Aircraft Tire and Wheel Inspection for the A&P Practical

October 20, 2026 · Primary sources checked October 20, 2026

Use this A&P practical tire inspection guide to rehearse pressure, tread, sidewall, wheel, and bearing checks for the oral and practical (O&P) exam.

The aircraft manufacturer’s maintenance data establish the correct tire inflation pressure.

FAA-H-8083-31B, Airframe — printed 13-78; PDF 809

What the evaluator looks for during the O&P

The Airman Certification Standards (ACS) include these relevant skills:

FAA-S-ACS-1 — printed 26; PDF 31

• AM.II.E.S7: “Inspect wheels, brakes, bearings, and tires.”
• AM.II.E.S13: “Inspect a tire for defects.”

FAA-S-ACS-1 — printed 26; PDF 31 · FAA-S-ACS-1 — printed 27; PDF 32

Risk element AM.II.E.R1 covers “Landing gear and tire and wheel practices/precautions.”

FAA-S-ACS-1 — printed 26; PDF 31

Order 8900.1 assesses a practical project through its skill and two associated questions. The required skill demonstration must be successful on the first attempt, and both practical questions must be answered successfully.

Order 8900.1, Vol. 5, Ch. 5, Sec. 11, CHG 929 — 5-5-11-7C3)c) and f), printed 16; PDF 16

The Mechanic Test Generator (MTG) FAQ says that at a safe and appropriate time during your performance of the project, the examiner must ask two practical questions relevant to the project, as provided by the MTG.

FAA Mechanic Test Generator FAQs, May 22, 2023 — unnumbered page, PDF 4

The FAA sample is a practice-only test, rather than a record of your assigned projects. During study, use its description, given materials, and performance-standard layout to separate the task from its associated questions.

FAA sample oral and practical test — unnumbered page, PDF 6

Check cold pressure against the aircraft data

Do not choose the inflation pressure from the tire sidewall or by looking at the tire. Use a calibrated pressure gauge; the handbook prefers digital or dial types for consistent accuracy.

FAA-H-8083-31B, Airframe — printed 13-78; PDF 809

The handbook’s on-aircraft pressure check is made under load, with the aircraft’s weight on the wheels. Measure at ambient temperature, allowing three hours after a typical landing for cooling.

FAA-H-8083-31B, Airframe — printed 13-78; PDF 809 · FAA-H-8083-31B, Airframe — printed 13-79; PDF 810

Underinflation can overflex the tire, build excessive heat, and weaken its carcass. Overinflation reduces runway adherence and increases susceptibility to bruises, cuts, shock damage, and blowout.

FAA-H-8083-31B, Airframe — printed 13-78; PDF 809 · FAA-H-8083-31B, Airframe — printed 13-79; PDF 810

The handbook calls for pressure checks daily, or before each flight if the aircraft flies only periodically. Our rehearsal suggestion: state the aircraft’s required pressure and the measurement conditions before you read the gauge.

FAA-H-8083-31B, Airframe — printed 13-78; PDF 809

Inspect the tread and sidewalls methodically

Uneven tread wear has a cause that should be investigated and corrected; follow all manufacturer instructions specific to the aircraft when judging the extent and serviceability of a worn tire. Overinflated tires tend to wear excessively in the tread center; underinflated tires develop excess shoulder wear.

FAA-H-8083-31B, Airframe — printed 13-79; PDF 810 · FAA-H-8083-31B, Airframe — printed 13-80; PDF 811

Inspect for cuts, bruises, bulges, embedded objects, chipping, and other damage against the applicable limits. Mark damage, suspected damage, and leaks before deflating or removing the tire because the location may become impossible to find afterward.

FAA-H-8083-31B, Airframe — printed 13-81; PDF 812

Deflate the tire before removing or probing any area where a foreign object is lodged. Avoid enlarging the damage while removing a tread object. Penetration or exposure of the bias tire’s casing cord body or the radial tire’s tread belt layer makes the tire unairworthy.

