersangkutanselamaini.

3. Pembatasanpenggunaanbanrodapendaratutamadenganbanvulkanisirsampaidenganvulkanisiryangketiga(R-3)masihberlaku.

1

4. DSKU mengingatkankembalikepadapara operatorpenerbanganagar selalumelakukaninspeksibandanmenjagatekananbansecarabenarsesuaiketentuanManualPerawatanpabriksertamengoperasikanpesawatterbangdigroundsecarasempuma.Demikianjugabagiotoritasbandaraagarselalumenjagakebersihanareaoperasipesawatdi landasan.PraktekperawatandanpengoperasianpesawatterbanguntukmencapaikinerjakeselamatanbanyangbaikterdapatpadaDGCA Advisory

Subject: TSO-C62d, TIRES

Department of Transportation Federal Aviation Administration

Aircraft Certification Service TSO-C62d

Washington, DC Date: 9/7/90

Technical Standard Order

a. Applicability. (1) Minimum Performance Standard. This Technical Standard Order (TSO) prescribes the minimum performance standard that tires excluding tailwheel tires must meet to be identified with the applicable TSO marking. Tires that are to be so identified and that are manufactured on or after December 31, 1979, must meet the requirements of the document titled Federal Aviation Administration Standard for Aircraft Tires dated December 31, 1979, September 12, 1984, or September 7, 1990 (Appendix 1). b. Marking. In lieu of the marking requirements of Federal Aviation Regulations Part 21, Section 21.607(d), each tire must be legibly and permanently marked at least with the following: (1 ) Brand name and the name or registered trademark of the manufacturer responsible for compliance. (2) Speed rating, load rating, size, skid depth, serial number, date, manufacturers part number and plant code, and nonretreadable, if appropriate. (3) Applicable TSO number. c. Data Requirements. (1) In addition to 21.605, the manufacturer shall furnish the manager, Aircraft Certification Office (ACO) having geographical purview of the manufacturers facilities, one copy each of the following technical data: tire speed rating, load rating, rated inflation pressure, size, width, outside diameter, mold skid depth, nominal loaded radius at rated load and inflation pressure, and permissible tolerance on the nominal loaded radius; the actual loaded radius of the test tire at rated load, and inflation pressure, weight, and static unbalance; wheel rim designation; manufacturers tire part number; and, for a high-speed tire, a load deflection curve at loads up to

DISTRIBUTION: ZVS-326; A-W(IR)-3; A-X(CD)-4; A-FFS-1,2,7,8(LTD); A-X(FS)-3; AVN-1(2 cys); A-FAC-0(MAX)

TSO-C62d 9/7/90

1.5 times load rating and a summary of the load-speed-time parameters used in the dynamometer tests. As used in this section, the term high-speed tire means a tire tested at a speed greater than 120 miles per hour (mph). (2) The manufacturer shall furnish the applicable maintenance and repair instructions to the regional office identified in paragraph c.(1) of this section. The maintenance data provided by the manufacturer must include inspection criteria for the tire to determine eligibility for used tires of the same part number to be continued in service. Special nondestructive inspection techniques and retreading procedures, if applicable, must be included in the maintenance information along with any special repair methods applicable to the tire. (3) The manufacturer shall furnish either on complete set of design drawings for the tire or a photograph of the tire cross section to the regional office identified in paragraph c.(1) of this section. The manufacturer shall also furnish details of design changes (if the tire is being requalified). d. Data to be Furnished with Manufactured Units. The existence of TSO approval does not automatically constitute authority to install and use the article on an aircraft. A note with the following statement must be included: The conditions and tests required for TSO approval of this article are minimum

performance standards. It is the responsibility of those desiring to install the article on or within a specific type or class of aircraft to determine that the aircraft operating conditions are within the TSO standards.

If not within the TSO standards, the article may be installed only if further

evaluation by the user/installer documents an acceptable installation that is approved by the Administrator.

