National Academies Press: OpenBook

Use of Towbarless Tractors at Airports—Best Practices (2012)

Chapter: Use of Towbarless Tractors at Airports Best Practices

Page 1
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 1
Page 2
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 2
Page 3
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 3
Page 4
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 4
Page 5
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 5
Page 6
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 6
Page 7
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 7
Page 8
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 8
Page 9
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 9
Page 10
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 10
Page 11
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 11
Page 12
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 12
Page 13
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 13
Page 14
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 14
Page 15
Suggested Citation:"Use of Towbarless Tractors at Airports Best Practices." National Academies of Sciences, Engineering, and Medicine. 2012. Use of Towbarless Tractors at Airports—Best Practices. Washington, DC: The National Academies Press. doi: 10.17226/14649.
×
Page 15

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

Responsible Senior Program Officer: Michael R. Salamone airport Cooperative researCh program sponsored by the Federal aviation administration March 2012 C o n t e n t s 1 Introduction, 1 2 Definition of terms, 2 3 tBLt operator Requirements, 4 4 tBLt—Vehicle Requirements, 5 5 Aircraft-Under-tow Requirements, 6 6 towbarless tractor Procedures, 7 7 Communication, 10 8 operator Responsibilities, 11 9 Weather, 12 10 emergency/Abnormal Procedures, 12 11 Future towbarless tractor operations, 13 12 Reference Material, 13 Research Results Digest 15 1 IntRoDUCtIon 1.1 Background Towbarless tractors (TBLTs), also known as towbarless tow vehicles (TLTVs), are used to tow aircraft on the airport. TBLTs, as the name implies, do not use a towbar but instead use a pick-up device located in the center of the vehicle to cradle the nose gear tires in order to provide direct maneuver- ing of the aircraft. TBLT operations have increased in recent years due to the superior maneuverability provided by these vehicles and a renewed focus on energy and environ- mental conservation. The absence of tow- bars and the higher operating speeds mean that aircraft movements, pushbacks, gate- to-gate towing, and maintenance towing can be carried out faster than with conven- tional towbar tractors, minimizing impacts to airport operations. While some airports, airlines, and ser- vice providers have developed standards specific to their operation of TBLTs, no industry-wide guidance exists for this type of operation. Several incidents involving TBLTs have raised awareness of the need to establish “Best Practices” guidelines for TBLT operations. 1.2 Development of Best Practices The use of TBLTs varies from airport to airport but is generally increasing. Although a TBLT represents a large up-front capital cost, it has several benefits over traditional towbar tractors, including the following: • More secure control of the aircraft and greater responsiveness; • Simplicity of use and reduced opera- tor training; • Allowance for operation in the entire airport environ, including movement areas, without impacting airport operations; • Elimination of the need to maintain multiple towbars (for each aircraft type); and • Energy and environmental conser- vation. Use oF toWBARLess tRACtoRs At AIRPoRts—Best PRACtICes This digest presents the results of ACRP Project 04-07A, “Best Practices for Managing the Use of Towbarless Tractors at Airports.” The study was conducted by a research team under the leadership of Ricondo & Associ- ates, Inc., with Colleen Quinn acting as the Principal Investigator. Towbarless tractor after disengaging from an aircraft nosewheel.

