Bias Tire Conditions Analysis & Repair Guide
BIAS TIRECONDITIONSANALYSIS &REPAIR GUIDE Copyright 2008—Technology & MaintenanceCouncil of American Trucking Associations, Inc.Printed in U.S.A.First Edition (2008)All rights reserved. This book, or parts thereof, maynot be reproduced in any form without writtenpermission of the publisher.1
DISCLAIMERThe procedures contained herein reflect the consensus of the members of theTechnology & Maintenance Council (TMC) on those items and methods that havedelivered the best performance record based on the experience of those presentat meetings of the Council. The procedures contained herein are not exclusive.TMC cannot possibly know, evaluate, or advise the transportation industry of allconceivable ways in which a practice may be undertaken or of the possibleconsequences of each such practice. Other practices or methods may be as good,or better, depending upon the particular circumstances involved.All who use the procedures contained herein must first satisfy themselves thoroughly that neither the safety of their employees or agents, nor the safety orusefulness of any products, will be jeopardized by any method selected.The following procedures are not intended nor should they be construed as anendorsement of any particular person, organization, or product.The material in this manual is compiled from TMC Recommended Practices: RP 206, Tire Repair Procedures RP XXX, Bias Tire Conditions Analysis GuideFor information on obtaining additional copies of this guide, contact:Technology & Maintenance CouncilAmerican Trucking Associaitons950 N. Glebe RoadArlington, VA 22203(703) ATA Marketplace(800) ATA-LINE (800) 282-5463 (703) 838-1754http://www.truckline.com/storeOrder Item Number T01232
TABLE OF CONTENTSBIAS TIRE CONDITIONS ANALYSIS & REPAIR GUIDEPurpose and Scope . ?Acknowledgements . ?Introduction. ?Tire Inspections. ?Glossary of Terms . ?Preface to the Bias Tire Conditions Analysis & Repair Guide . ?I. TIRE (ORIGINAL TREAD AND RETREAD) CASING CONDITIONS . ?A. BEAD AREA . ?Delaminated Bead Rubber . ?Bead Deformation . ?Burned Beads . ?Bead Damage by Rim/Split Side RingsB. SIDEWALL AREA . ?Circumferential Sidewall Split . ?Cut or Torn Sidewall . ?Weathering/Cracking/Dry Rot. ?Sidewall Separation Due to Bead Damage . ?Stacking Damage—Sidewall/Shoulder . ?Surface Cut from Stacking Damage . ?Shoulder/Sidewall Surface Cut Down to the Cord . ?Sidewall Cut . ?Run Flat . ?Run Flat to Destruction. ?Sidewall Innerliner CracksC. TREAD/SHOULDER AREA. 57Ply Separation . ?Shoulder Rib Tearing . ?Cuts and Snags. ?Excessive Wear. ?Groove Cracking . ?Impact Break . ?Irregular Wear . ?Stacking Damage—Tread . ?Tread Off While Still Inflated . ?Retread Separation. ?Brake Skid Damage . ?Chipping/Flaking/Chunking Tread . ?Vehicle Damage . ?3
TABLE OF CONTENTSOpen Tread Splice . ?Tread Lift/Separation. ?Tread Delamination . ?Penetrations and Road Hazards . ?II. IMPROPER/FAILED REPAIRS . ?A. IMPROPER/FAILED REPAIRS—VARIOUS AREAS . ?Improper Retread Cure . ?Improper Retread Cure—Full Non-Skid . ?Retread Separation—Repair Related. ?Excess Rubber on Shoulder Post Retread . ?Retread Separation—Repair Related. ?Retread Edge Lifting . ?Bond Line Porosity . ?Missed Puncture . ?Skive Failure . ?Misaligned Tread . ?III. TIRE REPAIR PROCEDURES . ?Introduction . ?General Considerations . ?Repair Limitations . ?Tools and Materials . ?Spot Repairs . ?Nail Hole Repairs . ?Section Repairs . ?Combination Patch/Plug Repairs. ?4
