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if the tire falls below while installed on the airplane, the tire must be replaced. Anyone who pulls a wagon or push- es a wheelbarrow with flat tires will instantly understand why this is the case. When tires are under-inflated, they’re put under much more strain and are subjected to loads for which they’re not designed, especially in the sidewalls. Under-inflated tires also generate more heat than prop- erly inflated tires. In other words, no good will come from not keeping your tires properly inflated. You can find the proper tire pressures in the aircraft POH, maintenance manual or even on some checklists, but I’d recommend verifying those before
you dig out the air chuck.
There was a crash of a Lear 60 in
2008 where one of the main tires “separated from the wheel and likely struck the underside of the airplane.” The NTSB’s probable cause of the crash was “due to severe underinf la- tion, and the captain’s execution of a rejected takeoff after V1...” There
An obvious and rather nasty tire gouge. If you need help determining if a cut is superficial or if a tire is toast, there are ways to find out for sure.
were a few other links in the accident chain, but the underinf lated tires set everything in motion.
The tires on the accident airplane had been replaced recently, and the pressures hadn’t been checked in the
weeks leading up to the accident. Once new tires are mounted onto service- able wheels and initially inf lated, the new tire/wheel combo stretches and settles while the newly pressur- ized gases inside the tire cools and
18 • TWIN & TURBINE / January 2023
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