FAA-H-8083-31B, Airframe — printed 13-81; PDF 812 · FAA-H-8083-31B, Airframe — printed 13-82; PDF 813

A cut that extends across a tread rib is cause for removal, and a tread bulge or separation is cause for immediate removal and replacement. A flat spot that does not expose the reinforcing ply of a bias tire or the protector ply of a radial tire may remain in service, but the tire must be removed if the flat spot causes vibration; a severe flat spot that exposes the under tread requires replacement. If sidewall damage exposes cords, replace the tire. Circumferential sidewall cracks or slits are unacceptable, and a sidewall bulge requires immediate removal.

FAA-H-8083-31B, Airframe — printed 13-82; PDF 813 · FAA-H-8083-31B, Airframe — printed 13-83; PDF 814

Keep the marked sidewall vent holes unobstructed because gas trapped in carcass plies can separate the plies and lead to tire failure. Remove a tire contaminated by hydrocarbons from service, and protect tires from harmful maintenance fluids. In a dual-wheel installation, severe underinflation of one tire affects both, and both should be replaced.

FAA-H-8083-31B, Airframe — printed 13-78; PDF 809 · FAA-H-8083-31B, Airframe — printed 13-83; PDF 814 · FAA-H-8083-31B, Airframe — printed 13-79; PDF 810

Inspect the wheel before disturbing it

Verify that all wheel tie bolts and nuts are present and secure. A missing bolt requires removal and a thorough inspection of both wheel halves under the wheel manufacturer’s procedure.

FAA-H-8083-31B, Airframe — printed 13-36; PDF 767

Check the hub dust cap, anti-skid sensor, and brake keys for security, and look for wheel cracks, flaking paint, impact damage, missing flange material, or overheating.

FAA-H-8083-31B, Airframe — printed 13-36; PDF 767

A melted thermal plug requires tire removal from service and inspection of the wheel in accordance with the wheel manufacturer’s instructions before return to service; adjacent wheel assemblies should also be inspected for signs of damage.

FAA-H-8083-31B, Airframe — printed 13-34; PDF 765

An axle nut that is too loose can allow damaging movement; overtightening can cause insufficient lubrication, excess friction, and bearing failure. Install and torque axle nuts according to the airframe manufacturer’s maintenance procedure.

FAA-H-8083-31B, Airframe — printed 13-36; PDF 767

Deflate before wheel removal

Follow all of the aircraft manufacturer’s instructions for removing a tire and wheel assembly. Deflate the tire before beginning to remove the wheel assembly from the aircraft. Loosening the axle nut can release a defective wheel held together by that nut, causing a potentially lethal pressure-driven failure.

FAA-H-8083-31B, Airframe — printed 13-83; PDF 814 · FAA-H-8083-31B, Airframe — printed 13-37; PDF 768

Let tires cool before removal; the handbook calls for three hours or more. Approach from the front or rear rather than broadside and stay clear of the released-air and valve-core trajectory. Use a valve core/deflation tool, and remove the valve core once the tire is completely deflated. Treat a damaged or overheated assembly, especially a high-pressure one, as though it may explode: never approach it while its temperature is above ambient, and after it cools, approach from an oblique angle toward the tire shoulder.

FAA-H-8083-31B, Airframe — printed 13-37; PDF 768 · FAA-H-8083-31B, Airframe — printed 13-84; PDF 815

With paired wheels, remove only one wheel-and-tire assembly at a time as a precaution against a jack fall.

FAA-H-8083-31B, Airframe — printed 13-37; PDF 768

Do not pry the tire off the rim, and do not use impact tools to disassemble wheel tie bolts. Use proper bead-breaking equipment and keep tie bolts fully installed and tightened while breaking the bead.

