Originally Posted by lbrjet
What does load formula have to do with anything if max pressure is always to be used period?
2010 F250 5.4L 3.73
2011 Flagstaff 831FKBSS
Equal-i-zer 4pt 12K
Load formula and the tables they generate are of use in most applications. Multi-axle trailers are a relatively new part of the market and as the % RVs with multi axles grows the problems associated with the unique structural loading are becomming more aparent. The problem is that any effort to apply engineering principlles and say limit tandem application to "dual" tire loading is quickly met with opposition by RV assemblers who do not want to have to place larger tires or decrease load capacity on their trailers. Of course Lawyers are part of the problem for as soon as the regulations change there would be lawsuits sufficient to put every RV company out of business as they demand the RV companies replace every tire they ever sold.
Finite Element Analysis and the computer power to run the programs are relatively new. This analysis provides a logical explanation for the relatively high failure rate of tires in multi-axle application while single axle application applications of the same product do not have similar problems.
I and others have offered suggestions on how ti improve tire life and reduce, but regrettably not eliminate, the damage done to the tire belt structure.
You are of course free to ignore this and related advice. I would only ask that those that feel they know more about tire performance based on the fact they have used a couple dozen tires over their lifetime rather than engineering data and testing based on tens of thousands of tires, refrain from complaining when they suffer a tire failure.
I write a blog on RV tire application and safety. RVTireSafety.com
Also give seminars on tires at RV events across the US. 40 years experience as tire design & quality engineer for major tire mfg. Freelander 23QB on Chevy chassis is my RV