If within the TSO standards, the article may be installed only if the user/installer

documents an acceptable installation that is approved by the Administrator. e. Previously Approved Articles. (1) Notwithstanding 21.603(a) and (b) and the provisions of any specific previous TSO approval, after December 31, 1982, no person may identify or mark a tire having a speed rating above 160 mph with TSO numbers TSO-C62, TSO-C62a, or TSO-C62b. Further , a tire having a special rating above 160 mph approved prior to December 31, 1979, may not be manufactured under the provisions of its original approval. (2) A tire, except for those specified in paragraph e.(1) of this section, may continue to be manufactured under the provision of its original approval. f. Availability of Reference Documents. Federal Aviation Regulations Part 21, Subpart O, and Advisory Circular 20-110, Index of Aviation Technical Standard Orders, may be

Page 2

9/7/90 TSO-C62d

reviewed at the Federal Aviation Administration Headquarters, Aircraft Certification Service, Aircraft Engineering Division (AIR-100), and at all ACOs. /S/ John K. McGrath Acting Manager, Aircraft Engineering Division, AIR-100 Aircraft Certification Service

Page 3

9/7/90 TSO-C62d Appendix 1

APPENDIX 1. FEDERAL AVIATION ADMINISTRATION STANDARD FOR AIRCRAFT TIRES DATED SEPTEMBER 7, 1990 1.0 Purpose. This document contains minimum performance standards for new and requalified aircraft tires, excluding tailwheel tires, that are to be identified as meeting the standards of TSO-C62d. 2.0 Scope. These minimum performance standards apply to aircraft tires having speed and load ratings that are established on the basis of the speeds and loads to which the tires have been tested. 3.0 Material requirement. Materials must be suitable for the purpose intended. The suitability of the materials must be determined on the basis of satisfactory service experience or substantiating dynamometer tests. 4.0 Design and construction. 4.1 Unbalance. The moment (M) of static unbalance in inch-ounces may not be greater than the value determined using the formula, moment (M) = 0.025D2, rounded off to the next lower whole number: where D = maximum outside diameter of the tire in inches. 4.2 Balance marker. A balance marker, consisting of a red dot, must be affixed on the sidewall of the tire immediately above the bead to indicate the lightweight point of the tire. The dot must remain for any period of storage plus the original tread life of the tire. 4.3 Overpressure. The tire shall withstand for at least 3 seconds a pressure of at least 4.0 times the rated inflation pressure (as specified in paragraph 5.2) at ambient temperature. 4.4 Temperature. 4.4.1 Ambient. It shall be substantiated by applicable tests or shown by analysis that the physical properties of the tire materials have not been degraded by exposure of the tire to the temperature extremes of not higher than -40F and not lower that +160F for a period of not less than 24 hours at each extreme. 4.4.2 Wheel rim heat. It must be substantiated by the applicable tests or shown by analysis that the physical properties of the tire materials have not been degraded by exposure of the tire to a wheel-bead seat temperature of not lower that 300F for at least 1 hour, except that low-speed tires or nose-wheel tires may be tested or analyzed at the highest wheel-bead seat temperatures expected to be encountered during normal operations. 4.5 Tread design. Moved. (See paragraph 7.0) 4.6 Slippage. A tire tested in accordance with the dynamometer tests provided in paragraph 6.0 may not slip on the wheel rim during the first five dynamometer cycles. Slippage

Page 1

TSO-C62d 9/7/90 Appendix 1

that subsequently occurs may neither damage the gas seal of the tire bead of a tubeless tire nor otherwise damage the tube or valve. 4.7 Leakage. After an initial 12-hour minimum stabilization period, the tire must be capable of retaining inflation pressure with a loss of pressure not exceeding 5 percent in 24 hours from the initial pressure equal to the rated inflation pressure. 5.0 Ratings. 5.1 Load ratings. The load ratings of tires shall be established. The applicable dynamometer test in paragraph 6.0 must be performed at the selected rated load. 5.1.1 Load rating (helicopter tires). Airplane tires qualified in accordance with provisions of this standard may also be used on helicopters. In such cases, the maximum static load rating may be increased by 1.5 with a corresponding increase in rated inflation pressure without any additional qualification testing. 5.2 Rated inflation pressure. The rated inflation pressure shall be established at an identified ambient temperature on the basis of the rated load as established under paragraph 5.1. 5.3 Loaded radius. The loaded radius is defined as the distance from the axle centerline to a flat surface for a tire initially inflated to the rated inflation pressure and then loaded to its rated load against the flat surface. The nominal loaded radius, the allowable tolerance on the nominal loaded radius, and the actual loaded radius for the test tire shall be identified. 6.0 Dynamometer test requirements. The tire may not fail the applicable dynamometer tests specified herein or have any signs of structural deterioration other than normal expected tread wear except as provided in paragraph 6.3.3.3. 6.1 General. The following conditions apply to both low-speed and high-speed tires when these tires are subjected to the applicable dynamometer tests: 6.1.1 Tire test load. Unless otherwise specified herein for a particular test, the tire must be forced against the dynamometer flywheel at not less than the rated load of the tire during the entire roll distance of the test. 6.1.2 Test inflation pressure. The test inflation pressure must be the pressure required at an identified ambient temperature to obtain the same loaded radius against the flywheel of the dynamometer at the loaded radius for a flat surface as defined in paragraph 5.3. Adjustments to the test inflation pressure may not be made to compensate for increases created by temperature rises occurring during the tests. 6.1.3 Test specimen. A single tire specimen must be used in the applicable dynamometer tests specified herein.