2States Department of Transportation (DOT)/Federal Aviation Administration (FAA) rules and regulations, FAA advisory circulars (ACs), FAA orders, existing airport operating procedures, aircraft manufactur- ers’ recommended practices, TBLT manufacturers’ recommended practices, and equipment-specific train- ing. Where appropriate, this document may, however, be used to supplement existing documentation, guid- ance, and information. Each airport presents a unique combination of physical, operational, meteorological, and regula- tory characteristics that must be evaluated as a whole when an effective TBLT operational and training program is being developed. This document is in- tended to serve as a starting point for airports and/ or operators who are considering development of their own guidance on TBLT best practices. Com- munication and coordination within the local airport community is critical to ensure that the best prac- tices ultimately implemented are clearly understood and agreed upon. It is important to recognize that the technical and operational landscapes surround- ing aircraft towing are evolving, which may neces- sitate that this document be updated periodically to remain current and within existing and future regu- latory requirements and guidelines. 2 DeFInItIon oF teRMs Air Traffic Control (ATC)—Personnel authorized to control aircraft and vehicles operating on the airport movement area and in the airspace. ATC issues specific instructions that approve or disapprove the movement of aircraft, vehicles, equipment, or personnel. For purposes of this document, ATC encompasses tower, ground, and ramp control. Airport Traffic Control Tower (ATCT)—A ter- minal facility that uses air/ground communica- tions, visual signaling, and other devices to pro- vide ATC services to aircraft operating on and in the vicinity of the airport. Airport Markings—Markings used on the runway and taxiway surfaces to identify a specific run- way, a runway threshold, a centerline, a hold line, and the like. Airport Operations Area (AOA)—The areas on the airport (generally inside airport fencing) that include aprons, ramps, aircraft parking areas, taxiways, and runways. The development of TBLT operations best prac- tices started with identifying industry groups in- volved with TBLT operations. Once identified, the following groups were contacted to collect data and discuss TBLT considerations: • Airlines that use TBLTs, • Airports at which TBLTs are in use, • Aircraft manufacturers, • Aviation industry organizations, and • Airport safety working groups involved with TBLT operations. The information gathered from these groups was consolidated and common practices were identified as were unique practices that had appli- cation on a broader scale. Regulatory requirements pertinent to TBLT operations were also identified; these requirements generally apply to ground vehi- cles, which include TBLTs and their operators. The information was organized and presented as best practices aimed at providing broad guidance to air- ports and airlines for the enhancement of safety in TBLT operations. 1.3 Purpose The purpose of this document is to provide prac- tical planning guidance describing best practices for operating TBLTs at airports. This document intro- duces best practices to airports and operators that do not currently have guidelines and can be incor- porated into or supplement existing documents and handbooks. The following objectives guided the de- velopment of this document: • Develop the document as a reference that is useful to airports and aircraft operators, • Provide practical guidance to assist airports and aircraft operators in developing training programs for the safe use of TBLTs, and • Provide practical guidance to assist airports and aircraft operators in developing and im- plementing a standard set of guidelines for safe operation of TBLTs. The purpose of this guidance is to assist airports and aircraft operators in gaining a basic understand- ing of the training and operational issues associated with TBLT operations. The guidance and informa- tion in this document is not intended to be a substi- tute for, nor in any case supersede, existing United

