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Appendix 1 to ETSO-C62e - FAA Standard for Aircraft Tires

Available versions for ERULES-1963177438-9143

ED Decision 2012/009/R found in: CS-ETSO Amdt 17 - European Technical Standard Orders (Oct 2026)

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###### Appendix 1 to ETSO-C62e – FAA Standard for Aircraft Tires

*ED
Decision
2012/009/R*

1. PURPOSE. Minimum
performance standards for new and re-qualified radial and bias tires,
excluding tailwheel tires, to be identified as meeting the standards
of [ETSO-C62e](#_DxCrossRefBm920220744).

2. SCOPE. Minimum
performance standards apply to aircraft tires having speed and load
ratings based on the speeds and loads to which the tires have been
tested.

3. DEFINITIONS.

**Bias
tire:** a pneumatic tire whose ply cords extend to
the beads and are laid at alternate angles substantially less than
90º to the centerline of the tread. May also have a bias belted tire
with a circumferential belt.

**Radial
tire:** a pneumatic tire whose ply cords extend to
the beads and are laid approximately at 90º to the centerline of the
tread, the carcass being stabilised by an essentially inextensible
circumferential belt.

**Load
rating:** maximum permissible static load at a
specific inflation pressure. Use the rated load combined with the
rated inflation pressure when selecting tires for application to an
aircraft, and for testing to the performance requirements of this
ETSO.

**Rated
inflation pressure:** specified unloaded inflation
pressure which will result in the tire deflecting to the specified
static loaded radius when loaded to its rated load against a flat
surface.

**Static
loaded radius (SLR):** perpendicular distance between
the axle centerline and a flat surface for a tire initially inflated
to the unloaded rated inflation pressure and then loaded to its rated
load.

**Ply
rating:** an index of tire strength from which a
rated inflation pressure and its corresponding maximum load rating
are determined for a specific tire size.

**Speed
rating:** maximum ground speed at which the tire has
been tested in accordance with this ETSO.

**Skid
depth:** distance between the tread surface and the
bottom of the deepest groove as measured in the mold.

4. DESIGN AND CONSTRUCTION.

a. General Standards. Tires selected for use on a specific aircraft
must demonstrate suitability through appropriate laboratory
simulations described in paragraphs 5.a or 5.b of this appendix, as
appropriate. Determine material suitability by:

(1) Temperature: show by tests or analysis that the physical
properties of the tire materials are not degraded by exposure to
temperature extremes of -40°C (-40°F) and +71,1°C (+160°F) for a
period of not less than 24 hours at each extreme.

(2) Wheel rim heat: substantiate by the applicable tests or show by
analysis that the physical properties of the tire materials have not
been degraded by exposure of the tire to a wheel-bead seat
temperature of not lower that 148,9°C (300°F) for at least 1 hour,
except that low-speed tires or nose-wheel tires may be tested or
analysed at the highest wheel-bead seat temperatures expected to be
encountered during normal operations.

b. Speed Rating. See Table 1 below for applicable dynamometer test
speeds for corresponding maximum takeoff ground speeds. For takeoff
speeds over 245 mph, the tire must be tested to the maximum
applicable load-speed-time requirements and identified with the
proper speed rating.

***TABLE
1. Applicable Dynamometer Test Speeds***

<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
<col/>
<col/>
<col/>
<col/>
<tr valign="top">
<td bgcolor="#808080">
Max
				Takeoff Speed Mph at liftoff over:
</td>
<td bgcolor="#808080">
But
				not over:
</td>
<td bgcolor="#808080">
Max
				takeoff Speed Of Aircraft Max Tire mph:
</td>
<td bgcolor="#808080">
Min
				Dynamometer Speed (Figures 1, 2 or 3) Min Tire mph:
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
0
				

