Goodyear Flight Custom III 301-015-006 | 505C46-4

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Goodyear Flight Custom III , 5.00 – 5, 4 Ply, 160 mph Rating, Main Landing Gear Aircraft Tire

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Specifications

Goodyear Flight Custom III Features

Aircraft tires made with Kevlar® , (pound for pound five times stronger than steel), for increased penetration resistance, reduced foreign object damage, and enhanced dimensional stability.

• Enhanced tread wear is achieved through a two-groove, square-shoulder tread shape, providing superior wet traction and resistance to hydroplaning.
  

Frequently Asked Questions (FAQ) — Aircraft Tires

1. What are the main types / constructions of aircraft tires?

• Bias-ply (bias) tires: Plies (fabric layers) are laid at alternating angles less than 90° to the tread centerline. These have traditionally been common in aviation. (They tend to have stiffer sidewalls and more internal shearing at high loads.)
  
• Radial tires: Plies are oriented approximately 90° (perpendicular) to the tread centerline, and then stabilized with circumferential belts. Radials often provide better heat dissipation and more uniform wear.
  
• Also, tires may be tube-type (with an inner tube) or tubeless (with a built-in inner liner to retain gas).
  

2. How often should tire pressure be checked?

• Tire pressure should be checked daily or before first flight, when the tires are cold (at ambient temperature).
  
• Aircraft tire assemblies can lose up to 5% of inflation pressure in 24 hours and still be considered within a normal range. (
  
• Use dry nitrogen when possible (less reactive, more stable) for inflation.
  
• Be aware of temperature effects: a change of ~3 °C (5 °F) corresponds to ~1% pressure change.
  

3. What are the criteria for removing a tire from service?

Tires should be removed whenever they show signs that compromise safety or performance. Some common removal criteria:

• Tread worn down to the base of any groove, or to the minimum depth specified by the manufacturer.
  
• Cracks, cuts, or groove cracking that expose internal fabric / structural plies or undercut tread ribs.
  
• Sidewall damage (cuts, cracks) that penetrate down to the structural plies.
  
• Internal separations, bulging, distortions in the casing, or evidence of heat damage or slipping (e.g. rubber reversion).
  
• Deep flat spots or vibration problems that cannot be corrected by balancing.
  

The specific wording and threshold recommendations are covered in FAA Advisory Circular AC 20-97B §7 (Tire removal & in-service inspections) and in manufacturer manuals. 

4. Can aircraft tires be balanced like car tires?

Yes — balancing an aircraft tire/wheel assembly is a beneficial practice (though not always practiced):

• Balancing helps reduce vibration, gear component wear, and uneven tire wear.
  
• The standard practice is to align the red dot (light spot) on the tire with the valve stem (heavy point) before mounting.
  
• Dynamic balancing (spin-balancing) of the tire + wheel is ideal, but many aviation shops lack this capability.
  

5. How does heat affect aircraft tires, and how is it managed?

• Heat is one of the major stressors for aircraft tires, especially during high-speed operations and heavy braking.
  
• High heat can degrade rubber (reversion), weaken bond interfaces, cause internal separation, or accelerate aging.
  
• To mitigate heat:
  
  • Use compounds and reinforcing materials that resist high temperature degradation.
    
  • Use radial construction for improved heat dissipation.
    
  • Maintain correct inflation to reduce internal flexing and hysteresis heating.
    
  • Limit extended high-speed taxi or braking whenever possible.
    
  • In storage, keep tires in a cool, dry environment (away from ozone, UV, chemicals).
    

6. Does tire age matter?

• Age on its own is not always a disqualifier, provided the tire continues to meet inspection, visual, and inflation criteria.
  
• However, many operators rotate inventory (FIFO) to avoid excessively old tires in use.
  
• Stored assemblies (mounted + inflated) may need re-inspection after long intervals (e.g. after 12 months).
  

7. What are some best practices for tire handling, mounting, and storage?

• Store tires in a cool, dry place away from direct sunlight, ozone sources (e.g., electric motors), fuel/oil/hydraulic fluids.
  
• Store tires vertically or flat (per manufacturer guidance) to avoid distortion.
  
• When mounting/demounting, use proper tools, follow procedures, use safety cages (because of explosion risk), and allow cooling before deflating.
  
• Inflate new assemblies and allow a “stretch” period (often ~12 hours) before full use, then re-check pressure.
  
• After mounting, perform a 24-hour pressure retention check to verify no leaks.
• Avoid stacking or hanging tubes over pegs or sharp edges.
  

Read more: Aircraft Tire Construction and High-Speed Wear Resistance