3white, green, or red light as selected by the tower controller. The color and type of light transmit- ted can be used when radio communication is not available for controlling traffic on the airport movement area. Line of Sight (LOS)—An imaginary straight line from the observer’s eye to an object. Lost Communications—Loss of the ability to com- municate by radio. Maintenance Towing—Towing of an airplane for maintenance/remote parking purposes (e.g., from the gate to a maintenance hangar). The airplane is typically unloaded (no passengers or cargo, reserve fuel only). This type of towing can in- volve relatively high speeds and long distances with several starts, stops, and turns. Monitor—Listen on a specific frequency [e.g., ATC ground, ATC tower] and stand by for instructions. Under normal circumstances do not establish communications. Movement Area—The airport runways, taxiways, and safety areas. The movement area does not include loading ramps or aircraft parking areas. Specific approval for entry onto the movement area must be obtained from ATC. Night—The hours between the end of evening civil twilight and the beginning of morning civil twi- light or such other period between sunset and sunrise as may be specified by the appropriate authority. Non-movement Area—Taxi lanes, aprons/ramp and parking areas not under control of ATC. Notices To Airmen (NOTAMs)—A notice contain- ing information (not known sufficiently in ad- vance to publicize by other means) concerning the establishment, condition, or change in any component (facilities, service, procedures, haz- ards) the timely knowledge of which is essential to personnel concerned with flight operations. Oversteer—Exceedance of the maximum allow- able steering angle or torsion load as defined by the airframe manufacturer for a specific airplane model or derivative. Pushback Towing—Towing of a fully loaded rev- enue airplane (passengers, cargo, and fuel) from a parked position at the gate to the taxiway. Towing typically includes pushback with a turn, stop, and a short tow forward to align the airplane. Runway Incursion—Any occurrence at an aero- drome involving the incorrect presence of an Airport Surface Detection Equipment (ASDE)— Surveillance equipment specifically designed to detect aircraft, vehicular traffic, and other ob- jects on the surface of an airport, and to present the detected images on a tower display. ASDE is used to augment visual observation by tower personnel of aircraft and/or vehicular move- ments on runways and taxiways. Apron (also referred to as Ramp)—A defined area, on a land aerodrome, intended to accom- modate aircraft for purposes of loading or un- loading passengers, mail or cargo; refueling; and parking or maintenance. Automatic Terminal Information Service (ATIS)—The continuous broadcast of recorded non-control information in selected terminal areas. Its purpose is to improve controller effec- tiveness and to relieve frequency congestion by automating the repetitive transmission of essen- tial but routine information. Controller—A person authorized to provide ATC services. Dispatch Towing—Towing of a fully loaded rev- enue airplane (passengers, cargo, fuel) from the terminal gate/remote parking area to a location near the departure runway. This type of towing can involve relatively high speeds and long dis- tances with several starts, stops, and turns, and generally replaces typical pre-takeoff taxiing operations. (Formerly referred to as “high-speed towing” or “operational towing.”) Empty—A tow tug (TBLT or conventional tug) that is operating without an aircraft in tow. Escort—Airside operations vehicle leading, direct- ing, and guiding a vehicle. Flight Deck Observer—Personnel in the aircraft flight deck qualified and authorized to communi- cate with the ATC, assist the TBLT operator with situational awareness of taxi movements, and also to apply brakes only in case of an emergency. Foreign Object Debris (FOD)—Any item located on the AOA that can be ingested or blown by an aircraft engine causing damage to property or personnel. “Hold Short”—ATC communications term used to instruct vehicles or aircraft to hold short of a runway, traffic, or a specific point on the airfield such as localizer critical area, glideslope critical area, precision obstacle-free zone, and so forth. Light Gun—A handheld directional light signal- ing device that emits a brilliant narrow beam of

43 tBLt oPeRAtoR ReqUIReMents This section describes the specific minimum requirements for TBLT operators. These require- ments include FAA guidance, airport operational requirements, airline operating manuals, and manu- facturers’ recommended procedures. 3.1 Credentials In addition to demonstrating proper training and knowledge, TBLT operator licensing and badging must be obtained prior to operating a TBLT. Ad- ditionally, personnel must be able to show licens- ing documentation upon request. Airport opera- tors typically require that TBLT operators obtain the following credentials prior to operating on the airport: • Background checks and screening, • Valid state-issued driver’s license (FAA AC 150/5210-20), • Valid airport security badge/identification, and • Airport driving privileges (FAA AC 150/ 5210-20). 3.2 training Recommended minimum training requirements are listed below by training area. All areas should be covered during training and airport operators should provide a means of testing of the material. Trainees should have on-the-job (OTJ) training prior to unescorted access and demonstrate sound situational awareness (FAA AC 150/5210-20 and FAA AC 00-65). The TBLT owner should maintain training records (Federal Aviation Regulations (FAR) 139.329.f ). • General: – Minimum age requirement, – Physical qualifications, – Security background check, and – Appropriate level of knowledge of airport rules and regulations. • Airport driver training (FAR 139.329.e): – An emphasis should be placed on initial and annual recurrent driver training for TBLT operators, specific to each TBLT model operated. – Many runway incursion factors include a lack of driver training. See FAA AC 150/ aircraft, vehicle, or person on the protected area of a surface designated for the landing and take- off of aircraft. Ramp Control—A ground communications facil- ity that provides ATC services to aircraft operat- ing on the ramp area. Read Back—Upon receiving ATC instructions, a pilot repeats all, or specified parts, of the trans- mission. Route—A defined path consisting of one or more courses that an aircraft can traverse on the airport. Runway Visibility Range (RVR)—The maximum distance along the runway at which the runway lights are visible to a pilot after touchdown. Situational Awareness—The ability to identify, process, and comprehend the critical elements of information about what is happening at a given point in time (i.e., knowing what is going on around you). Super Tug—See Towbarless Tractor. Tail Walker—Ground personnel assigned to ac- company the aircraft to ensure sufficient clear- ance of aircraft tail to objects are maintained during pushback and/or towing in limited spaces. Taxi—The movement of an airplane on the surface of an airport (ATC clearance required to taxi in movement areas). Towbarless Tow Vehicle (TLTV)—See Towbar- less Tractor. Towbarless Tractor (TBLT)—An aircraft tow tractor that utilizes a pick-up device located in the center of the vehicle used to cradle the nose gear tire of an aircraft. The TBLT works without a towbar, thus enabling a quick, safe and eco- nomical handling of aircraft on the ground. The absence of towbars and the higher speeds mean that aircraft movements, pushbacks, gate-to-gate towing, and maintenance towing can be carried out faster than with conventional towbar tractors, minimizing impact to airport operations. Visibility—The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night. Vis- ibility is reported as statute miles, hundreds of feet, or meters. Wing Walker—Ground personnel assigned to ac- company the aircraft to ensure sufficient clear- ance of aircraft wingtips to objects is maintained during pushback and/or towing in limited spaces.