</td>
<td bgcolor="#d9d9d9">
120
				

</td>
<td bgcolor="#d9d9d9">
120
				

</td>
<td bgcolor="#d9d9d9">
120
				

</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
120
				

</td>
<td bgcolor="#d9d9d9">
160
				

</td>
<td bgcolor="#d9d9d9">
160
				

</td>
<td bgcolor="#d9d9d9">
160
				

</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
160
				

</td>
<td bgcolor="#d9d9d9">
190
				

</td>
<td bgcolor="#d9d9d9">
190
				

</td>
<td bgcolor="#d9d9d9">
190
				

</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
190
				

</td>
<td bgcolor="#d9d9d9">
210
				

</td>
<td bgcolor="#d9d9d9">
210
				

</td>
<td bgcolor="#d9d9d9">
210
				

</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
210
				

</td>
<td bgcolor="#d9d9d9">
225
				

</td>
<td bgcolor="#d9d9d9">
225
				

</td>
<td bgcolor="#d9d9d9">
225
				

</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
225
				

</td>
<td bgcolor="#d9d9d9">
235
				

</td>
<td bgcolor="#d9d9d9">
235
				

</td>
<td bgcolor="#d9d9d9">
235
				

</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
235
				

</td>
<td bgcolor="#d9d9d9">
245
				

</td>
<td bgcolor="#d9d9d9">
245
				

</td>
<td bgcolor="#d9d9d9">
245
				

</td>
</tr>
</table>

c. Overpressure. The tire must successfully withstand a hydrostatic
pressure of at least four times its rated inflation pressure for 3
seconds without bursting.

d. Helicopter tires. You may use aircraft tires qualified according
to this ETSO on helicopters. In such cases for standard tires, you
may increase the maximum static load rating by a factor of 1.5 with a
corresponding increase in rated inflation pressure without additional
qualification testing (round loads to the nearest 10 lbs and
inflation pressures to the nearest whole psi.). If significant taxi
distance is expected, these guidelines may not apply. Consult tire
and rim manufacturers for appropriate tire size selection. Maximum
permissible inflation for aircraft tires used on helicopters is 1.8
times the rated inflation pressure.

e. Dimensions. Maintain the tire size (outside diameter, shoulder
diameter, section and shoulder width), within specified tolerances.

NOTE: for a new programme aircraft, define new tire dimensions and
submit them to TRA for publication in the TRA Data Book. You do not
have to wait until your submitted dimensions are incorporated into
the Data Book before applying for the ETSO.

(1) Outside diameter, shoulder diameter, section width and shoulder
width: For the bias ply tire, outside diameter and section width are
specified to a maximum and minimum value after a 12 hour growth
period at rated inflation pressure. Shoulder diameter and width
dimensions are specified to a maximum value after a 12-hour growth
period at rated inflation pressure. Radial tire dimensions are
limited by the grown tire envelope according to the static loaded
radius (SLR) requirements in paragraph 4.e.(3) below.

(2) Due to the increased inflation pressures permitted when using an
aircraft tire in a helicopter application, we permit tire dimensions
to be 4% larger.

(3) Static loaded radius (SLR):

(a) Bias tires: provide the nominal SLR. The actual SLR is determined
on a new tire stretched for a minimum of 12 hours at rated inflation
pressure.

(b) Radial tires: provide the nominal SLR. The actual SLR of a radial
tire is determined at rated inflation pressure after running 50
takeoffs, following paragraph 5.a.(2) requirements.

(4) Helicopter tires: maximum dimensions for new tires used on
helicopters are 4% larger than maximum aircraft tire dimensions. (In
calculating maximum overall and shoulder diameters, rim diameter
should be deducted before applying 4%.)

f. Inflation retention. After an initial 12-hour minimum
stabilisation period at rated inflation pressure, the tire must
retain the inflation pressure with a loss of pressure not exceeding
5% of the initial pressure for 24 hours. Measure the ambient
temperature at the start and finish of the test to ensure that any
pressure change was not caused by an ambient temperature change.

g. Balance. Test all tires for static unbalance. A balance marker,
consisting of a red dot, must be affixed on the sidewall of the tire
immediately above the bead to indicate the lightweight point of the
tire. The dot must remain for any period of storage plus the original
tread life of the tire.