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9/7/90 TSO-C62d Appendix 1

6.2 Low-speed tire. A tire operating at ground speeds of 120 mph or less must withstand 200 landing cycles on a dynamometer at the following test temperature and kinetic energy and using either test method A or test method B. 6.2.1 Test temperature. The temperature of the gas contained in the tire or of the carcass measured at the hottest point of the tire may not be lower than 105F at the start of at least 90 percent of the test cycles. For the remaining 10 percent of the test cycles, the contained gas or carcass temperature may not be lower than 80F at the start of each cycle. Rolling the tire on the flywheel is acceptable for obtaining the minimum starting temperature. 6.2.2 Kinetic energy. The kinetic energy of the flywheel to be absorbed by the tire must be calculated as follows: K.E. = CWV2 = 162.7W = Kinetic energy in foot-pounds. where: C = 0.0113 W = Load rating of the tire in pounds, and V = 120 mph. 6.2.3 Test method A - variable mass flywheel. The total number of dynamometer landings must be divided into two equal parts having speed ranges shown below. If the exact number of flywheel plates cannot be used to obtain the calculated kinetic energy value of proper flywheel width, a greater number of plates must be selected and the dynamometer speed adjusted to obtain the required kinetic energy. 6.2.3.1 Low-speed landings. In the first series of 100 landings, the maximum landing speed is 90 mph and the minimum unlanding speed is 0 mph. The landing speed must be adjusted so that 56 percent of the kinetic energy calculated under paragraph 6.2.2 will be absorbed by the tire. If the adjusted landing speed is calculated to be less than 80 mph, the following must be done: the landing speed must be determined by adding 28 percent of the kinetic energy calculated under paragraph 6.2.2 to the flywheel kinetic energy at 64 mph, and the unlanding speed must be determined by subtracting 28 percent of the kinetic energy calculated under paragraph 6.2.2 from the flywheel kinetic energy at 64 mph. 6.2.3.2 High-speed landings. In the second series of 100 landings, the minimum landing speed is 120 mph and the nominal unlanding speed is 90 mph. The unlanding speed must be adjusted as necessary so that 44 percent of the kinetic energy calculated under paragraph 6.2.2 will be absorbed by the tire.

Page 3

TSO-C62d 9/7/90 Appendix 1

6.2.4 Test method B - fixed mass flywheel. The total number of dynamometer landings must be divided into two equal parts having speed ranges indicated below. Each landing must be made in a time period, T, calculated so that the tire will absorb the kinetic energy determined under paragraph 6.2.2. The time period must be calculated using the equation:

Tc = KE

KE KET T

KE KET T

c

W UL

L UL L LL

W UL W LL

W UL W LL

W LL( )

( ) ( )

( ) ( )

( ) ( )

( )

For the 90 mph to 0 mph test, the equation reduces to:

Tc = KE

KET

KET

c

W UL

L UL

W UL

W UL

( )

( )

( )

( )

Where: Tc = Calculated time, in seconds, for the tire to absorb the required kinetic energy. KEc = Kinetic energy, in foot pounds, the tire is required to absord during each landing cycle. KEw = Kinetic energy, in foot pounds, of the flywheel at given speed. TL = Coast down time, in seconds, with rated tire load on flywheel. Tw = Coast down time, in seconds, with no tire load on flywheel. (UL) = Subscript for upper speed limit. (LL) = Subscript for lower speed limit. 6.2.4.1 Low- speed landings. In the first series of 100 landings, the tire must be landed against the flywheel with the flywheel having a peripheral speed of not less than 90 mph. The flywheel deceleration must be constant from 90 mph to 0 mph in the time Tc. 6.2.4.2 High-speed landings. In the second series of 100 landings, the tire must be landed against the flywheel with the flywheel having a peripheral speed of not less than 120 mph. The flywheel deceleration must be constant from 120 mph to 90 mph in the time Tc. 6.3 High-speed tire. Except as provided in the alternate test, a tire operating at ground speeds greater than 120 mph must be tested on a dynamometer in accordance with paragraph 6.3.3. The curves to be used as a basis for these tests shall be established in accordance with paragraph 6.3.3.2. The load at the start of each test must be equal to the rated load of the tire. Alternate tests involving a landing sequence for a tire operating at ground speeds greater than 120 mph and not over 160 mph are set forth in paragraph 6.3.4. 6.3.1 Test temperature. The temperature of the gas contained in the tire or of the carcass measured at the hottest point of the tire may not be lower than 120F at the start of at least 90 percent of the test cycles specified in paragraph 6.3.3.4 and at least 105F at the start of the overload test (6.3.3.3) and of at least 90 percent of the test cycles specified in paragraphs

