Problema a gomma posteriore per A320 Easyjet a FCO


Qualche tempo fa ho dovuto smettere di imbarcare un volo per LIN per un cambio di ruotino.....30 minuti e ho ricominciato l'imbarco...
 
3 giorni fà per effettuare una modifica su un 737 classic ci è stato richiesto di cambiare tutte le ruote e tutti i freni.... Lavoretto divertente... 3h in tutto
 
discussione interessante!
in termini di costi quanto ci vuole per acquistare un pneumatico nuovo?
e per la manodopera?
 
Un pneumatico nuovo arriva fino a 18mila euro... parlando di main wheel... per uno rifatto intorno ai 10mila....e vengono rifatti anche 5 o 6 volte... ovviamente il pneumatico si usura prima
 
Ci sono le bande di usura sulle gomme? (in termini seri: quanto dura una gomma, c'è un limite dell'usura del battistrada, per esprimersi in termini automobilistici, o si va per numero di atterraggi? Non credo che sia il caso di andare avanti fino alle tele, e non credo che si guardino i clilometri percorsi!) Poi: se spiattello una ruota per una qualsiasi ragione, la pressione è OK perché la gomma è integra quanto a tenuta, e l'aereo è parcheggiato in modo che la spiattellatura sia proprio sulla zona di contatto con la terra e quindi sfugge nel walk-around, ho qualche possibilità di accorgermene? Fossi su un mezzo terrestre sentirei delle vibrazioni/rumori in più che mi metterebbero in allerta, ma un aereo?
Grazie in anticipo per la risposta.
 
Approfitto per chiedere un dubbio ai meccanici che bazzicano questa discussione
Quanto é per voi il limite massimo oltre il quale non permettereste un decollo in quanto a ruote e freni?
A me é stato detto "se hai piú di 2 tele bucate, bisogna avvisare alla maintenance" e per i freni sapevo che l'asticina non doveva essere "dentro" alla dima di riferimento
Sarebbe possibile avere il riferimento del AMM di queste due cose? Grazie!
 
Sarebbe possibile avere il riferimento del AMM di queste due cose? Grazie![/QUOTE]

eheeeee Tienne...e mica ti si racconta del libro dell bugiole...:)))))...Comuqne non voglio fare inorridire Dummy dandoti i riferimenti sbagliati.. comuqne capitolo 32-40 del AMM. Trovi i riferimenti. Per i pneumatici, oddio mi sa che con due tele in vista sei gia ben oltre il limite ammesso..Se non ricordo male i limiti sono anche in funzione della percentuale complessiva di circonferenza usurata. Per i freni gli indicatori di usura come dici tu non devono essere in quella condizione. Come sempre il dettaglio delle condizioni lo trovi sul maintenance manual
 
.......................dai sacri testi..................................

TASK 32-41-00-210-002-A
Inspection/Check of the Wheels and Tires
WARNING: PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START A TASK ON OR NEAR:
- THE FLIGHT CONTROLS

- THE FLIGHT CONTROL SURFACES

- THE LANDING GEAR AND THE RELATED DOORS

- COMPONENTS THAT MOVE.

WARNING: MAKE SURE THAT THE GROUND SAFETY-LOCKS ARE IN POSITION ON THE LANDING GEAR.
WARNING: LET THE BRAKES AND THE WHEELS BECOME COOL BEFORE YOU GO NEAR THE LANDING GEAR. DO NOT APPLY A LIQUID OR GAS FIRE EXTINGUISHER DIRECTLY ON A HOT WHEEL OR BRAKE UNIT. THIS COULD CAUSE AN EXPLOSION.
CAUTION: IF A TIRE OVERSPEED (TIRE SPEED ABOVE THE LIMIT SPECIFIED BY THE TIRE MANUFACTURER) OCCURS DURING A TAKEOFF OR A LANDING, YOU MUST IMMEDIATELY:
- REMOVE THE TIRES FROM THE AIRCRAFT, AND

- SEND THEM BACK TO THE TIRE MANUFACTURER TO MAKE SURE THAT THEY ARE SERVICEABLE.

ON A318, A319, A320 AND A321 AIRBUS AIRCRAFT, THE LIMIT SPEED IS 225 MPH (195 KTS).