(1) Auxiliary tires (not main or tailwheel tires): the moment of
static unbalance (M) for auxiliary tires shall not be greater than
the value determined using this equation:

Round the computed equation values to the next lower whole number
where M is in inch-ounces and D is the standardised maximum new tire
inflated outside diameter in inches. Your design must include
requirements to measure the level of unbalance on each tire, and
approved procedures to correct the unbalance within the above limits
if necessary.

(2) All main tires and all tires with 46-inch and larger outside
diameter: the moment of static unbalance (M) for main tires shall not
be greater than the value determined using this equation:

5. TIRE TEST REQUIREMENTS.

a. Use a single test specimen for a qualification test. The tire must
withstand the following dynamometer cycles without detectable signs
of deterioration, other than normal expected tread surface abrasion,
except when the overload takeoff condition is run last (see paragraph
5.a.(8) below).

(1) Dynamometer cycle requirements: all aircraft tires must
satisfactorily withstand 58 dynamometer cycles as a demonstration of
overall performance, plus 3 overload dynamometer cycles as a
demonstration of the casing’s capability under overload. The 58
dynamometer cycles consists of 50 takeoff cycles, per 5.a.(2), and 8
taxi cycles, per 5.a.(7). The overload cycles consist of 2 taxi
cycles, per 5.a.(7) at 1.2 times rated load and 1 overload takeoff
cycle per 5.a.(8) starting at 1.5 times rated load. Run the
dynamometer cycles in any order. However, if the overload takeoff
cycle is not run last, the tire must not show detectable signs of
deterioration after the cycle completion, other than normal expected
tread surface abrasion.

(2) Takeoff cycles: the 50 takeoff cycles shall realistically
simulate tire performance during runway operations for the most
critical combination of takeoff weight and speed, and aircraft
center-of-gravity position. When determining the most critical
combination of the above, be sure to account for increased speeds
resulting from high field elevation operations and high ambient
temperatures, if applicable. Specify the appropriate load-speed-time
data or parameters that correspond to the test envelope in which the
tire is to be tested. Figures 1, 2, and 3 are graphic representations
of the test. Starting at zero speed, load the tire against the
dynamometer flywheel. The test cycles must simulate one of the curves
illustrated in Figure 1 or 2 (as applicable to speed rating), or
Figure 3.

—
Figure 1 defines a test cycle that
applies to any aircraft tire with a speed rating of 120 mph or 160
mph.

—
Figure 2 defines a test cycle that
applies to any aircraft tire with a speed rating greater than 160
mph.

—
Figure 3 defines a test cycle that
applies for any speed rating, is based on the most critical takeoff
loads, speeds, and distances, and is aircraft specific.

***Figure
1 – Graphic Representation of a Universal Load-Speed-Time Test
Cycle (For 120 MPH and 160 MPH Tires)***

![](/static/files/file_jytjXw2lpRK/image007.png)

**Symbol
Definitions (Figures 1, 2, and 3)**

L0 Tire load (lbs) at start of takeoff (not less than the
load rating), Figures 1, 2, and 3.

L01 Tire load (lbs) at start of takeoff for the
operational load curve, Figure 3.

L1 Tire load (lbs) at rotation, Figures 1 and 3.

L11 Tire load (lbs), Figure 3.

L2 Tire load at liftoff, 0 lbs, Figures 1, 2, and 3.

S0 Zero (0) mph, Figures 1, 2, and 3.

S1 Speed at rotation in mph, Figure 3.

S2 Tire speed at liftoff in mph (not less than the speed
rating), Figures 1, 2, and 3.

T0 Time at start of takeoff, 0 s, Figures 1, 2, and 3.

T1 20 seconds, Figure 1.

T2 Time to rotation in seconds, Figures 1, 2, and 3.

T3 Time to liftoff in seconds, Figures 1, 2, and 3.

