Refer to figure.
Prevention of Creep

When in service, the tyre has a tendency to rotate, creep (slippage) around the wheel. This creep, if excessive, will tear out the inflation valve and cause the tyre to burst. Creep is less likely to occur if the tyre air pressure is correctly maintained, but additional precautions may be incorporated in the design of the wheel. Methods of counteracting/monitoring creep are as follows:

• Knurled Flange: The inner face of the wheel flange is milled so that the side pressure of the tyre locks the beads to the flange.
• Tapered Bead Seat: The wheel is tapered so that the flange area is of greater diameter than at the centre of the rim. When the tyre is inflated, the side pressure forces the bead outwards to grip the rim.
• Creep Marks: Creep can be detected by misalignment of two matched white lines, one painted on the wheel and one on the tyre.
• Tyre Creep Marks: When wheels are first fitted to an aircraft, the tires tend to move slightly as they settle down on the rims, the initial movement varying according to load, pressure, braking, shimmy and outside diameter of the tire in relation to rim diameter. After the settling down period, circumferential movement may continue gradually and, if this extends beyond a certain limit, the valve may be torn from the tube.

In order that creep may be detected, marks are painted using red paint onto the rim and extending into the tire. The width of this mark represents the maximum circumferential movement permitted with tubed tires and if the tire creep mark becomes out of alignment with the mark on the wheel by more than the width of the mark, the wheel should be removed and the tire and tube taken off and reassembled. When tire replacements are made, the old marking on the wheel should be removed with a suitable solvent and a new creep mark applied.

The marking in the attachment checks the correct position of the tire relative to the rim.