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SAE ARP4853

(R) Design Specification for Towbarless Tow Vehicles

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Organization: SAE
Publication Date: 1 September 2018
Status: active
Page Count: 16
scope:

The tow vehicle should be designed for towbarless movement of aircraft on the ground.

The design will ensure that the unit will safely secure the aircraft nose landing gear within the coupling system for any operational mode.

One-Man Operation

A one-man towbarless tow vehicle operation is required with all functions to be performed by the driver. Good visibility is required for controlled and safe operations during day and night conditions.

Under-Belly Operation (if required)

The coupling of the nose landing gear by the towbarless tow vehicle (TLTV) must be possible in all extensions of the nose strut of the aircraft in the vehicle's design category (see 1.4).

The TLTV has to be designed to carry out the following tasks:

Push-Back

Push-back shall be defined as the moving of a loaded airplane in a backward direction from a parking position to the taxiway. Movement typically includes push-back with a turn, stop, and short tow forward to align the airplane. Aircraft engines may or may not be running.

Maintenance Towing

Maintenance towing shall be defined as the movement of an airplane for maintenance/remote parking purposes (i.e., from the gate to a maintenance hangar or vice versa). The airplane is typically unloaded.

Dispatch Towing (or Operational Towing)

Dispatch towing shall be defined as the towing of a loaded (cargo and/or passenger) revenue airplane from the terminal gate area/remote parking to a location near the runway. This type of towing can involve relatively high speeds and long distances with several starts, stops, and turns. Dispatch towing may not be approved by the airframe manufacturers (refer to airframe manufacturers TLTV assessment criteria and/or service letter).

Aircraft Nose Gear Load

The TLTV tow tractor should be designed for use with the following aircraft categories:

a. TLTV CAT I:

Aircraft with a maximum nose gear ground reaction load up to 19 metric tons (41900 pounds) static.

Dynamic loads must be calculated by the tow vehicle manufacturer.

b. TLTV CAT II:

Aircraft with a maximum nose gear ground reaction load up to 24 metric tons (52900 pounds) static.

Dynamic loads must be calculated by the tow vehicle manufacturer.

c. TLTV CAT III:

Aircraft with a maximum nose gear ground reaction load up to 36 metric tons (79400 pounds) static.

Dynamic loads must be calculated by the tow vehicle manufacturer.

d. TLTV CAT IV:

Aircraft with a maximum nose gear ground reaction load up to 48 metric tons (105800 pounds) static.

Dynamic loads must be calculated by the tow vehicle manufacturer.

Document History

SAE ARP4853
September 1, 2018
(R) Design Specification for Towbarless Tow Vehicles
The tow vehicle should be designed for towbarless movement of aircraft on the ground. The design will ensure that the unit will safely secure the aircraft nose landing gear within the coupling...
January 1, 2013
(R) Design Specification for Towbarless Tow Vehicles
The tow vehicle should be designed for towbarless movement of aircraft on the ground. The design will ensure that the unit will safely secure the aircraft nose landing gear within the coupling...
November 1, 2000
Design Specification for Towbarless Tow Vehicles
This SAE Aerospace Recommended Practice (ARP) describes the dimensions, design, layout, performance, and capability of a towbarless tow vehicle (TLTV). This tow vehicle will basically be used for...
December 1, 1997
Specification for Towbarless Tow Vehicles
This SAE Aerospace Recommended Practice (ARP) describes the dimensions, design, layout, performance, and capability of a towbarless tow vehicle (TLTV). This tow vehicle will basically be used for...
June 1, 1995
Specification for Towbarless Tow Vehicles
A description is not available for this item.

References

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