1
INITIAL INSPECTION NDT
We start our process at our NDT stations. We invested in automated machines to ensure the operator takes no shortcut in the inspection of your valuable asset. Nail hole detection is achieved by rotating the tire on a grounded roller and inserting probes with a positive charge. The operator does a visual inspection and marks any area that needs repair down the line.
Initial Inspection NDT
2
SHEAROGRAPHY TIRE INSPECTION
Shearography is a technology developed by NASA to find loose tiles on space shuttles after losing the Challenger. We put the casing under different atmospheric pressures while a laser camera takes multiple pictures. If there is a hidden separation or a bad repair, this machine will show us.
It is an extra step and investment that allows us to produce a product on which our customers can depend. At Conlan Tire, every customer casing goes through this machine, which sets us apart from our competition.
Shearography Tire Inspection
3
AUTOMATED PLATED HUB BUFFER
Most buffers use an expandable hub to inflate and hold the casing during the buffing process. Inflatable hubs allow the tire to have a slight bounce during the buff, causing the tire to be out of round. You cannot achieve fuel efficiency or have proper runout with a tire that is out of round. Plate style buffers are more expensive than inflatable hub type.
It is worth our extra investment to guarantee all customer tires retreaded in our facilities are perfectly round. We use only plate style buffers.
Automated Plated Hub Buffer
4
SKIVE STATIONS
Rust is like cancer. If you leave a little, it will spread. The rust will spread over time causing separations and failures on the road.
We spend more time than anyone in the industry removing rust at our skive stations, even though most retreaders think leaving a little rust is acceptable.
Skive Stations
5
REPAIR STATIONS
We like our tire repair stations to be compared to a dentist office. Powerful lighting along with proper tools and training are a must. We go above and beyond to make sure our repairs last the life of your casing.
Repair Stations
6
REPAIR PROCESS
We use a special technique called a floated patch when doing a section repair. We add a layer of uncured rubber, so the patch gets vulcanized to the casing during the process. A vulcanized patch has 60 percent more adhesion than a standard repair. Most say this is overkill, but we believe there is no other way. We don’t know of any other retreaders today that practice this method.
7
AZ EXTRUSION
Cushion gum is the bonding rubber compound used so the retread remains adhered to the casing. It is the most expensive material used in the process.
The minimum amount of cushion gum required by manufacturers is 2mm. We apply 4mm to provide proper bonding. We were again told by manufacturers that this was overkill. We believe, though, that overkill is the secret to our success.
AZ Extrusion
8
PRE-CURE BUILDERS
We apply the correct tread width on every tire that we are the first to touch. In our experience, we have found that in some cases retreaders put narrower treads on casings to boost profits. This causes stress on the casing and minimizes runout. If we are retreading a casing that has previously been cut-in, we have to follow what was previously done.
Pre-Cure Builders
9
DOUBLE ENVELOPING
Envelopes are used in the curing process to keep air from getting under the tread while the cushion gum is curing. Everyone uses an outer envelope in this process with an arch ring that seals the envelope at the bead.
It would be easier and more cost effective for us to just use an outer envelope. But what about the patch repair you just put in the tire?
We believe the patch is just as important as the retread, and it needs the same protection during the process.
Double Enveloping
10
AUTOMATED CURING CHAMBERS
Tires that have gone through the retread steps up to and including enveloping are put into a curing chamber at a very specific temperature and pressure, and for a very. specific amount of time. Here the uncured layer of cushion gum is cured and the precured tread is bonded to the tire casing This is considered a “cold” retread process 240 degrees does not sound very cold, but when you consider that a new tire is made at over 320 degrees fahrenheit, staying well below that temperature with this “cold process” prevents the breakdown of the casing rubber and permits your tire to be retreaded again and again.
At scheduled 30 minute intervals, the chamber technician checks each thermocouple by hand to see if there are any temperature spike in the thermocouple. Should there be a spike in temperature on a thermocouple, this would indicate a leak of some sort in the assembly. This individual tire is then identified, and will be removed following the cure cycle and sent back to the beginning of the retread process as it will not be properly cured.
Automated Steam Chambers