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9/7/90 TSO-C62d Appendix 1

6.3.3.2 and 6.3.4. For the remaining 10 percent of each group of cycles, the contained gas or carcass temperature may not be lower than 80F at the start of each cycle. Rolling the tire on the dynamometer is acceptable for obtaining the minimum starting temperature. 6.3.2 Dynamometer test speeds. Applicable dynamometer test speeds for corresponding maximum ground speeds are as follows:

Maximum Ground Speed of Aircraft, mph

Over Not Over

Speed Rating of Tire, mph

Minimum Dynamometer Speed at

S2, mph120 160 190 210 225 235

160 190 210 225 235 245

160 190 210 225 235 245

160 190 210 225 235 245

For ground speeds over 245 mph, the tire must be tested to the maximum applicable load-speed-time requirements and appropriately identified with the proper speed rating. 6.3.3 Dynamometer cycles. The test tire must withstand 50 takeoff cycles, 1 overload takeoff cycle, and 10 taxi cycles described below. The sequence of the cycles is optional. 6.3.3.1 Symbol definitions. The numerical values which are used for the following symbols must be determined from the applicable aircraft load-speed-time data: L0 = Tire load at start of takeoff, pounds (not less than rated load). L1 = Tire load at rotation, pounds. L2 = Zero tire load (liftoff) RD = Roll distance, feet. S0 = Zero tire speed. S1 = Tire speed at rotation, mph S2 = Tire speed at liftoff, mph (not less than speed rating). T0 = Start of takeoff. T1 = Time to rotation, seconds. T2 = Time to liftoff, seconds. 6.3.3.2 Takeoff cycles. For these cycles the loads, speeds, and distance must conform to either Figure 1 or Figure 2. Figure 1 defines a test cycle that is generally applicable to any aircraft. If Figure 2 is used to define the test cycle, the loads, speeds, and distance must be selected based on the most critical takeoff conditions established by the applicant. 6.3.3.3 Overload takeoff cycle. The cycle must duplicate the takeoff cycles specified under paragraph 6.3.3.2 except that the tire load through the cycle must be

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increased by a factor of at least 1.5. Upon completion of the overload takeoff cycle, the tire must be capable of retaining inflation pressure with the loss of pressure not exceeding 10 percent in 24 hours from the initial test pressure. Good condition of the tire tread is not required after completion of this test cycle. 6.3.3.4 Taxi cycles. The tire must withstand at least 10 taxi cycles on a dynamometer under the following test conditions:

Number of Test Cycles

Minimum Tire Load, lbs.

Minimum Speed, mph

Minimum Roll Distance, ft.

8 Rated Load. 40 35,000 2 1.2 times rated load. 40 35,000

6.3.4 Alternative dynamometer tests. For a tire with a speed rating of 160 mph, test cycles which simulate landing may be used in lieu of the takeoff cycles specified in paragraphs 6.3.3.2 and 6.3.3.3. The tire must withstand 100 test cycles at rated load in accordance with paragraph 6.3.4.1 followed by 100 test cycles at rated load in accordance with paragraph 6.3.4.2. 6.3.4.1 Low-speed landings. In the first series of 100 landings, the test procedures for low-speed landings established under paragraph 6.2.3 or 6.2.4, as appropriate, must be followed. 6.3.4.2 High-speed landings. In the second series of 100 landings, the test procedures for low-speed landings established under paragraph 6.2.3 or 6.2.4, as appropriate, must be followed, except that the tire must be landed against the flywheel rotating at a speed of 160 mph with the rated load applied for the duration of the test. The unlanding speed must be adjusted as necessary so that 44 percent of the kinetic energy, as calculated in paragraph 6.2.2, is absorbed by the tire during the series of tests. 7.0 Requalification tests. A tire shall be requalified unless it is shown that changes in materials, tire design, or manufacturing processes could not affect performance. Changes in material, tire design, or manufacturing processes that affect performance or changes in number or location of tread ribs and grooves or increases in skid depth, made subsequent to the tire qualification, must be substantiated by dynamometer tests in accordance with paragraph 6.0. Requalification in accordance with paragraph 6.0 of a given load rated tire required as a result of a tread design or material change will automatically qualify the same changes in a lesser load rated tire of the same size, speed rating, and skid depth provided -- 7.1 The lesser load rated tire has been qualified to the applicable requirements specified in this standard; and 7.2 The ratio of qualification testing load to rated load for the lesser load rated tire does not exceed the same ratio for the higher load rated tire at any given test condition.