5 ▪ How adverse conditions affect TBLT braking and turning (heavy snow, strong winds, etc.). ▪ How exceeding the nose gear steering angle limits affects control of the TBLT. – Have a thorough knowledge of TBLT re- quirements, towed aircraft requirements, and towing procedures as outlined in Sections 4 through 10 of this document. – Receive training in handling emergency procedures. • Appropriate level of knowledge of airport rules and regulations (FAA AC 150/5210-20): – Proficient in communications with ATC, – Thoroughly familiar with airport layout, – Functional knowledge of the English lan- guage (FAA AC 00-65), – Functional knowledge of aviation terminol- ogy (FAA AC 00-65), – Familiar with aircraft operations on the airfield, – Understand light gun signals, and – Familiarity with airport signage 4 tBLt—VehICLe ReqUIReMents This section describes the minimum requirements of a TBLT in order to conduct a safe and efficient towing operation. 4.1 Access Control While operating on the movement area, TBLTs must adhere to procedures developed by the airport operator and ATC. TBLTs operating on the move- ment area should be limited to only these necessary to support operational activity. 4.2 Mechanical A mechanically sound TBLT is required to en- sure the safety of any towing operation. The TBLT operator is responsible for ensuring the equipment used meets safety requirements. • The TBLT operator should perform an in- spection of the TBLT before starting a tow operation. This inspection should include, as a minimum, the following verifications: – All equipment is serviceable and mechani- cally sound, 5210-20 Appendices A and B for specific driver training. • Airport movement area training (FAR 139. 303.c): – Initial training should be provided to the new employee or airport user that would en- able the employee to demonstrate the ability to operate a vehicle safely on the AOA in accordance with established procedures. – Recurrent remedial training for personnel authorized to operate on movement areas should be provided at least yearly. • Airport movement area training course curriculum: – Airport familiarization, rules and regulations, diagram, aircraft operations (FAR 139.303.c) in all weather conditions; – Access to, and operation in, movement and safety areas (FAR 139.303.c); – Airport rules and regulations; – Movement area familiarization/situational awareness; – Airport communications (FAR 139.303.c); – Use of checklists (see AC 00-65 for sample checklists); – Physical control/maneuvering of the vehicle; – Security on the AOA; – Airport signs/markings/lights (FAR 139. 303.c); – Safety areas; – Low visibility; – Runway incursion prevention; and – Crew Resource Management (CRM). • TBLT manufacturer training specific to equip- ment. The TBLT operator should: – Perform a pre-tow TBLT safety inspection. – Be thoroughly familiar with the type of tow equipment and procedures to tow specific aircraft (FAA AC 00-65). – Understand restrictions/limitations on tow equipment (FAA AC 00-65): – Speed restrictions for both clear and clut- tered ramp, and – Speed restrictions for contaminated pave- ment conditions. – Understand factors affecting the perfor- mance of TBLT equipment: ▪ How speed affects control of the TBLT. ▪ How aircraft weight affects the TBLT’s stopping distance.