PURPOSE AND SCOPEThe following photographs and explanations depict common tirefailures and their causes. This guide is designed to be a referencesource and a training aid, and to assist users in tire grading. Itadvises users when it may be necessary to consult with aspecialist (original manufacturer or retreader) for final determination of a tire’s cause of failure. When using this Guide, it isimportant to note the over arching issue of the need to insureproper tire inflation. As has been documented in various industryand government studies, a substantial number of tire failureincidences are caused by under inflation. This guide is notdesigned to be the sole basis on which to base tire or retreadwarranty claims.This guide is divided into two sections. The first deals withconditions found in bias tire casings and in original tires. Casingconditions that may be exhibited by retreaded tires can also befound in this section. The second section addresses conditionsassociated with improper repairs. The third section addressesproper tire repair procedures.ACKNOWLEDGEMENTSTMC’s Bias Tire Conditions Analysis Guide was conducted byTechnology & Maintenance Council’s Bias Tire ConditionsAnalysis Task Force under the Council’s S.2 Tire & Wheel StudyGroup. The work was performed under the leadership andguidance of S.2 Study Group Chairman Mitchell Windorff,Schneider National; Task Force Chairman Al Cohn, PSI, Inc.; TMCExecutive Director and Vice President of Councils Carl Kirk; andRobert Braswell, TMC Technical Director (who served as editorand product designer on this project).TMC thanks the following individuals and their companies fortheir substantial contribution to the development of this work:?TMC would like to thank the following companies who participated in the development of this Guide by donating their expertiseand photographs:?5
INTRODUCTION6
INTRODUCTIONDetermining the causes of tires placed out of service is of vitalimportance to the fleet operator because of the substantialinvestment that tires represent. To protect your investment intires, it is necessary to know what caused each tire's removalfrom service. This publication will lead to cost savings throughproviding guidance and help in the following areas:1. Eliminating causes of failures if possible.2. Retreading and repairing tires and placing them back intoservice.3. Presenting tires for warranty credit when applicable.4. Improving tire maintenance and tire selection if necessary.5. Determining reason for failure in order to assign responsibility of emergency road service expenses.Tire grading should be done prior to the tire being placed in a“scrap pile.” After a tire has been demounted from the rim andbefore it is rolled out the tire shop door, the tire should beinspected with the following questions in mind:1.2.3.4.Is the tire serviceable?Is it repairable or retreadable?Could it be used in a limited service operation?Should the tire be presented to the original manufactureror retreader for warranty?5. If none of the above apply, is it strictly junk?These questions must be answered before the tire is placed in thescrap pile since the tire may lose its usefulness while waiting inthe pile to be graded. Any usable tire should be stored in a drycovered area.Once it is determined that a tire should be scrapped, the appropriate information should be recorded and entered into a databasefor further analysis. Accurate and simple records which includecauses of failure, numbers of caps, tread depths, etc. are extremely important and helpful when purchasing decisions must bemade.TIRE INSPECTIONSRemove all foreign objects and water from the tire and examinethoroughly in a well-lighted area. For inspection purposes, thetire can be divided into six areas (see Fig. 1):1. Tread or Crown Area.2-3. Upper Sidewall and Shoulder Area on each side.4-5. Lower Sidewall and Bead Area on each side.6. Interior bead to bead.Begin by inspecting the tread area. Use your hands and eyes tocheck for punctures, cuts, foreign objects and any distortion inthe tread.Move to the upper and lower sidewalls. Inspect these areas forseparation between casing components. This is usually denotedby cracks or bulges, damage to the bead and bead wires,deterioration of rubber caused by oil and grease, weatherchecking, cuts and penetrations. Then examine the interior frombead to bead looking for wrinkling or corrugations in the innerliner caused by running flat or underinflated, blisters or lumps,cracks and looseness.Mark all damage, punctures, and separations with a paint stick asyou find them. Rotate the tire as necessary for thorough inspections. Use a probe to