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TSO-C62d 9/7/90 Appendix 1

Page 8

Advisory Circular

Subject: Inspection, Retread, Date: 7/10/06 AC No: 145-4A Repair, and Alterations of Initiated by: AFS-309 Aircraft Tires 1. PURPOSE. This advisory circular (AC) provides guidance for the development, qualification, and approval of bias and radial aircraft tire retreads, their repair and process specifications, and the use of special nondestructive inspection (NDI) techniques. This material is neither mandatory nor regulatory in nature and does not constitute a regulation. It describes acceptable means, but not the only means, for developing specifications to be submitted to the proper Federal Aviation Administration (FAA) office for approval. The FAA will consider other methods of demonstrating compliance that an applicant may elect to present. Terms such as shall and must are used only in the sense of ensuring applicability of this particular method of compliance when the methods of compliance described in this document are used.

2. CANCELLATION. AC 145-4, Inspection, Retread, Repair, and Alterations of Aircraft Tires, dated September 27, 1982, is canceled.

3. RELATED REGULATIONS AND REFERENCES (current editions).

a. Title 14 of the Code of Federal Regulations (14 CFR).

(1) Part 21, Subpart O, Technical Standard Order Authorizations.

(2) Part 23, Airworthiness Standards: Normal, utility, acrobatic, and commuter category airplanes.

(3) Part 25, Airworthiness Standards: Transport category airplanes.

(4) Part 27, Airworthiness Standards: Normal category rotorcraft.

(5) Part 29, Airworthiness Standards: Transport category rotorcraft.

(6) Part 43, Maintenance, preventive maintenance, rebuilding, and alteration.

(7) Part 145, Repair stations.

b. AC. AC 20-97, Aircraft Tire Maintenance and Operational Practices.

AC 145-4A 7/10/06

c. Technical Standard Order (TSO). TSO-C62, Tires.

d. Industry Documents.

(1) ARP 4834, Aircraft Tire Retreading PracticeBias and Radial. (2) AS 4833, Aircraft New Tire StandardBias and Radial. (3) TRA, Tire and Rim Association Aircraft Yearbook. (4) ETRTO, European Tire and Rim Technical Organization Standards Manual.

4. DEFINITIONS.

a. Retreading. The term retreading refers to the methods of restoring a worn tire by renewing the tread area or by renewing the tread area plus one or both sidewalls. Repairs are included in the tire retreading process.

b. Specification. Documents approved by the Administrator containing information for performing specialized maintenance, such as retreading of tires.

NOTE: Repair stations with limited ratings for specialized services are required under part 145, 145.61(c) to include a specification on their operations specifications.

c. Retread Level (R-Level) Escalation. R-level escalation is the process used to verify that a population of retreaded tires is suitable for an additional service life.

d. Load Rating. Load rating is the maximum permissible load at a specific inflation pressure. The rated load combined with the rated inflation pressure will be used when selecting tires for application to an aircraft and for testing to the performance requirements of this document.

e. Ply Rating. This term is used to identify the maximum recommended load rating and inflation pressure for a specified tire. It is an index of tire strength.

f. Speed Rating. The speed rating is the maximum takeoff speed to which the tire has been tested.

g. Bias Tire. A pneumatic tire in which the ply cords extend to the beads and are laid at alternate angles substantially less than 90 degrees to the centerline of the tread.

h. Radial Tire. A pneumatic tire in which the ply cords extend to the beads and are laid substantially at 90 degrees to the centerline of the tread, the casing being stabilized by an essentially inextensible circumferential belt.

i. Casing. The casing is the structural part of the tire.

j. Compatible Casing. A compatible casing for retreading is one capable of passing all retreader acceptance criteria for that size, ply rating, and speed rating.

