On tires (and dates)

J

JackC

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Well after reading the big tire STC thread I took a closer look my lil’ 6x6s which came with the recently restored 7AC when I got her.



Turns out the air tracs, despite near new tread, based on the stamp A1E22312, that’s the 23rd week of 2012, 14yrs old, guess the guy just grabbed some old tires off the shelf when he put her together.


Ordered some 6x6 4ply Michelin Airs and Michelin air stop tubes, some silicone base talic powder (free shipping from spruce).

So my first tire change on the plane, could someone please give me some pointers on the best way to change the tires out on a 7AC with mechanical Goodyear disks?

Thanks

IMG_5589.webp
 
Probably now neither economically feasible nor capable of approval, but the best thing that can happen to a 7AC is a Grove conversion. Then tire changes are trivial. I got a field approval for that about 20 years ago - dramatically changes ground handling.

The wheels you have may be subject to an AD, and if they fail you are looking at extremely expensive wheels that will probably fail again.

As to the tires - these are tube type, and the tires themselves do not fail very often. Run them until you see cord. I agree - recent rubber is not all that great, but you will see a failure start long before you get a "flat." I recently ran a pair of 1960s vintage tires down to cord with no problems (my average is seven landings a day, so I do go through tires).
 
Bob Turner said:
Probably now neither economically feasible nor capable of approval, but the best thing that can happen to a 7AC is a Grove conversion. Then tire changes are trivial. I got a field approval for that about 20 years ago - dramatically changes ground handling.

The wheels you have may be subject to an AD, and if they fail you are looking at extremely expensive wheels that will probably fail again.

As to the tires - these are tube type, and the tires themselves do not fail very often. Run them until you see cord. I agree - recent rubber is not all that great, but you will see a failure start long before you get a "flat." I recently ran a pair of 1960s vintage tires down to cord with no problems (my average is seven landings a day, so I do go through tires).
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No AD on the wheels and I don’t really use the brakes, figure I’ll keep the simple good years unless they give me reason not to.

Tire wise there’s some inner sidewall cracking and for the price vs the plane and my clean PRD/PRIA running decade and a half old tires, plus probably same vintage tubes, the juice ain’t worth the squeeze IMO

Besides already ordered the new tires, and having air tracs on her vs Michelins or good years always kinda bugged me lol
 
Sully said:
I prefer to use a floor jack under the axle but it can be carefully done with a bottle jack.
Biggest thing is to inspect the wheel assy for cracks while it is apart.
AD 48-08-02
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So like where I have the arrow?

My first thought was to use a floor jack with a chunk of rubber to prevent scratching, or one of my carpet wrapped wood blocks we use for amphibs

48-8-2 That’s for Cleveland wheels no? This 7AC has the good years with the mechanical perimeter disks
 
You guys are better pilots than I - picked up a Chief in Florida a few years ago, and was never really sure I could successfully get it stopped. Same with Taylorcraft - never really sure - out here with a "Level 10" tower you really need to be able to maneuver.

I did get a field approval for the L2, but those Chief brakes mystify me - heel brakes move with the pedals. Not me - I shall not be teaching in Chiefs any more.
 
Bob Turner said:
You guys are better pilots than I - picked up a Chief in Florida a few years ago, and was never really sure I could successfully get it stopped. Same with Taylorcraft - never really sure - out here with a "Level 10" tower you really need to be able to maneuver.

I did get a field approval for the L2, but those Chief brakes mystify me - heel brakes move with the pedals. Not me - I shall not be teaching in Chiefs any more.
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I don’t know about that, what’s ref in a 760lb 7AC?

Most big towered airports you can practically land sideways on the runway if you drag it in a little bit on the prop, not that my non transponder let alone no ADSB self is welcome at such places lol
 
When they tell you to "hold short" you need to be able to do that. In my Cub I have to be careful to not get the tail off the ground. With mechanical brakes, unless they are perfectly maintained, a last minute emergency stop may not be possible.

Runway incursions out here? You probably need an AOPA lawyer.

I operate at the world's busiest GA airport - and three of my airplanes are no transponder. Never a problem except for the remote fields with Serco controllers, who don't read the .65.
 
Bob Turner said:
When they tell you to "hold short" you need to be able to do that. In my Cub I have to be careful to not get the tail off the ground. With mechanical brakes, unless they are perfectly maintained, a last minute emergency stop may not be possible.

Runway incursions out here? You probably need an AOPA lawyer.

I operate at the world's busiest GA airport - and three of my airplanes are no transponder. Never a problem except for the remote fields with Serco controllers, who don't read the .65.
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The mechanical good year disks are fine to hold short, same with my 1700RPM runup 🤷

What do you mean with the tail? Have you had to do many high speed rejects (well high speed for a champ).

It would have to be crazy close to need to get on the brakes hard, but not at a point of just taking it into the air, that’s a very thin slice of the block to block time for a 7 series’ flight



I wonder if dug through what one can find for NTSBs for 7 series, how many were a result of TOO MUCH brake vs too little.
 
Sully said:
No. How would you remove the bolts?
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Loosen bolts, jack the plane up, deflate tire, remove the half bolts, remove outer half, remove and replace tire and tube, put other half on, install and torque to spec?
 
Okay. About 20 years ago we started having "nose-overs" on the taxiway. I thought " how ham-handed do you have to be to go over on your nose while taxiing?

Then one day I got a clearance for an immediate takeoff, followed by a cancel, hold short. The instant response was brakes, but when the tail left the ground my 55 years of experience kicked in and I got off the brakes. No harm, no foul, but only then did I grasp the problem of a full brake application at slow speed.

Since then, I have been watching. A bunch of nose-overs have happened since then (if you cannot turn off at Charlie, simply say"unable"), and I have been carefully instructing about full brake application at low speed.

When the tail leaves the ground, get off the brakes.

No AI was consulted here.
 
Bob Turner said:
Okay. About 20 years ago we started having "nose-overs" on the taxiway. I thought " how ham-handed do you have to be to go over on your nose while taxiing?

Then one day I got a clearance for an immediate takeoff, followed by a cancel, hold short. The instant response was brakes, but when the tail left the ground my 55 years of experience kicked in and I got off the brakes. No harm, no foul, but only then did I grasp the problem of a full brake application at slow speed.

Since then, I have been watching. A bunch of nose-overs have happened since then (if you cannot turn off at Charlie, simply say"unable"), and I have been carefully instructing about full brake application at low speed.

When the tail leaves the ground, get off the brakes.

No AI was consulted here.
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Ooof!

Well said

On the jet when we brief I say which way I’d like to turn off, often the FO will say which exit to which I’ll often say “I don’t care” not to be a jerk but the idea of burning brakes and worse to make a taxi way is not a option for us.
 
Sully said:
I've never considered doing it that way so I don't know if it is feasible.
Having the wheel on a bench to replace the tire is the only way I have done it.
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Just was wondering with the perimeter installed disks
 
I agree - when possible it was arm the spoilers, crack the reversers, and roll right in to gate B9. You could get out and touch the brakes and they would barely be warm.

But beware - have you ever seen something out of the corner of your eye and screeched the brakes on your Convertible Mustang? That's where experienced pilots get in trouble - the instinct is to stop.
 
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