combo), trim the plug 1/8-inch higher than the inner liner. In all cases, trim the plug 1/8- inch higher than the tread surface.
The Real Solution Based on this survey, two practical solutions present themselves. First, and by far the best, have a “No Repair” policy for pursuit-rated police patrol tires. T is can take the form of destroying the tire by piercing or cutting the sidewall. Or the policy can positively identify these take-off s and designate them for non- pursuit detective and admin work. T e way most shops are run, however, the odds of this repaired tire ending up back on a pursuit-rated patrol car are pretty good. On the other hand, are you really ready to tell the chief that since he drives an admin car, his car gets once-fl at- tened tires from a pursuit car? T e second solution is to be absolutely
positive the correct tire repair is performed. Not just lip service but rigidly following the detailed repair protocol on both the day shift and night shift. Provide the factory documents to the repair facility and get it in writing that this procedure is followed. T is is actually pos- sible for the routine and scheduled repair of tires where a police department contracts ex- clusively with a local repair shop. On the other hand, this is virtually impossible for nearly every other tire repair situation. Keeping the tires repaired by two separate methods, one certifi ed and one dangerous, is a signifi cant administrative liability.
Puncture is Not the Problem A much broader problem, a much more liabil- ity-oriented problem than “plug versus patch” exists with repaired police tires. Just exactly how much hidden damage was done to the sidewall when the weight of the car slammed it between the steel rim and the pavement? Ex- actly how much structural damage was done as the car was slowing down from freeway speeds with the inside of the sidewall chaffi ng and abrading the inside of the sidewall? How much internal damage can really occur with- out actually being visible? How reliable are 100-percent visual inspections? No professional tire repair facility will repair
even a pinhole in the sidewall, and yet your offi cer rolled the fl attened sidewall over on itself. T e sidewall was pinched between the pavement and the rim edge of a steel wheel. Gee, the pursuit car only ran with the sidewall abrading against itself for a mile or so slowing down from 100 mph.
http://info.hotims.com/52497-27 www.pfmmag.com 61
In the fi nal analysis, “Is the sidewall OK?”
may be a much more serious question about repaired police tires than, “Does the repaired tire hold air?” And, according to quality con- trol experts, a 100-percent visual inspection of anything (like the abraded sidewall) is only 85 percent eff ective. T ese are some of the reasons behind Firestone’s reluctance to all the original speed rating to be maintained. Certifi ed repair procedure or not, the repair
to a police pursuit tire remains both a risk management issue, and an offi cer safety issue. Major departments like the California High- way Patrol and the Michigan State Police have decided the risk is not worth the state contract price of $100 to replace the tire. Goodyear documents indicate a properly repaired tire will retain its speed rating. However, half of the tires are not repaired this way! Firestone indicates the speed rating is lost for any re- paired tire. At the least, consider a “policy” of forbidding the use of repaired tires on pursuit- capable vehicles.
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The biggest area of concern is not the visible puncture, but the hidden sidewall damage. That is why Firestone limits even a properly repaired tire to a speed rating of just 85 mph.
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