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7/10/06 AC 145-4A

k. Skid Depth. The distance between the tread surface and the deepest groove as measured in the mold.

l. Maximum Outside Diameter (D0). For the bias tire, it is the maximum new (ungrown) diameter along the centerline of the tire as denoted in TRA and ETRTO. For the radial tire, it is the maximum new (ungrown) diameter of its bias tire equivalent.

5. BACKGROUND. In parallel with the introduction and installation of new radial tire designs on the U.S. civil aircraft fleet, the FAA initiated a project to update appropriate safety standards and advisory support material. This includes revisions to TSO-C62, AC 145-4, and AC 20-97. The retreaders quality and escalation plans are based in part on the manner in which the airline operator maintains the retread tire in service. The long term integrity and reliability of the retread tire is significantly influenced by the inflation pressure schedule, the frequency of tire pressure checks, and the identification of tire removal conditions that may impact the continued airworthiness of the tire. This revision will ensure that repair stations which retread bias and/or radial tires, and aircraft operators who use these tires, have proper guidance which assures the continued performance of a tire through testing, as originally approved under the TSO (and requirements under part 43, 43.13), and provides the basis for the development of a specification covering the inspection, retread, and repair of tires, as set forth under part 145.

6. SPECIFICATION REQUIREMENTS.

a. Title 14 CFR Requirements.

(1) Repair Station. A repair station that is certificated to retread aircraft tires is required by 145.61(c). to perform that work in accordance with a specification approved by the FAA or in accordance with an operators manual as outlined in 43.13(c).

(2) Operator. A holder of an air carrier operating certificate or an operator with a 14 CFR part 125 operating certificate may adopt a retreading agencys approved specification and include it as a part of its manual as outlined in 14 CFR part 121, 125, or 135.

b. Specification Requirements. The retreader of bias or radial aircraft tires is required to establish maintenance and repair practices, including special nondestructive inspection techniques and retreading procedures. These practices could be techniques defined, developed, and validated by the retreader and approved by the FAA or from information provided by the tire manufacturer. The minimum requirements and issues to be addressed for a specification that would be developed and submitted for FAA approval by a repair station and retreader are identified within this document.

c. Applicability. For retreading bias and radial aircraft tires manufactured under TSO-C62, a specification and requirements defined here shall be developed and complied with by the repair station and retreader for all repaired and retreaded tires after the effective date of this AC. Bias tires that were manufactured to prior TSO standards may be repaired in accordance with maintenance instructions identified under AC 145-4, dated September 27, 1982. However, further escalation of these existing tires should comply with the escalation of these requirements.

7. MARKING.

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AC 145-4A 7/10/06

a. Retread Identification. The following minimum information must appear in permanent markings between the wearing surface and the edge of the newly applied rubber.

(1) The retreaders name or registered trademark. (2) The retread plant identification code. (3) The month and year the retread was performed. (4) The letter R followed by the number of times the casing has been retreaded.

b. Casing Identification. Retread processing may destroy some or all of the casing

identification. The following information must be restored if removed during retreading:

(1) Airworthiness compliance markings (only restore at the direction of the original casing manufacturer);

(2) Size and load rating;

(3) Casing manufacturers name or trademark;

(4) Ply rating;

(5) Casing manufacturers plant code;

(6) Date of manufacture;

(7) Serial number;

(8) Speed rating;

(9) Casing manufacturers part number; and

(10) Tire type. Tires requiring a tube in their operation shall be marked with the words Tube Type.

c. Regrading Procedure.

(1) The ply rating, load rating, and/or speed rating on either the casing or the retread may be decreased without approval. All performance and qualification parameters under the new rating must be met.

(2) If the ply rating, load rating, and speed rating markings of the casing do not agree with the retread qualification status, they must be buffed off and the correct markings applied.

(3) The casing manufacturers part number must not be altered without the original

casing manufacturers approval. (4) Any upgrading in the speed rating or load rating, or any change in the tire size from

the qualified new tire size will be considered a new product.

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7/10/06 AC 145-4A

d. Marking Maximum Cut Limit Repairs. Casings containing maximum allowable cut limit repairs in the tread area should be identified with a sidewall brand in line with the repair. The guidelines and conditions under which this brand is applied should be specified in the retreaders specification.

8. CASING SELECTION. The new tire casing must be approved by the FAA. Unless otherwise restricted by the tire manufacturer or FAA, any eligible tire may be retreaded provided it meets the inspection and defect limitation criteria, and has met the R-level escalation inspection and test criteria established in the FAA-certificated repair station and the retreaders FAA-approved specification.

a. Inspection. The following are commonly available NDI techniques that should be used when necessary and as specified in this document.

