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SAE ARP4853
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SAE ARP4853 Revision C, January 1, 2013
(R) Design Specification for Towbarless Tow Vehicles
Description / Abstract:
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). 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 tonnes (41 900 lb) 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 tonnes (52 900 lb) 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 tonnes (79 400 lb) 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 tonnes (105 800 lb) static.
Dynamic loads must be calculated by the tow vehicle manufacturer.
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). 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 tonnes (41 900 lb) 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 tonnes (52 900 lb) 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 tonnes (79 400 lb) 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 tonnes (105 800 lb) static.
Dynamic loads must be calculated by the tow vehicle manufacturer.
SAE ARP4853 Revision C, January 1, 2013
(R) Design Specification for Towbarless Tow Vehicles