FAA-H-8083-31B, Airframe — printed 13-37; PDF 768 · FAA-H-8083-31B, Airframe — printed 13-84; PDF 815

Inspect wheel bearings without damaging them

Remove bearings for cleaning with the recommended solvent and a soft-bristle brush. Never spin a bearing while drying it with compressed air. High-speed metal contact damages the bearing surfaces, and parts can injure personnel if the bearing comes apart. Avoid steam cleaning because it compromises the finish and leads to early failure.

FAA-H-8083-31B, Airframe — printed 13-38; PDF 769

Inspect cleaned bearings and cups for rejection conditions such as galling, spalling, overheating, brinelling, corrosion, staining, and bruising. The cup must be firmly seated in the wheel half boss, and there should be no evidence that it is loose or able to spin.

FAA-H-8083-31B, Airframe — printed 13-38; PDF 769 · FAA-H-8083-31B, Airframe — printed 13-39; PDF 770

Keep inflation precautions in the plan

For initial inflation of a newly mounted assembly, use a tire inflation safety cage and treat the assembly as though it may explode. Regulate pressure from a safe distance, with at least 30 feet recommended, and introduce the specified air or nitrogen gradually. Watch the tire seat on the rim as it inflates, and depressurize the tire before approaching it to investigate any observed issue.

FAA-H-8083-31B, Airframe — printed 13-88; PDF 819 · FAA-H-8083-31B, Airframe — printed 13-89; PDF 820

The General handbook says to always use tire cage guards when inflating tires on any type of aircraft wheel, and says cages are not required when adjusting pressure in tires installed on an aircraft. Take extreme care not to overinflate high-pressure tires because of possible personal injury, and use a pressure regulator on high-pressure air bottles to prevent overinflation.

FAA-H-8083-30B, General — printed 1-2; PDF 23

Common mistakes during preparation

• Our study check: explain the pressure source and cooling condition instead of guessing from appearance.
• Our study check: mark a defect before deflation and rehearse the removal hazards before describing bearing access.
• Our study check: separate inspecting a mounted tire from dismantling, remounting, and initially inflating the assembly.

FAQ

Can I use sidewall pressure for the O&P tire check?

No; find the required pressure in the maintenance data for the particular aircraft.

FAA-H-8083-31B, Airframe — printed 13-78; PDF 809

Why deflate a tire before loosening the axle nut?

A defective wheel may be held together by the axle nut, so loosening it under pressure can cause lethal wheel failure.

FAA-H-8083-31B, Airframe — printed 13-37; PDF 768

Can compressed air spin a cleaned bearing dry?

No; spinning the bearing with compressed air risks surface damage and injury if it comes apart.

FAA-H-8083-31B, Airframe — printed 13-38; PDF 769

Do I need a tire cage to inflate a newly mounted tire?

Yes; the Airframe handbook says all newly mounted tires should be inflated in a tire inflation safety cage.

FAA-H-8083-31B, Airframe — printed 13-89; PDF 820

Rehearse your inspection explanation

Our suggestion: explain the defect, applicable limit, safety precaution, and serviceability decision during a supervised practice session. DMEReady offers spoken A&P oral rehearsal with an AI voice examiner. No sign-up is needed for the free first drill. DMEReady does not train the hands-on tire or wheel task. The product is independent of the FAA and carries no FAA endorsement.

Try the free oral drill

Related guides

• Landing gear oral questions
• Practical projects and evaluation
• FAA A&P Practical Test Changes 2026: What's New
• Exam cost planning

Sources

Primary sources checked October 20, 2026.

• FAA-S-ACS-1
• FAA-H-8083-31B, Airframe
• FAA-H-8083-30B, General
• FAA Mechanic Test Generator FAQs, May 22, 2023
• Order 8900.1, Vol. 5, Ch. 5, Sec. 11, CHG 929
• FAA sample oral and practical test

About this guide: drafted with AI from the FAA sources listed on this page and checked claim by claim against them. Not reviewed by an A&P mechanic or DME. How we make our guides