determine the origin and extent of damage.Inspect the complete tire prior to determining the cause of failure(i.e., often a separation in a tire sidewall may be caused by a nailhole puncture in the tread or a failed repair that would only benoticed by inspecting the interior of the tire). It is possible for atire to have more than one out-of-service condition. On theexterior of the tire, mark the final disposition based on yourinspection; for example, repair, retread, scrap, etc.Fig. 2 is a bias tire section with definitions of its various components. Understanding the construction of the tire will make failureanalysis easier.Fig. 17
TIRE INSPECTIONSIDTHDWREATREAD (1)TUNDER TREAD(6) BREAKER PILESSHOULDER (4)(2) PLIESINNER LINER(3) SIDEWALL(5)PLY TURN-UP ENDS(7) CHAFERFILLERBEADFLIPPERBEAD WRAPBEAD BUNDLE (8)DUAL BEADSBEADWIDTH(1) Tread—This rubber provides the interface between the tire structure and the road. Primary purpose is toprovide traction, directional changes and wear.(2) Body Plies—Body plies provide strength to the tire, stabilize the tread, and may protect the air chamber frompunctures.(3) Sidewall—The sidewall rubber is specially compounded to withstand flexing and weathering while providingprotection for the body ply.(4) Shoulder—A general area where the sidewall meets the tread.(5) Inner Liner—A layer of rubber in tubeless tires specially compounded for resistance to air diffusion. The linerin the tubeless tire replaces the innertube of the tube-type tire.(6) Breaker Plies—Plies which provide strength to the tire and stabilize the tread.(7) Chafer—A fabric or rubber layer used to protect the flange area of the bead.(8) Bead Bundle—Made of continuous high-tensile wire wound to form a high-strength unit, the bead bundle isthe anchor foundation of the casing which maintains the required tire diameter on the rim.Fig. 2: Cross Sectional View of Bias Tubeless Tire8
GLOSSARY OF TERMSBIAS TIRE CONSTRUCTIONBias ply tires are constructed of overlapping crossed layers ofcord material and are typically made with nylon or other materials. The crossed plies run on a diagonal from tire bead to tirebead and comprise a generally stiff sidewall area. Sometimes,extra crossed plies or breakers are used under the tread area tofurther stiffen the crown area and provide better wear resistanceor other performance parameters (such as puncture resistance,etc.).Bias ply tires have been designed over the years to perform inmany different types of applications from all-highway to on-offroad, to all off-road service conditions. With the advent of theradial tire and some of its inherent advantages, the bias tire isnow used much less frequently in long haul over-the-roadapplications. Radial tires typically are used in applications whereheat build-up with bias ply tires is a problem.TUBELESS AND TUBE-TYPE TIRE CONSTRUCTIONThe tubeless tire is similar in construction to a tube-type tire,except that a thin layer of air and moisture-resistant rubber isused on the inside of the tubeless tire from bead to bead to obtainan internal seal of the casing. This eliminates the need for a tubeand flap. The two types of tires require different rim configurations: the tubeless tire uses a single-piece wheel; and the tubetype tire requires a multi-piece wheel assembly. Both tires, inequivalent sizes, can carry the same load at the same inflationpressure.Aspect Ratio—The ratio of tire section height vs. section width.Filler—Rubber pieces with selected characteristics used to fill inthe bead and lower sidewall area and provide a smooth transitionfrom the stiff bead area to the flexible sidewall.Bead Bundle—Made of continuous high-tensile wire wound toform a high-strength unit, the bead bundle is the anchor foundation of the casing that maintains the required tire diameter on therim.Inner Liner—The layer or layers of rubber laminated to the insideof a tubeless tire especially compounded for resistance to airdiffusion and contain the inflation pressure. The inner liner in thetubeless tire replaces the inner tube of the tube-type