(1) Visual. All tires should be visually inspected in the tread, sidewall, bead, and liner

areas for conditions that need repair or which require that the tire be scrapped.

(2) Air Injection. Tubeless tires may be air injected with a dry filtered gas (e.g., air or nitrogen) to inspect the casing for proper venting, separations, bead and liner condition, etc.

(3) NDI. Holography, shearography, ultrasonic, X-ray, and other NDI methods should

be used as necessary and where applicable.

b. Disposition of Tire Casings.

(1) Acceptable Casings. Tires which meet the acceptable limits for repair listed in the FAA-approved retreaders specification may be repaired/retreaded and returned to service.

(2) Unacceptable Casings. Tires that fail the acceptable limits for repair listed in the

retreaders specification should be rejected from further aircraft use. Casings not returned to the customer should have all airworthiness compliance markings removed. Removal of the serial number is at the discretion of the retreader. Further, the casing should be marked in a conspicuous manner indicating the casing is not suitable for aircraft use.

9. REPAIR PROCESS. Repairs are permitted if the anomaly (i.e., damage or fatigue) does not exceed limitations specified by the tire manufacturer or the rejection criteria identified in the repair station and retreaders specification, as approved by the FAA. Maximum permissible repairs identified in the process specification shall be validated by tests and/or analysis for FAA approval before returning to service. The specification shall include each of the repair types for bias and radial tires, as identified in the Appendix 1, and additional repairs identified by the retreader. 10. RETREADING PROCESS. The retreading process includes removal of old material, renewing the tread area, and curing and bonding of the new material to the casing. A retreading process identified by the repair station and retreader must be provided in the specification for approval by the FAA. Provisions should be included that assure that the retreaded tire weight will not exceed the maximum allowable weight (where it has been determined by the landing gear or airframe requirements established by the aircraft manufacturer).

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AC 145-4A 7/10/06

11. QUALIFICATION TESTING.

a. General.

(1) The test procedures described herein are intended to ensure compatibility between the original tire casing and newly applied retread. This qualification test is required with the first (R-1) application of a new tread and as otherwise specified in this AC. The retread should not fail the applicable dynamometer tests specified herein nor have any signs of structural deterioration other than normal expected tread wear except when the overload takeoff cycle is run last (see paragraph 11b below). Casings selected for retread tests should have at least 80 percent of their new molded tire skid depth removed by wear (i.e., worn by aircraft usage).

(2) Design and construction differences between radial tires of different manufacturers dictate that retread dynamometer testing be conducted on one sample of each manufacturers radial tire casing at the first (R-1) application of a new tread. Qualification of bias tire retreads on a single manufacturers casing qualifies the retread on other manufacturers compatible casings of the same size, ply rating and speed rating.

b. Dynamometer Test Cycles. The retread test tire shall satisfactorily withstand 61-dynamometer cycles as specified in TSO-C62 , as a demonstration of overall performance. The 61-dynamometer cycles shall consist of 50-takeoff cycles, 8-taxi cycles at rated load, 2-taxi cycles at 1.2 times rated load, and 1-overload takeoff cycle starting at 1.5 times rated load. Good condition of the tire tread is not required after completion of the overload takeoff cycle if it is run last. The sequence of the cycles is optional. However, if the overload takeoff cycle is not run last, the tire must not show detectable signs of deterioration after the cycle completion, other than normal expected tread surface abrasion. A single tire specimen must be used to complete these cycles.

c. Requalification Tests. A retread tire that has been altered, and which has changes in materials, design and/or manufacturing processes that could adversely affect the performance and reliability of the tire, shall be requalified to the dynamometer tests described in paragraph 11b regardless of the escalation level. Examples of such changes include, but are not limited to, changes in tread construction, such as the number or composition of tread reinforcing and/or protector plies, tread compound formulation, number and location of tread grooves, and increases in skid depth and/or tread gauge. Requalification by similarity, as discussed in paragraphs (1) and (2) below, applies to all bias tires that are compatible with the new tread design and/or material change. However, requalification by similarity for radial tires only applies to tires of comparable design by a single manufacturer. Requalification by similarity is not allowed for radial tires from different manufacturers.