6• Unique identification number for each piece of equipment to enhance visibility, clearly dis- played as described in FAA AC 150/5210-5; • Guidance as provided in FAA AC 150/5210-5 for all airport vehicles, regardless of the TBLT ownership and funding source; and • Clear display of company logo. 4.7 external elements Protection It is recommended that the TBLT be equipped with a cab to keep its operator shielded against weather, external elements, and aircraft noise. 4.8 equipment/Accessories Several pieces of equipment and accessories are recommended to be available to the TBLT operator to increase the safety of the operation. It is recom- mended the TBLT be equipped with: • ASDE-X transponder; • Dual VHF radios; • Seatbelt for each TBLT occupant; • Windshield wipers and windshield defrost/ defogging systems; • Wheel chocks, complemented by sand bags in snow and ice conditions (FAA AC 00-65); • Placard with the current airfield diagram (FAA AC 150/5210-20); • Placard with ATC and other essential radio frequencies (FAA AC 150/5210-20); • Placard listing essential 24/7 telephone contact numbers; • Placard illustrating ATC light gun signals (FAA AC 150/5210-20); and • Placard denoting airfield signage and mark- ings (FAA AC 150/5210-20). 5 AIRCRAFt-UnDeR-toW ReqUIReMents This section describes the minimum requirements of an aircraft under tow in order to conduct a safe and efficient towing operation. 5.1 safety—General In anticipation of Safety Management System (SMS) requirements, all managers and supervisors should, identify, eliminate, control, and document hazards within the workplace to minimize risks as- sociated with uncertainty in the decision-making process. (FAA AC 00-65) – All radio equipment is in working order, and – All towing connections are secure 4.3 Communication A means of communication between the aircraft flight deck and the TBLT cab is required. This is typically provided through the TBLT intercom sys- tem that is connected directly to the aircraft by wire. Additionally, the TBLT should be equipped with two permanently mounted, fully programmable, two-way radios, which will be the means of com- munication with ATC. 4.4 Lighting Adequate lighting will increase visibility of the TBLT, especially at night or during periods of poor visibility. This is especially important when the TBLT operates away from a well-lit apron area. The following lighting equipment is strongly recommended: • Working headlights and brake lights; • LED light bar on top of the operator’s cab and two amber strobe or beacon lights on the back; • Lights should be mounted consistent with FAA AC 150/5210-5; • The lights must be operational and turned on whenever the TBLT is in operation, whether or not it is in motion; and • Additional lighting is encouraged because of the TBLT’s low profile and that the TBLT may be obscured by the aircraft in tow. 4.5 Painting Adequate painting will increase visibility of the TBLT, especially at night or during periods of poor visibility. It is recommended that the TBLT be dis- tinctly painted in international orange and that retro reflective tape be used to outline its shape, including rounded edges. Additionally, it is recommended that the TBLT be kept clean so its coloration is clearly visible. 4.6 Markings Adequate markings will allow for prompt iden- tification of the TBLT, especially at night or during periods of poor visibility. The following markings are strongly recommended:

7Although it is recommended that all of the afore- mentioned lights be turned on, only those specified in FAR Part 91.209 are mandatory. Aircraft anti- collision beacon lights should be turned on any time the aircraft engines are running. Furthermore, any supplemental lighting not specified in FAR Part 91.209 would require prior FAA approval. 5.5 equipment/Accessories It is recommended that the following be con- spicuous inside the flight deck and TBLT cab to in- crease the safety of the operation: • A current airfield map showing all non- movement and movement areas, • All ATC and pertinent frequencies (ramp control, company, etc.), and • Backup communications procedures (includ- ing phone numbers). 5.6 Personnel A qualified flight deck observer is required on the aircraft flight deck to communicate with ATC and to apply aircraft brakes, which are only to be applied in case of emergency and communicated as such to the TBLT operator and/or ATC. 6 toWBARLess tRACtoR PRoCeDURes This section describes the recommended proce- dures to conduct a safe and efficient towing operation. 6.1 Before start Procedures (Prior to Pushback and towing) The following procedures are recommended be- fore the start of any tow operation. The TBLT op- erator and flight deck observer will be responsible for adhering to these recommendations: • Review planned operating procedures with flight deck observer. (An aircraft towing op- eration by TBLT requires at least two quali- fied employees: one in the aircraft and one in the TBLT.) • Review current airport/airfield conditions with the flight deck observer (NOTAMs, ATIS, ATC, airport layout and geometry, pavement conditions, etc.). • Review planned route with the flight deck observer. 5.2 Mechanical The full aircraft braking system should be avail- able for use at all times. An aircraft under tow should be mechanically sound and able to maintain minimum speeds that will preclude impeding air- port operations. Additionally, the aircraft under tow must not exceed towing speeds as determined by the TBLT manufacturer, aircraft manufacturer, airport, or TBLT operator for the existing operating and air- field conditions. 5.3 Communication The flight deck observer will be the primary communicator with ATC and the TBLT operator will be the secondary communicator. The aircraft’s permanently mounted, fully programmable, two- way radio will be the primary means by which the flight deck will communicate with ATC. Communi- cation between the flight deck and the TBLT cab is also required. This is typically provided through the TBLT intercom system that is connected directly to the aircraft by wire. The TBLT operator and flight deck observer must monitor all radio communica- tions and are equally responsible for adhering to all ATC communications and instructions. 5.4 Lighting To increase conspicuity the following aircraft lights may be turned on depending on operational conditions unless otherwise specified under written agreements and/or understandings between desig- nated representatives of the airport, aircraft opera- tors, and local ATC and FAA: • Aircraft interior lights (night or reduced vis- ibility operations), • Navigation lights (day or night operations), • Anti-collision lights (per the discretion of operator), • Upper and lower rotating beacons (aircraft under tow), and • Other supplemental lighting (requires FAA approval). It should be noted that under certain conditions it is possible that an aircraft with lights turned on may incorrectly suggest to outside observers, in- cluding ATC, that the lighted aircraft is under its own power. The flight deck observer should ensure through direct communications that ATC clearly understands that the aircraft is under tow.

8• At the initiation of pushback, the TBLT should push the aircraft straight back until clear of all objects before proceeding with any turning maneuvers. • The aircraft may be pushed back with engines operating if permitted by airport or company procedures. • Engines may not be started during the push- back operation. If required, aircraft engines should be started before the pushback. • Prior to starting the pushback: – The TBLT operator should be facing in the direction of pushback. – The TBLT operator should have thorough knowledge of the delineation of movement/ non-movement areas. – ATC approval is required before entering the movement area. – TBLT operators must have a thorough un- derstanding of airport right-of-way rules. 6.3 Aircraft towing Procedures The following procedures are recommended for aircraft towing operations beyond the pushback. The TBLT operator will be responsible for adher- ing to these recommendations: • The tow team shall maintain contact with ATC through the proper ATC frequencies (ramp, ground, or tower). • Proper phraseology shall be used while in radio contact with ATC. • Prior to starting the tow: – The TBLT operator should be facing in the direction of tow. – ATC approval is required before entering the movement area (if applicable). – The TBLT operator should have thorough knowledge of the delineation of movement/ non-movement areas. – TBLT operators must have a thorough un- derstanding of airport right-of-way rules. • TBLT operator must hold short of all manda- tory instruction signs until cleared by ATC. • TBLT operator should perform smooth starts/ stops. (FAA AC 00-65); the aircraft should not be towed with engines operating. Engines may be operating if the TBLT is only used to push the aircraft away from the terminal gates (FAA AC 00-65). • Review contingency plans with the flight deck observer, including: – Weather, – Alternate tow routes, – Lost communications, and – Emergencies. • Provide a visual check of overall condition of TBLT (FAA AC 00-65). • Provide a visual check of overall condition of aircraft (cargo doors, latches, struts, tires, etc.). • Close entrance doors, retract or remove lad- ders, install landing gear down locks (if required) (FAA AC 00-65). • Test TBLT transponder (if applicable) and check proper working condition of minimum operating equipment (radios, lights, safety equipment, etc.). • Verify the airport diagram (movement/non- movement) placard is available to both the TBLT operator and flight deck observers (review Surface Movement Guidance Control System (SMGCS) Plan/diagram if applicable). • Check the pre-charged aircraft brake accumu- lator pressure before each tow, and do not use TBLT if aircraft brake pressure is below nor- mal operating limits. • Do not hang any equipment on the aircraft exterior (FAA AC 00-65). • When connecting a tow vehicle, personnel should be extremely vigilant to any sudden movement of the tow vehicle or aircraft (FAA AC 00-65). • Ensure all ground equipment and FOD is removed from the vicinity of the aircraft and pushback area. • Ensure properly charged fire bottles/ extinguishers are accessible. • TBLT operators and flight deck observers must wear their seatbelts/safety belts prior to push back and at all times during the tow. 6.2 Aircraft Pushback Procedures The following procedures are recommended for any aircraft pushback operation. The TBLT opera- tor will be responsible for adhering to these recom- mendations: • Wing walkers and tail walkers are recom- mended during pushback when other aircraft or objects are positioned in adjacent parking positions/gates.