1. Reason for the Job

Self explanatory
2. Job Set-up Information


A. Consumable Materials

REFERENCE DESIGNATION
11-001* CLEANING AGENTS
NO LONGER AVAILABLE
11-010* CLEANING AGENTS
ISOPROPYL ALCOHOL

B. Referenced Information

REFERENCE DESIGNATION
32-41-00-210-003-A Inspection/Check of the Tire Pressure
32-41-00-910-001-A Tire Mixability Precautions
32-41-11-000-006-A Removal of the MLG Wheel
32-41-11-400-006-A Installation of the MLG Wheel
32-41-12-000-001-A Removal of the NLG Wheel
32-41-12-400-001-A Installation of the NLG Wheel
Radial Tire - General Description SHEET 1
Radial Tire - Sectional View SHEET 1
Bias Tire - General Description SHEET 1
Bias Tire - Sectional View SHEET 1
Tire Wear and Deterioration Characteristics SHEET 1
Tire Wear and Deterioration Characteristics- Skid (Flat Spots) SHEET 1
Tire Deterioration Characteristics- Thrown Tread - Peeled Rib SHEET 1
Tire Deterioration Characteristics- Tread Rubber Reversion SHEET 1
Tire Deterioration Characteristics- Chevron Cutting SHEET 1
Tire Deterioration Characteristics- Groove Cracking - Rib Undercutting SHEET 1
Tire Wear and Deterioration Characteristics- Tread Separation - Blister or Bulge SHEET 1
Tire Wear and Deterioration Characteristics- Open Tread Splice SHEET 1
Tire Wear and Deterioration Characteristics- Tread Flaking and Chipping SHEET 1
Tire Wear and Deterioration Characteristics- Tread Chunking SHEET 1
Tire Utilization Limits - Tread cuts depth and length limits SHEET 1

3. Job Set-up

Subtask 32-41-00-860-051-A
A. Not Applicable

4. Procedure

NOTE: The data given is for bias and radial tires and for all Airline Operators.

Subtask 32-41-00-210-070-A
A. Visual Inspection of the Wheels

(1) On each main gear wheel, examine the drive shroud of the tachometer.

(2) Make sure that there are no cracks on the wheel rims.

(3) Make sure that there are no leaks on the valves.

(4) Make sure that the valve thread is not damaged. Fully tighten the valve cap which seals the valve from dirt and leaks.

Subtask 32-41-00-210-071-A
B. Visual Inspection of the Tires

(1) Make sure that the aircraft tires are in the correct condition to continue to operate on the aircraft.

Make sure that the tires:
- have no air leaks,

- have no friction damage,

- are worn equally,

- have no cuts and flat spots.
Remove the wheel when the tire is worn to the base of any groove in one or more points, or if you can see any reinforcing material (metal or fabric).

NOTE: Refer to the limits for the use of the tires.

(2) Make sure that the tire pressure is in the specified limits

(3) Obey the tire mixability precautions (Ref. AMM TASK 32-41-00-910-001) .

(4) Remove the wheel when the tire shows signs of a tread bulge (make a mark on the bulge before you deflate the tire) (Ref. AMM TASK 32-41-11-000-006) (Ref. AMM TASK 32-41-11-400-006) or (Ref. AMM TASK 32-41-12-000-001) (Ref. AMM TASK 32-41-12-400-001) .

(5) If the tread is not worn equally and if it is necessary, remove the wheel and put it on the opposite axle (Ref. AMM TASK 32-41-11-000-006) (Ref. AMM TASK 32-41-11-400-006) or (Ref. AMM TASK 32-41-12-000-001) (Ref. AMM TASK 32-41-12-400-001) ).

CAUTION: MAKE SURE THAT THE INCREASED PRESSURE IS NOT MORE THAN THE RATED PRESSURE OF THE TIRE (SEE THE VENDOR MANUAL).

(6) If you find tread wear on the shoulder of the tire, inflate the tire to the nominal inflation pressure plus 10 per cent.

NOTE: This 10 per cent increase gives the new maximum of the Normal Operating Range (N.O.R.) and not a new Nominal Pressure (P.N.).
Example: For a Nominal Pressure of 200 PSI, the maximum of the N.O.R. becomes 220 PSI.

Subtask 32-41-00-210-060-A
C. Description of Tire Wear Deterioration Characteristics

NOTE: This data is given for information only.

(1) Normal wear

An equal wear of the tread shows that the tire maintenance was correct during the tire life.
(2) Uneven wear

(a) Usually, under-inflation (inflation pressure less than 90% of the nominal pressure (Refer to table of pressure) (Ref. AMM TASK 32-41-00-210-003) can cause:

- too much tread shoulder wear,

- high deflection of the tire, with subsequent heat build-up which can cause important internal tire damage.

