Aircraft Wheel Exchange vs. Outright vs. Repair: How to Choose

There are three ways to get a removed aircraft wheel back in service: exchange it, buy a replacement outright, or have your own wheel repaired. Exchange is usually the fastest way to return to service, outright removes the core obligation, and repair is the lowest-cost route when the aircraft can wait.

What are the three ways to get a wheel back in service?

Exchange. APSS ships you an overhauled wheel from stock. You install it, then send your removed wheel back to APSS as the core.

Outright. You buy an overhauled wheel and keep your removed wheel. There is no core to return.

Repair. You send your own wheel to APSS for a Tire Change or overhaul, and the same serial number comes back to you.

All three end the same way: a wheel released with an FAA 8130-3. The difference is how long the aircraft waits, how much cash goes out up front, and who carries the risk on the old wheel.

How does a wheel exchange work at APSS?

An exchange has two charges: an exchange fee and a core deposit. Together they equal the outright price.

The exchange fee is what the exchange costs you. The core deposit is held until APSS receives your removed wheel and confirms it is serviceable, then it is refunded.

How an exchange runs

1. Confirm your wheel part number and current stock on /wheel-exchange, then call to order.
2. APSS ships the overhauled exchange wheel with its FAA 8130-3, against the exchange fee and core deposit.
3. Install the exchange wheel and return the aircraft to service.
4. Ship your removed wheel back to APSS as the core within 14 days.
5. APSS inspects the core. A serviceable core releases the deposit refund.

Core return terms

• Return the core within 14 days.
• The core must be serviceable.
• Work on the core beyond a standard overhaul is charged to the customer.
• Late cores incur a penalty or interest.
• If the core never arrives, APSS retains the deposit.
• A core that fails NDT or inspection is red-tagged and rejected.

The core terms matter most when the removed wheel has a known history. A wheel that saw a hard landing, a flat-tire roll or an overheat may need more than a standard overhaul, or may not pass inspection at all. In that case, compare the exchange against an outright purchase before ordering.

What do APSS exchange wheels cost?

Part number	Aircraft and position	Exchange fee	Core deposit	Outright
9543426	Falcon 20/50 nose	$4,000	$4,000	$8,000
5003279-3	Falcon 50 main	$5,000	$7,000	$12,000
C20545100	Falcon 2000 main	$7,000	$33,000	$40,000
C20384200	Falcon 2000 main	$7,000	$18,000	$25,000
5009029	Challenger 600/601 main	$8,000	$17,000	$25,000
AHA1814	Hawker 800 main	$4,000	$17,000	$21,000
3-1399	Citation III/VI/VII main	$4,000	$11,000	$15,000
5008447-3	Gulfstream GIV main	Outright only	Outright only	$40,000

Prices and availability as of October 2026; see /wheel-exchange for current stock.

Every wheel in the table is overhauled and released with an FAA 8130-3.

The ratio of core deposit to exchange fee varies widely. On the Falcon 20/50 nose wheel the deposit equals the fee. On the C20545100 Falcon 2000 main wheel it is nearly five times the fee. A larger deposit means more cash tied up until the core is accepted.

When does buying outright make sense?

Buy outright when the removed wheel is unlikely to come back serviceable. A wheel rolled on a flat tire, or an overheated wheel below its hardness limit, is rejected under the CMM. Sending it back as a core only adds the risk of extra charges or a rejected core.

Buy outright when you want a spare. A serviceable spare on the shelf turns the next tire event into a wheel swap instead of a shop visit.

Buy outright when the core cannot be returned within 14 days. Remote operations, export paperwork or a long downtime can make the return window hard to meet.

Buy outright when exchange is not offered. As of October 2026, the Gulfstream GIV main wheel is sold outright only.

When is repairing your own wheel the better choice?

Repair your own wheel when the aircraft can wait. A Tire Change has a 48-hour standard turnaround, and an overhaul takes 10–15 days (7 or 4 days expedited), plus freight both ways.

Repair is the lowest-cost option in published labor:

Service	Nose wheel	Main wheel	Standard turnaround
Tire Change	$450–$625	$500–$675	48 hours
Wheel Overhaul	$650–$825	$750–$925	10–15 days (7 or 4 expedited)

These prices are labor only. Parts, shop supplies and freight are billed as incurred.

Repair also keeps the same serial number on the aircraft, which keeps your component records continuous. Expedite (+$200 per wheel, 24 hours) and AOG (+$400 per wheel, same day) surcharges can shorten the wait on a repair.

If NDT finds a repairable defect, APSS notifies you and re-quotes before continuing. If the wheel is beyond repair, it is red-tagged and rejected, and an exchange or outright wheel becomes the path back to service.

Which option is fastest?

Situation	Fastest option
Aircraft on ground, wheel part number in exchange stock	Exchange or outright
Removed wheel likely unserviceable	Outright
Tire worn, wheel healthy, wheel at APSS by 8:00 AM	Same-day AOG Tire Change
Tire worn, aircraft can wait a day	Expedited Tire Change
Scheduled overhaul, spare wheel available	Standard overhaul

An exchange or outright wheel skips the shop time on your own wheel, so the wait is freight time. A same-day AOG tire change can be faster still if the wheel can reach the shop near Dallas Love Field by 8:00 AM. AOG Wheel Service explains the turnaround levels.

Get a quote. Check current exchange stock at /wheel-exchange, then call (214) 337-3328 or email sales@2aps.com to order. For a repair, send your part number through the contact form or request for quote.