9• Inspect aircraft for damage upon completion of the tow per manufacturer’s recommenda- tions and report any damage. • Prohibited operations: – Passing other vehicles or aircraft, – Leaving a TBLT unattended with the engine running, and – Driving a TBLT under an aircraft. 6.4 towbarless tractor Repositioning Procedures TBLT repositioning consists of driving the TBLT without an aircraft in tow. It is sometimes referred to as “TBLT operating empty.” During repositioning, the following is recommended: • Use service roads if the service road weight bearing capability and width are adequate (FAA CertAlert 08-06). When the use of ser- vice roads is not practical, the TBLT may use airport movement areas in accordance with rules, regulations, or agreements with the air- port. While on airport movement areas, the TBLT operator must be in radio contact with ATC at all times. • Driving under aircraft is prohibited. • Driving under passenger boarding bridges is prohibited. 6.5 Dispatch towing Procedures 6.5.1 Overview Dispatch towing is the towing of a fully loaded revenue airplane (passengers, cargo, and fuel) from the terminal gate or remote parking position to a location near the departure runway made possible by the increased towing speeds achievable with a TBLT. Dispatch towing with a TBLT has been iden- tified as a strategy to reduce aircraft taxi fuel burn and engine emissions. 6.5.2 Dispatch Towing Issues Dispatch towing has been used at some airports in the U.S. However, a number of issues related to dispatch towing have been identified that limit widespread use. First, TBLT towing places heavy stress loads on the nose gear. Tests conducted by Virgin Atlantic and Boeing found that dispatch tow- ing with TBLTs resulted in a reduced operational • TBLT operator should maintain slow speeds and high turning radii during turning maneu- vers. For example, Boeing recommends the maximum allowable steering angle be 80 per- cent of the conventional towbar limits. The conventional towbar limits were reduced for towbarless towing to provide a margin of safety for the absence of shear protection furnished by the towbar/tow lug connection. • Aircraft brakes should not be used except in the case of an emergency. • Maximum allowable towing speed should be determined by the operator based on the TBLT model and aircraft under tow. Recom- mendations for towing speeds in good weather conditions: – Towing speed in apron/ramp areas should be no faster than walking pace. – Towing speed in close quarters, turns and near gates should be restricted to less than 2 mph. – Towing speed limited to 6 to 8 mph on long hauls, straight portions not to exceed speeds as recommended by the TBLT or aircraft manufacturer. • Reduce towing speeds according to aircraft weight and airfield conditions (snow, ice, wet pavement) (FAA AC 00-65). • Towing personnel should not place them- selves in the direct path of aircraft wheels nor ride on any external portion of an aircraft or tow vehicle (FAA AC 00-65). • The TBLT operator should have knowledge of aircraft nose gear operating specifications to ensure the nose gear maximum allowable steering angle is not exceeded and the nose gear is not overstressed. • Upon completion of the tow operation, the aircraft should be positioned such that the nose gear is aligned with the aircraft. • Wing walkers should be used in congested areas such as the gate areas or non-movement areas having short separation distances from fixed or moveable objects. • Tail walkers should be used during towing operations when the aircraft is turned in areas having short separation distances from fixed or moveable objects. • Prior to disconnecting the TBLT from the air- craft, the aircraft parking brake should be set and/or chocks placed on the aircraft.