(b) Over inflation (when the tire pressure is more than 105% of the nominal pressure (Refer to table of pressure) (Ref. AMM TASK 32-41-00-210-003) can:

- cause too much wear on the center of the tire tread,

- increase the risk of Foreign Object Damage (FOD) to the tire.

(3) Maximum speed of utilization

On A318, A319, A320 and A321 aircraft, the maximum operation speed is 225 MPH (195 KTS).
(4) Tread damage

(a) Flat spots

Flat spot are caused by locking of the wheel during braking, hard touch down or sudden steering maneuvers (for the NLG tires).
(b) Peeled rib

A peeled rib usually starts with a cut in the tread and causes a circumferential delamination of the tread rib away from the tire carcass.
(c) Tread rubber reversion

Tread rubber reversion is usually caused by wheel locking on wet or icy runways.
It is an oval-shaped area in the tread (same as a flat spot) where rubber shows signs of burns (usually caused by hydroplaning on wet or icy runways).
WARNING: REMOVE THE VALVE CORE WHEN THE TIRE IS FULLY DEFLATED. REMOVAL OF THE WHEEL VALVE CORE WHEN THE TIRE IS INFLATED CAN EJECT THE CORE WITH HIGH SPEED AND FORCE. THIS CAN CAUSE INJURY TO PERSONS.
WARNING: ALWAYS GO NEAR THE WHEELS FROM AN OBLIQUE ANGLE, IN THE DIRECTION OF THE TIRE SHOULDERS. IF YOU DO NOT OBEY THIS INSTRUCTION AND DAMAGE OCCURS TO THE TIRE, PIECES OF THE TIRE CAN CAUSE YOU INJURY.

(d) Thrown tread

Thrown tread is a total or partial loss of tread that lets you see the carcass plies.
Early signs of tread separation can occur in the form of tread bulges, local uneven wear (depression) or local tread/sidewall rubber split.
WARNING: DO NOT REMOVE OBJECTS FROM A PRESSURIZED TIRE. THE PRESSURE CAN EJECT OBJECTS WITH MUCH FORCE AND THUS CAUSE INJURY.

(e) Tread cuts

The definition of cut limits is based on the service experience of each vendor. Because of the different technologies and tire constructions, damage tolerance can be different for each manufacturer.
Refer to the relevant vendor's manual for details.
Foreign objects that are on the runway, taxiway and parking areas can cause cuts to the tires.
If the tire has an unwanted object in the tread or sidewall:
1 Make a mark of the area where you can see the object with a crayon.

2 Remove the wheel and make sure that the object does not move.

3 Move the wheel to a safe area.

4 Deflate the tire before you remove the object.

5 Do an inspection of the tire at the tire shop.

(f) Chevron cutting

Chevron cutting is a tread damage (large number of small Z-,S- or V-shaped cracks) usually in a tire-footprint area. Chevron cutting is usually caused by running and/or braking on cross-grooved runways.
(g) Groove cracking

Groove cracking can occur after environmental aggression of the rubber (ozone attack for example) or too much mechanical loading of the tire. These cracks occur at the bottom of the tread groove.
(h) Rib undercutting

Rib undercutting is an extension of groove cracking caused by mechanical loading that continues below a tread rib. It can caused tread chunking, peeled rib or thrown tread.
(i) Open tread splice

An open tread splice is a crack in the rubber where there is separation of joint or splice.
(j) Tread chipping and chunking

This is a condition that you can see at the edge of the tread rib where small quantities of rubber start to separate from the tread surface. Tread chunking can be caused by high lateral loading of the tire sometimes caused by tight turning.
(5) Sidewalls damage

(a) Cuts or cracks on the sidewall

Foreign objects on the operating surfaces frequently cause sidewall cuts.
(b) Weathering and radial cracking

Weathering and cracking occur when tires are in aggressive environmental conditions.
(c) Blisters and bulges

They usually are a sign of separation of components.
(6) Contamination damage

This can be caused by brake oil, tar oil, solvent, chemicals and hydrocarbon based products. The tire must be cleaned with Material No. 11-010* (CLEANING AGENTS) and Material No. 11-001* (CLEANING AGENTS) .
After cleaning, push the rubber in the contaminated area.
If the rubber is tacky, the wheel must be changed.
Subtask 32-41-00-210-052-A
D. Tire Utilization Limits

(Ref. Fig. Tire Utilization Limits - Tread cuts depth and length limits SHEET 1)
(1) Tread Surface