tire.Bead Heel—That part of the bead which faces the rim flange.Ply—A layer of rubber coated cords. The body plies contain theair pressure of the tire. They transmit all load, braking, andsteering forces between the wheel and the tire tread.TIRE CONSTRUCTION TERMSBead Reinforcing Ply—A fabric ply laid over the bias ply turn-upoutside of the bead and under the rubber chafer that stabilizes thebead-to-sidewall transition zone.Ply Turn-up—That area of the plies that wraps around the beadbundle, locking the plies and bead bundle in place.Bead Seat—Area where the bead fits the rim.Bead Sole—That part of the bead which seats flatly on the rim.Bead Toe—That part of the bead which faces the inside portionof the tire.Breaker—Plies that provide strength to the tire, stabilize thetread, and protect the air chamber from punctures.Chafer—A fabric or rubber layer used to protect the flange areaof the bead.Sidewall—The sidewall rubber is specifically compounded towithstand flexing and weathering while providing protection forthe plies.Shoulder—A general area where the sidewall meets the tread.Tread—This rubber provides the interface between the tirestructure and the road. Primary purpose is to provide traction andwear.Undertread—The rubber between the base of the tread grooveand the top belt.Chipper—Single or multiple plies of biased fabric used to reinforce the bead turn-up area.Cords—The strands of wire or fabric that form the plies andbreakers in a tire.9
PREFACE TO THE BIAS TIRECONDITIONS ANALYSIS GUIDEThe following photographs and explanations depict common biastire failures and their causes. This guide is designed to be areference source and a training aid, and to assist users in tiregrading. It advises users when it may be necessary to consultwith a specialist (original manufacturer or retreader) for finaldetermination of a tire’s cause of failure. This RP is not designedto be the sole basis on which to determine tire or retreadwarranty claims.This guide is divided into three sections. The first deals withconditions found in bias tire casings and in original tires. Casingconditions that may be exhibited by retreaded tires can also befound in this section. The second section addresses conditionsassociated with improper repairs. The third section addressesproper tire repair procedures.Each condition is designated with alpha as well as numericcondition codes noted on each page. Readers can use thesecodes—which come from Code Keys 21 and 22 in TMC’s VehicleMaintenance Reporting Standards— for recordkeeping purposesand ease of analysis. Alpha codes are provided for thoseequipment users that prefer this method of coding. The corresponding numeric code employs a coding system as follows. Thefirst digit “1” denotes tires in general. The second digit denotes aparticular section of a tire accordingly:1—Bead Area2—Sidewall Area3—Tread/Crown Area4—Tire Interior5—Improper/Failed Repairs6—Conditions Found in More Than One Area of the Tire7—Irregular Wear Conditions.The third and fourth digits designate a particular condition.Also listed are applicable corresponding codes developed by theAmerican Association of Railroads (AAR) known as "Why MadeCodes." These codes, although not as comprehensive as theVMRS codes, are commonly used in intermodal operations.A list of the AAR codes follows:WHY MADE CODES(AAR January 2007)Associated With Repairs. 01Bent . 02Broken . 03Defective . 04Inoperative . 05Leaking . 06Loose . 07Missing . 08Slick Tread . 09Separated Cap . 10Blister . 11Run Flat . 13Cut, Torn . 14Worn Out . 15Flat Tire . 16Channel Crack or Weather Check . 17Weld Broken . 18Internal Failure . 19Correct Improper Repair . 20Corrosion . 21Rotted . 22Flex Cracks . 23Burned Out . 24State/Federal/Inspection. 25Vandalism . 26Dirty, Nails, Dunnage . 27Warranty . 28Retire/Destroyed . 29Terminated . 30Lost/Stolen . 31Per Contract . 32Railroad Damage . 33Slid Flat . 34Close and Secure Door . 3510
SECTION I—TIRE(ORIGINALTREAD ANDRETREAD)CASINGCONDITIONS11
12
A. BEAD AREA13CASING CONDITIONS — BEAD AREACASINGCONDITIONS