(1) Requalification by Similarity (Based on Load Rating). Requalification of a given load rated retreaded tire required as a result of a tread design or material change will automatically qualify the same changes in a lesser load rated retreaded tire of the same size, speed rating, and skid depth provided the lesser load rated retreaded tire has been qualified to the applicable requirements specified in this standard.

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(2) Requalification by Similarity (Blanket Change). Requalification of any change that affects multiple sizes may be made by similarity providing that:

(a) Five representative sizes, including tires of the highest load, speed rating, and

angular velocity, have been qualified to the minimum performance standard with the change.

(b) The data in support of the change in the listed sizes should be submitted to and approved by the appropriate FAA office.

d. Overpressure. A retreaded tire, processed in a manner similar to the example tested on

the dynamometer, shall successfully withstand a hydrostatic pressure of three times its rated pressure for 3 seconds without failure. The tire used to do the dynamometer qualification testing may be used if desired.

e. Tire/Rim Slippage. Slippage of the tire on the rim during dynamometer testing must not damage the tube valve of tube type tires, or the gas seal of the tire bead of tubeless tires. 12. RETREAD TIRE DIMENSIONS. The tire dimensional envelope for a given tire size should be within industry accepted practices (e.g., TRA or ETRTO guidelines). When inflated to its rated inflation pressure and allowed to stretch for 12 hours, the tire should not exceed a grown tire dimensional envelope. 13. RETREAD BALANCE. All tires must be tested for static unbalance.

a. Auxiliary Tires.

(1) The moment of static unbalance (M) for auxiliary tires shall not be greater than the value determined by Eq. 1. Equation 1. M = 0.025 D02

(2) Computed Eq. 1 values must be rounded off to the next lower whole number where M is in inch/ounces and D0 is the standardized maximum outside diameter in inches. Tires outside the limits must be corrected for balance before entering service.

b. Main Tires.

(1) The moment of M for main tires shall not be greater than the value determined by Eq. 2.

Equation 2. M = 0.035 D02

(2) Computed Eq. 2 values must be rounded off to the next lower whole number where M is in inch/ounces and D0 is the standardized maximum outside diameter in inches. Tires outside the limits must be corrected for balance before entering service. 14. INFLATION RETENTION. The pressure retention of the tire must be confirmed in accordance with TSO-C62.

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15. RETREAD ESCALATION.

a. The wide variation in tire operating environments, which affects the individual casing life, makes it inadvisable to arbitrarily specify the maximum number of times a tire should be retreaded. The number of times a tire can be retreaded should be controlled by an inspection and test system based on the retreaders reliability program and the use of nondestructive interferometric (shearography) tire inspection. This procedure is applicable to both bias and radial ply tires.

b. Following successful qualification of retreaded tires at the first retread level by size/ply rating/speed rating, and before entering into service tires of the first or subsequent R-levels, each part number should be escalated in accordance with the retread manufacturer's escalation plan. Each plan should be submitted to and approved by the FAA.

16. RETREAD RELIABILITY SYSTEM.

a. The Retread Reliability Program should monitor the in-service reliability of the retreaded aircraft tires. The reliability control system, to be consistent with the requirements of the aircraft it supports, should consist of a means to recognize a repetitive in-service issue, determine what plan of action would be needed to address this issue, and follow up on the action taken to remedy the issue. b. The corrective action taken depends on the results of the data collection and analysis. The corrective action should result in the identified tire issue being reduced within a reasonable timeframe.

Original signed by Carol Giles for James J. Ballough Director, Flight Standards Service

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7/10/06 AC 145-4A Appendix 1

APPENDIX 1. PROCESS SPECIFICATION REPAIR GUIDELINES AND FATIGUE ASSESSMENT REQUIREMENTS

As qualification for returning a repaired tire into service, each retreader must define and validate the maximum repair limits for the retreaded tire. These repair limits must be included in the specification developed by the repair station and retreader for FAA approval. As a minimum, the allowable damage criteria should be identified for following tire areas (if applicable) and any other tire region where damage can affect the continued tire airworthiness:

Tread area

Sidewall

Bead area

Bead seal

Bead face and bead heel

Bead toe

Chafer strip

Innerliner

Areas with exposed cord

To ensure the continued airworthiness of aging casings, each retreader must define and validate a process to assess casing fatigue as part of the retread escalation process. The process to assess fatigue may include static and dynamic tire testing, material testing, and special NDI as described in paragraph 7a(3), and analysis. The process specification should identify the tires most critical fatigue zone(s), the test method(s) to be applied, and the fatigue limits requiring the actions defined in paragraph 15.

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