I was sort of afraid that was the case. So:
1) How is diameter determined? Is it just convention; that is, a 6.00x6 is always 15" (or whatever)? Or is it even going to vary from manufacturer to manufacturer?
2) What's with 15x6.00x6? Is this the "three part" usage, meaning an actual 15" diameter?
3) What does "nominal" mean in this context? Should it be read as "approximately" (nominal bolt sizing) or "by convention" (the size of a 2x4)? If the latter, how big is the difference?
4) What's with tubeless tires? They seem like a good idea all around, and they don't seem to be catching on; or at least, availability still seems limited.
The first group, the 6.00, is section width. Measure the useable tread, even that bit that reaches down the side of the tire, and see the six inches. The second size, the 6" is the wheel's bead seat diameter. The hole in the tire will be smaller so that it jams on the bead seat so braking forces won't spin it on the wheel. There will be tolerances for both of these sides.
A three-part number, like the 15x6.00-6, is giving the tire's actual diameter. In the case given, that is a smaller-diameter tire used on airplanes likle our 182RG where the wheels have to slip into rather small wheel wells. And they cost twice as much as a 6.00-6.
A third factor is ply rating. 6.00-6 might be four or six ply rated, while actually having fewer fabric plies than the rating suggests. It comes from a time when the fabric was cotton or linen instead of nylon, which is stronger. More plies means a stronger and stiffer tire for more weight and pressure.
Larger aircraft use tubeless tires. They don't stretch them over the flange, like we do with car tires. The wheel splits and has seals to prevent the escape of air (or nitrogen, which they commonly use to reduce the fire risk). Off-highway earthmover wheels and tires have been made like this for a long time already, and I used to sell these in the '70s. They had a removable lock ring, a flange, and a bead seat ring that fit over an o-ring in the wheel itself. A BIG o-ring. These came in sizes as big as six feet or more.
The use of tubes in light-aircraft wheels is an anachronism, like the felt grease seals that brand-new Clevelands still come with. Automobiles and trucks abandoned felt in the '30s for leather, and leather in the '60s for nitrile. And then they abandoned grease in many wheel bearings for oil, since the synthetic seals were so good. Oil stays with the bearing instead of being squeezed out, and carries heat away better. Cleveland could do the same, with sealable two-part wheels and oil-filled bearings. But it might cost a little money, and their parts sales might drop off. Tsk.
Airplanes still use magnetos, too, when a
self-contained electronic mag would be better and probably more reliable. And we use Buna (SBR) o-rings in gear struts and many other places, while for decades other industries have had Viton, silicone, fluorosilicone and a bunch of other magic compounds that would outlast the rest of the airplane if we were allowed to substitute them. "Advanced Flight Technology." Yeah, right.
Dan