Tires

[Releew]

M20J MSE 1992 Model.

 

Any suggestions for Tire Replacements.  Plane fly's about 150 hours per year.  100 Plus Landing cycles at a minimum.  Currently have Goodyear's on the plane.

 

Thanks!  Rick

[BKlott]

Started out using Goodyears on my plane and they just would not last. Switched to Airhawk Tires with Leak Guard tubes and I can't remember the last time I had to change a tire.

[cliffy]

Nothing wrong with Goodyears except the price :-)

I've had those and others over the years. I have more trouble with tubes than tires.

[stevesm20b]

I installed Goodyear flight custom II's in 2011. Have over 600 landings on them and there still good.

[Marauder]

I went with McCreary Super Air Hawks this time around. Two years and no complaints. Some guys swear by retreads.

[PTK]

Michelin Condors. Extremely satisfied.

[Danb]

I use Michelin aviator ..good performance

[jetdriven]

Two years and 400 landings on some Desser retreads that have Goodyear FC-III cores. Still look new. The retreads are better because they can tailor the compound to optimize tread wear and traction. New tires also use the same rubber for the sidewall so it's a compromise. Also the sidewall is stiffer than air trainers or condors. We managed to make a hard landing and bent the lower gear door. Sidewall too soft.

And cheaper, like 65$ a tire.

[ArtVandelay]

My MSC refused to put retreads on, they said they had problems, ended up with condors, the tire is ok but seems to lose about 2-3 pounds of air per week

[Andy95W]

My MSC refused to put retreads on, they said they had problems, ended up with condors, the tire is ok but seems to lose about 2-3 pounds of air per week

Probably the tube or filler valve (Schrader valve).

[Hank]

I have Goodyear FC on the mains, and a Condor nose tire. Leak stop tubes all around, I top off the tires every few months.

[FBCK]

I had Goodyear Flight Custom 111 and replaced all three with Goodyear flight custom II, the three I believe are 6 pounds heavier and I think had a lot better lateral support that the Two.  Cant comment on the thread wear, not enough landings on them.

[jetdriven]

My MSC refused to put retreads on, they said they had problems, ended up with condors, the tire is ok but seems to lose about 2-3 pounds of air per week

They come with an 8130. Have you ridden on an airliner? They exclusively use retreads.

[ArtVandelay]

They come with an 8130. Have you ridden on an airliner? They exclusively use retreads.

IIRC, they said that they cause problems on retract of the landing gear, the Condor was only a $100

[Hank]

I had Goodyear Flight Custom 111 and replaced all three with Goodyear flight custom II, the three I believe are 6 pounds heavier and I think had a lot better lateral support that the Two.  Cant comment on the thread wear, not enough landings on them.

I only remember two significant differences: FC III is good for 170 mph on the ground (that's my cruise speed, gear up!), and they cost much more. My mains last much longer than the nose tire, so I put a Condor up there.

[PTK]

There is a huge difference in documentation between airline retreads and ours.

Airline tires carry a paper trail documenting their life history since the day they were born. Therefore, carcass selection for retreads is a known quantity.

The retreads for our market don't come with such documentation.

They may be perceived to be a good value by some but it's an unknown quantity.

[kevinw]

I went with FCIII and Michelin air stop tubes. Several guys on MS recommend this combo. No regrets.

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[Robert C.]

Mike Bush at Savvy recommends using retreads. Have no first hand experience so can't say from experience which would be the more sensible thing to do.

[MB65E]

Michelin airstop tubes and whatever you can afford. Just Make sure the ply rating matches what's on the TCDS. Some guys have had nose gear tire issues with interfearance on the gear doors. I like the GY FCIII but they are expensive. A "J"is still not heavy enough to worry about tire ware.

-Matt

[jetdriven]

There is a huge difference in documentation between airline retreads and ours.

Airline tires carry a paper trail documenting their life history since the day they were born. Therefore, carcass selection for retreads is a known quantity.

The retreads for our market don't come with such documentation.

They may be perceived to be a good value by some but it's an unknown quantity.

Sorry, Peter, I'm calling you out on this one. You're plain wrong. Seeing as how I have worked for airlines for the past 15 years, I'd be closer to knowing than you. The last of which had a fleet of 17 Boeing 747's with 275 MPH rated tires. We were changing tires quite often. We bought them as a tire/wheel assembly, overhauled. And it came with a plain old FAA Form 8130-3. They do stamp how many times its been retreaded on the sidewall and after so many they are discarded, but otherwise the cores are just like the crankshaft in your engine. Selected from a pile of cores, inspected, and overhauled. Its even detailed in the tire maintenance manual.

 

So it seems to me like another old wives tale. Don't run your engine lean of peak, it burns valves. Never operate oversquare. Dont buy bladders, they leak after a few years.  And don't run retreads, they cause problems. Nobody can detail just what these problems are, but its all fear uncertainty, and doubt. That sells a lot of new tires.

 

So can anyone come forward with a documented retread tire failure or fitment issue?  Nobody has taken me up on the bladders yet.

[PTK]

Sorry, Peter, I'm calling you out on this one. You're plain wrong. Seeing as how I have worked for airlines for the past 15 years, I'd be closer to knowing than you. The last of which had a fleet of 17 Boeing 747's with 275 MPH rated tires. We were changing tires quite often. We bought them as a tire/wheel assembly, overhauled. And it came with a plain old FAA Form 8130-3. They do stamp how many times its been retreaded on the sidewall and after so many they are discarded, but otherwise the cores are just like the crankshaft in your engine. Selected from a pile of cores, inspected, and overhauled. Its even detailed in the tire maintenance manual.

So it seems to me like another old wives tale. Don't run your engine lean of peak, it burns valves. Never operate oversquare. Dont buy bladders, they leak after a few years. And don't run retreads, they cause problems. Nobody can detail just what these problems are, but its all fear uncertainty, and doubt. That sells a lot of new tires.

So can anyone come forward with a documented retread tire failure or fitment issue? Nobody has taken me up on the bladders yet.

You're right Byron you should know.

Are you saying that airline retreads are a random core that's retreaded blindly.

Are you saying their serial numbers are not documented and tracked from manufacture to discard?

Is this what you're saying?

This has nothing to do with bladders or LOP or tire failures. My post was about documentation of airline retreads vs. ours. Please read post carefully.

[jetdriven]

You're right Byron you should know.

Are you saying that airline retreads are a random core that's retreaded blindly.

Are you saying their serial numbers are not documented and tracked from manufacture to discard?

Is this what you're saying?

 

The same reason your serial number on your crankshaft is stamped on it, for the manufacturer to issue a service letter or a recall, or for the FAA to issue an AD affecting certain units.  Same as the serial number on your instruments, or other accessories. So, yes, the same as those, which is not the same as a paper trail, as you put it.

 

There are no logbooks on tires, instruments, or accessories.

[PTK]

Del

[jetdriven]

Del

[PTK]

Del