***Figure
2 – Graphic Representation of a Typical Universal Load-Speed-Time
Test Cycle (For Tires Rated above 160 MPH)***

![](/static/files/file_jytjXw2lpRK/image008.png)

***Figure
3 – Graphic Representation of a Typical Rational Load-Speed-Time
Test Cycle***

![](/static/files/file_jytjXw2lpRK/image009.png)

(3) Test load: the minimum allowable load at the start of the test is
the rated load of the tire. The test loads must conform to Figures 1
or 2 (as applicable), or Figure 3. Figures 1 and 2 define a test
cycle generally applicable to any aircraft. If you use Figure 3 to
define the test cycle, select the loads based on the most critical
takeoff conditions you established. At any speed throughout the test
cycle, the ratio of the test load to the operational load must be the
same as, or greater than, the ratio at the start of the test.

(4) Test inflation pressure: the pressure needed to provide the same
loaded radius on the flywheel as was obtained on a flat surface at
the rated tire load and inflation pressure. Make both determinations
at the same ambient temperature. Do not adjust the test inflation
pressure to compensate for changes created by temperature variations
during the test.

(5) Test temperatures and cycle interval: the temperature of the gas
in the tire or the casing temperature measured at the hottest point
of the tire may not be:

(a) Lower than 40,6°C (105ºF) at the start of the overload takeoff
cycle and at the start of at least 45 of the 50 takeoff cycles, and

(b) Lower than 48,9°C (120ºF) at the start of at least 9 of the 10
taxi cycles.

For the remaining cycles, the contained gas or casing temperature may
not be lower than 26,7°C (80ºF) at the start of each cycle. Rolling
the tire on the dynamometer flywheel is an acceptable method for
obtaining the minimum starting temperature.

(6) Dynamometer takeoff cycle speeds: see Table 1 for the dynamometer
test speeds for the corresponding maximum aircraft takeoff speeds.

(7) Taxi cycles: tire must withstand 10 taxi cycles on a dynamometer
under the test conditions in Table 2 below.

***TABLE
2. Test Conditions***

<table bgcolor="#d9d9d9" cellpadding="7" cellspacing="0">
<col/>
<col/>
<col/>
<col/>
<col/>
<tr valign="top">
<td bgcolor="#808080">
Number
				of Taxi Runs
</td>
<td bgcolor="#808080">
Min
				Tire Load (lbs)
</td>
<td bgcolor="#808080">
Min
				Speed (mph)
</td>
<td bgcolor="#808080">
Tire
				speed rating 120/160 mph

Min
				Rolling Distance (ft)
</td>
<td bgcolor="#808080">
Tire
				speed rating 
Over 160 mph

Min
				Rolling Distance (ft)
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
8
</td>
<td bgcolor="#d9d9d9">
Rated
</td>
<td bgcolor="#d9d9d9">
40
</td>
<td bgcolor="#d9d9d9">
25,000
</td>
<td bgcolor="#d9d9d9">
35,000
</td>
</tr>
<tr valign="top">
<td bgcolor="#d9d9d9">
2
</td>
<td bgcolor="#d9d9d9">
1.2
				x Rated
</td>
<td bgcolor="#d9d9d9">
40
</td>
<td bgcolor="#d9d9d9">
25,000
</td>
<td bgcolor="#d9d9d9">
35,000
</td>
</tr>
</table>

(8) Overload takeoff cycle: the overload takeoff cycle shall
duplicate the test described in paragraph 5.a.(2) with the test load
increased by a factor of 1.5 throughout. Good condition of the tire
tread is not required after completion of this test cycle, if you run
this test last. If the overload takeoff cycle is not run last, the
tire must withstand the cycle without detectable signs of
deterioration, other than normal expected tread surface abrasion.

(9) Diffusion test: after completing the 61 test cycles, the tire
must retain the inflation pressure to within 10% of the initial test
pressure for a period of 24 hours. Measure the ambient temperature at
the start and finish of this test to ensure that any pressure change
was not caused by an ambient temperature change.