DELAMINATED BEAD RUBBERBEAD AREA—CASING CONDITIONSAPPEARANCETop layer of bead rubber peeling away. Can occur on one or both beads.Found on tube-type tires.PROBABLE CAUSEInsufficient air pressure to carry load and/or damaged wheel components. Can beexaggerated by overload, improperly matched wheel components.VMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHA:BNNUMERIC1110WHY MADE CODE:03 or 15BIASACTIONTIREVEHICLEOPERATIONSExamine tire for severity before returning to service. Submit to servicing dealer.Check vehicle for proper brake operation.None.DRAFT—14
BEAD DEFORMATIONPROBABLE CAUSECircumferential indentation in the bead area of the tire. Found on tubeless tires.Rusty rims, improper bead/rim lubrication, and bent or damaged rims which resultin improper bead seating. Also overload or underinflation.BEAD AREA—CASING CONDITIONSAPPEARANCEVMRS SYSTEMCODE: 017VMRS CONDITIONCODE :ALPHABDNUMERIC1105WHY MADE CODE:02 or 03BIASACTIONTIREVEHICLEOPERATIONSIf cords are visible, scrap the tire. if only the rubber is distorted, return to service.None.Review mounting/demounting procedures and the use of tire tools. Ensure the tire beads arewell lubricated. Verify that the tire is the correct load range and properly inflated for theoperation.DRAFT—15
BURNED BEADSBEAD AREA—CASING CONDITIONSAPPEARANCEPROBABLE CAUSERough, brittle, distorted and/or discolored hard surface in the bead area.Excessive heat exposure caused by frequent hard braking; improperly adjusted brakes;faulty braking system; insufficient air flow around brakes.VMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHABBNUMERIC1106WHY MADE CODE:24BIASACTIONTIREVEHICLEOPERATIONSScrap tire.None.Determine the source of excessive heat and correct the condition.DRAFT—16
BEAD DAMAGE BY RIM/SPLIT SIDE RINGSPROBABLE CAUSECut, tear or detachment in the bead area.Improper mounting; friction between bead area and rim/side ring.BEAD AREA—CASING CONDITIONSAPPEARANCEVMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHABGNUMERIC1111WHY MADE CODE:14BIASACTIONTIREVEHICLEOPERATIONSNone.Use only correct/servicable wheel components.Review mounting procedures. Verify rim components are properly matched as per OSHA charts.DRAFT—17
18
B. SIDEWALLAREA19CASING CONDITIONS —SIDEWALL AREACASINGCONDITIONS
SIDEWALL AREA—CASING CONDITIONSCIRCUMFERENTIAL UPPER SIDEWALL SPLITAPPEARANCECircumferential sidewall split.PROBABLE CAUSEWeathering/ozone cracking.VMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHAOZNUMERIC1215WHY MADE CODE:17 or 22BIASACTIONTIREScrap tire.VEHICLENone.OPERATIONSNone.DRAFT—20
CUT OR TORN SIDEWALLPROBABLE CAUSESidewall impact break.Caused by a sudden impact with a road hazard or pot hole. Aggravated by overinflation.SIDEWALL AREA—CASING CONDITIONSAPPEARANCEVMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHACUNUMERIC1207WHY MADE CODE:03 or 14BIASACTIONTIREScrap.VEHICLENone.OPERATIONSReview driving and vehicle operational procedures.DRAFT—21
WEATHERING/CRACKING/DRY ROTSIDEWALL AREA—CASING CONDITIONSAPPEARANCEPROBABLE CAUSENumerous tiny cracks in the rubber surface, usually 360 around the tire.Normal aging condition but can be aggravated by extended periods of parking andexposure to high concentrations of ozone. Ozone can be generated from many sources,such as engine exhaust, mercury vapor lamps, welding, electric generators, etc.VMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHAWENUMERIC1210WHY MADE CODE:17 or 22BIASACTIONTIREVEHICLEOPERATIONSAll tires may eventually exhibit this condition in late service-life stage. Tires with ozone cracksdeeper than 2/32" should be removed from service.None.Tire storage should not be near any ozone generators. Consult your tire manufacturer if extendedperiods of parking are expected.DRAFT—22
SIDEWALL SEPARATION DUE TO BEAD DAMAGEPROBABLE CAUSESidewall rubber detached from body ply cord.Air migration through the casing resulting from bead damage.SIDEWELL AREA—CASING CONDITIONSAPPEARANCEVMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHASONUMERIC1205WHY MADE CODE:14BIASACTIONTIREVEHICLEOPERATIONSRemove from service and scrap tire.None.Review mounting procedures.DRAFT—23