CONDITION OBSERVATION/ DAMAGE ACTION
Normal wear If:
- The tread wear is at the bottom of
groove at one or more points, or
- You can see the reinforced ply
(bias tire) or the protector ply
(radial tire) at one or more
points of the tread surface.
NOTE: For Bridgestone tires, it is
important to use the center groove
depth as a reference. Remove the tire
immediately.
NOTE: If the aircraft
is away from the main
base (or maintenance
base) one flight to the
main base (or to a line
station where a spare
wheel is available)
is permitted.
Uneven wear If the wear limits are reached. Remove the tire
immediately.
NOTE: If the aircraft
is away from the main
base (or maintenance
base) one flight to
the main base (or to a
line station where a
spare wheel is
available) is permitted
Overspeed If a tire overspeed (tire speed
more than the limit specified by
the manufacturer) occurs during
take-off or landing. Remove all the tires
immediately.
Send them back to the
tire manufacturer
(with the reason of
removal) to make sure
that they are
serviceable.
NOTE: There is no
tolerance.


(2) Tread damage

DAMAGE OBSERVATION ACTION
Flat spots - If the flat spot goes to the
reinforcing ply (bias tire) or the
protector ply (radial tire).
- If the flat spot does not go to
the above limit and if there is
sufficient groove depth in the
flat spot area. Remove the tire
immediately.
Keep the tire on the
aircraft.
Peeled rib Remove the tire
immediately.
Tread rubber
reversion During the check:
- If the tread rubber reversion
goes to the reinforcing ply
(bias tire) or the protector ply
(radial tire) or,
- If there is shimmy or unbalance. Remove the tire
immediately.
Thrown tread Remove the tire.
immediately.
NOTE: It is necessary
to get pieces of tread
from the airport
authorities and
send them back to home
base so that the vendor
can make an analysis,
if necessary.
NOTE: If the tire is
still inflated after
the aircraft is parked,
it is necessary to wait
three hours (for tire
cooling) before you
record the pressure.
Then, deflate the tire
before removal of the
wheel assembly.
Tread cuts If there are no cut limits
specified in the documentation
and if:
(1) the cut or embedded object lets
you see or goes into the
reinforcing ply (bias tire)
or the protector ply
(radial tire):
- the cut goes into the outer casing
ply (bias tire) or the outer
layer (radial tire).
- the cut length is more than
50.8 mm (2 in.) or,
- the cut width is more than
3.175 mm (0.125 in.) or,
- the cut is not in the limits of
one rib.
- the cut is in the limits of one
rib and the distance between its
two ends is more than
12.7 mm (0.5 in.) when measured
in the radial direction.
(2) The cut or embedded object does
not go into the reinforcing ply
(bias tire) or the protector ply
(radial tire) :
- The cut length is more than
304.8 mm (12 in.) or,
- The cut width is more than
3.175 mm (0.125 in.) or,
- The cut is not in the limits of
one rib.
- The cut is in the limits of one
rib and the distance between its
two ends is more than
12.7 mm (0.5 in.) when measured
in the radial direction. Remove the tire
immediately .
Remove the tire
immediately.
Chevron
cutting Because of different technologies
and tire constructions, damage
tolerance can be different for each
manufacturer an even for each tire
reference of a given manufacturer.
Refer to the applicable vendor
manual for details.
If there are no cut limits
specified in the documentation and
if:
- The tire is at the limits given
for tread cuts
- You can see the tread reinforcing
ply (bias tire) or the protector
ply (radial tire). Remove the tire
immediately.
Groove
Cracking During the check:
- if groove cracking lets you see
the reinforcing ply (bias tire) or
the protector ply (radial tire)
or,
- groove cracking undercuts the
adjacent rib. Remove the tire
immediately.
Rib
undercutting Remove the tire when
the crack goes below
the rib.
Open tread
splice Remove the tire
immediately.
Tread
chipping
and chunking If you can see the fabric Remove the tire
immediately.

(3) Sidewall damage

DAMAGE OBSERVATION ACTION
Cuts or
cracks on
the sidewall If you can see the sidewall cords
or if they are damaged. Remove the tire
immediately.
Weathering
and radial
cracking If you can see the sidewall cords Remove the tire
immediately.
Blisters and
Bulges Remove the tire
immediately .
Put marks on the
damage area before you
deflate the tire for
easy identification
and analysis by the
vendor.

:):D:cool:

eccoti servito, è cosi che si fa un ispezione alle ruote, cosi sempre, tutte le volte che lo faccia un Flight Crew o un Certifying Staff Cat.A, B1 ( il meccanico è colui che ti sistema il veicolo a 4 ruote) le ruote e i freni vanno sempre "controllati".
 
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