(10) Tire/wheel slippage: tires should not slip on the wheel rim
during the first five dynamometer cycles. Any slippage that
subsequently occurs must not damage the tube valve of tube type
tires, or the gas seal of the tire bead of tubeless tires.

b. Alternate qualification procedures: 120 mph rated tires. For 120
mph speed rating tires, you may use the following variable mass
flywheel procedure:

(1) Test load: load must meet or exceed the tire rated load
throughout the entire test roll distance.

(2) Test inflation pressure: pressure needed to provide the same
loaded radius on the flywheel as was obtained on a flat surface at
the rated tire load and inflation pressure. Make both determinations
at the same ambient temperature. Do not adjust the test inflation
pressure to compensate for changes created by temperature variations
during the test.

(3) Temperature and cycle interval: the temperature of the gas in the
tire, or the casing temperature measured at the hottest point of the
tire, may not be lower than 40,6°C (105°F) at the start of at least
180 of the 200 landing cycles. For the remaining cycles, the
contained gas or casing temperature may not be lower than 26,7°C
(80°F) at the start of each cycle. Rolling the tire on the
dynamometer is an acceptable method for obtaining the minimum
starting temperature.

(4) Kinetic energy: calculate the kinetic energy of the flywheel to
be absorbed by the tire using this equation:

where

C = 0.0113

W = Load rating of the tire (lbs)

V = 120 mph

(5) Dynamometer cycle requirements: tire must satisfactorily
withstand 200 landing cycles on a variable mass dynamometer flywheel.
If you cannot use the exact number of flywheel plates to obtain the
calculated kinetic energy value, select a greater number of plates
and adjust the dynamometer speed to obtain the required kinetic
energy. Divide the total number of dynamometer landings into two
equal parts having the speed ranges provided in paragraphs 5.b.(5)(a)
and 5.b.(5)(b).

(a) Low speed landings: in the first series of 100 landings, the
maximum landing speed is 90 mph and the minimum unlanding speed is 0
mph. Adjust the landing speed so the tire will absorb 56% of the
kinetic energy calculated using the equation in paragraph 5.b.(4)
above. If the adjusted landing speed is calculated to be less than 80
mph, then determine the landing speed by adding 28% of the calculated
kinetic energy (see paragraph 5.b.(4) above) to the flywheel kinetic
energy at 64 mph, and determine the unlanding speed by subtracting
28% of the calculated kinetic energy from the flywheel kinetic energy
at 64 mph.

(b) High speed landings: in the second series of 100 landings, the
minimum landing speed is 120 mph and the nominal unlanding speed is
90 mph. Adjust the unlanding speed as needed to ensure that the tire
will absorb 44% of the calculated kinetic energy (see paragraph
5.b.(4) above).

6. REQUALIFICATION TESTS.

a. Re-qualify altered tires, with changes in materials, design and/or
manufacturing processes that could adversely affect the performance
and reliability, to the dynamometer tests described under paragraph
5. Some examples include (1) or (2) below, or both:

(1) Changes in casing construction, such as the number of plies
and/or bead bundles, ply cord makeup (material, denier, number of
strands) and configuration (radial and bias).

(2) Changes in tread construction, such as number or composition of
tread reinforcing and/or protector plies, tread compound
formulations, number and location of tread grooves, and an increase
in skid depth.

b. Re-qualification by similarity (based on load rating).
Re-qualifying a given load rated tire due to a change in material or
tread design, automatically qualifies the same changes in a lesser
load tire of the same size, speed rating, and skid depth, if:

(1) The lesser load rated tire was qualified to the applicable
requirements specified in this ETSO, and

(2) The ratio of qualification test load to rated load for the lesser
load rated tire does not exceed the same ratio to the higher load
rated tire at any given test condition.

c. Re-qualification by similarity (blanket change). You can gain
re-qualification of any change that affects all sizes by similarity,
if:

(1) Five representative sizes, including tires of the highest load
rating, speed rating and angular velocity, were qualified to the
minimum performance standard with the change, and

(2) You submit data supporting the change in the listed sizes to
EASA.

[Amdt ETSO/7]