STACKING DAMAGE—SIDEWALL/SHOULDERSIDEWALL AREA—CASING CONDITIONSAPPEARANCEPROBABLE CAUSEScuff marks or snags on sidewall. Cuts in tread. Impact break may be evident in liner.Uniform scuffing or cutting on some major portion of the tire's outer surface, usuallyextending 360 around the tire.Contact with vehicle components, such as loose u-bolts, slipped spring clips, restrainingbolts, loose fenders, flap hangers, and trailer wheel house molding, etc.VMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHAVDNUMERIC1604WHY MADE CODE:14, 19 or 33BIASACTIONTIREReturn the tire to service on a dual position unless abrasion extends to the ply cords. If the cordsare exposed, consult your tire repair facility for the possibility of repair.VEHICLEAnalyze cause of the condition and correct. Ensure the tire does not come in contact with vehiclecomponents.OPERATIONSReview pretrip inspection programs.DRAFT—24
SURFACE CUT FROM STACKING DAMAGEPROBABLE CAUSEScrapes, gouges or cuts in the shoulder or sidewall.Road hazard, rails, rebar, etc. May occur during chassis stacking.SIDEWALL AREA—CASING CONDITIONSAPPEARANCEVMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHACUNUMERIC1207WHY MADE CODE:14 or 33BIASACTIONTIREVEHICLEOPERATIONSRemove tire from service. Send to repair/retread supplier for possible repair or scrap.None.Check stacking procedures.DRAFT—25
SHOULDER/SIDEWALL SURFACECUT DOWN TO THE CORDSIDEWALL AREA—CASING CONDITIONSAPPEARANCEPROBABLE CAUSEScrapes, gouges or cuts in the shoulder/sidewall, extending down to the cord.Road hazard, curbing, rails, vandalism, etc.VMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHACUNUMERIC1207WHY MADE CODE:14BIASACTIONTIREVEHICLEOPERATIONSIf cords are visible, repair the tire if damage to cords is within repair limits and return to service;otherwise scrap tire. If cords are not visible, have a spot repair made to prevent damage growth.None.If similar damage occurs on several tires, investigate vehicle operations to determine the cause ofthe damage.DRAFT—26
SIDEWALL CUTPROBABLE CAUSESidewall cut.Contact with road debris/hazard.SIDEWALL AREA—CASING CONDITIONSAPPEARANCEVMRS SYSTEMCODE: 017VMRS CONDITIONCODE:ALPHACUNUMERIC1207WHY MADE C
tire to have more than one out-of-service condition. On the exterior of the tire, mark the final disposition based on your inspection; for example, repair, retread, scrap, etc. Fig. 2 is a bias tire section with definitions of its various compo-nents. Understanding the construction of the tire will make failure analysis easier.
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The program, which was designed to push sales of Goodyear Aquatred tires, was targeted at sales associates and managers at 900 company-owned stores and service centers, which were divided into two equal groups of nearly identical performance. For every 12 tires they sold, one group received cash rewards and the other received
Tire Gauges TIRE REPAIR TIRE GAUGES Digital, lighted display, tire gauge 5-99 PSI Accuracy /- 1 PSI PSI and BAR settings Built-in tire depth gauge Victor Digital Carabiner Tire Gauge VIC 22-5-80003-8 Digital, backlit display, tire gauge 5-99 PSI . Rasp tools included for improved torque Includes (5) 4-inch .
These are tire charts for Checkered Flag Tire Beads. Scroll Down For Tire Charts Look at the correct section for your type tires 1. The tire beads DO NOT work with all tire sizes. If you do not see your tire size on the charts please contact us before you purchase. 2. If you are using PVC sewer pipe inside your tires as some sort of bead lock / run
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DC Biasing BJT circuits There is numerous bias configuration of BJT circuits. Some of the common configuration of BJT circuit includes 1. Fixed-bias circuit 2. Emitter-bias circuit 3. Voltage divider bias circuit 4. Collector-feedback bias circuit 5. Emitter-follower bias circuit 6. Common base circuit Fixed Bias Configuration
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