10 • ATC personnel should be provided familiar- ization of TBLT limitations. • A means of communication with the TBLT operator’s company should be provided. 7.2 Responsibility (see section 5.3) The flight deck observer will be the primary communicator with ATC while the TBLT operator will be the secondary communicator. • The flight deck observer may authorize other personnel in the flight deck to communicate to ATC on their behalf; however, the flight deck observer is accountable to adhere to all ATC instructions. • The TBLT operator will monitor appropri- ate radio frequencies, but will not, however, communicate directly with ATC unless directed by the flight deck observer who has communications responsibility during the tow operation. • The TBLT operator will act as an extra set of “eyes and ears” and otherwise provide addi- tional situational awareness to the flight deck observer. As such, the TBLT operator will maintain direct radio contact with the flight deck observer and communicate with him/her only as necessary. • An alternate method of communication with ATC (when conditions restrict aircraft battery operation for instance), is through an escort vehicle in direct contact with the control tower and the TBLT operator. The escort vehicle would accompany the aircraft throughout the towing operation (FAA AC 00-65). 7.3 Procedures • The flight deck observer must obtain clear- ance from ATC prior to operating on any movement area (FAA AC 00-65). • The flight deck observer will read back ATC instructions when appropriate and/or required (e.g., “Hold Short of ___,” “Roger,” “WILCO”). • The TBLT operator will acknowledge ATC instructions through read back procedures with the flight deck observer • Identify TBLT operations to ATC as “Super- Tug {Equipment #}.” TBLT operations using smaller equipment (e.g., TBLTs designed to life of aircraft nose gear because of the additional stress. Additionally, the TBLT must disconnect from the aircraft near the end of the runway and re- turn to the terminal. This return trip represents an additional vehicle on the airfield with which ATC must maintain contact until such a point that the TBLT exits the movement area or can use a vehicle service road. 6.5.3 Procedures For the reasons described above, TBLT dispatch towing is not a recommended practice. If dispatch towing is requested, the operation should be re- viewed on a case-by-case basis. Airports and opera- tors should apply the towing procedures outlined in Section 6.3 and monitor the operation to determine if additional regulations are necessary. 7 CoMMUnICAtIon Effective communication between airport users and ATC is a key to safe airport operations. This sec- tion describes communication requirements, respon- sibilities, and procedures during TBLT operations. 7.1 Requirements • Towing operations require continuous contact with ATC via an aviation band transceiver while in the movement area, whether or not in motion. • Proper aviation phraseology and phonetic alphabet should be used at all times. • Satisfactory speech is required (radio commu- nication should be made slowly and clearly). • Communications will only be of a profes- sional nature and necessary to ensure the safe and secure movement of aircraft. • The TBLT operator and flight deck observer must always remain in communication with each other. • The TBLT operator and the flight deck observer must have the capability to commu- nicate directly with ATC at all times during towing operations. • The tow team must be able to monitor the ATC frequency they are assigned to at all times regardless of the person who is in con- tact with ATC.

11 • Participate in “Before Start” briefing with TBLT operator and escort, if applicable. • Act as primary communicator with ATC. • Use proper aviation phraseology and phonetic alphabet at all times. • Use satisfactory speech (slowly and clearly). • Apply brakes in case of an emergency and when directed to do so by the TBLT operator • Monitor aircraft brakes hydraulic pressure (FAA AC 00-65). 8.3 towbarless tractor operator The TBLT operator has the following responsi- bilities: • Use a checklist (FAA AC 00-65). • Acknowledge ATC instructions through read back procedures with the flight deck observer. • Operate the TBLT in safe manner (FAA AC 00-65). • Ensure placards specified in Section 4.8 are visible inside the cab, check for temporary placards (FAA AC 00-65). • Ensure equipment is serviceable and func- tioning properly before starting tow. • Provide a “Before Start” briefing to the tow team. • Ensure compliance with aircraft lighting requirements (FAR 91). • Ensure ATC clearance is obtained prior to entering the movement area. • Ensure ATC clearance is clearly understood and acknowledged with flight deck observer. • Perform pre-tow circle check: – Ensure all equipment and personnel are clear of the airplane prior to tow. – Check with flight deck observer that ad- equate hydraulic pressure has built up for aircraft brakes. – Check proper positioning of torque links if required. – Turn on all TBLT exterior lights (FAR 91). – Turn on position lights between sunset and sunrise (FAR 91). Wear communication headset (except in limited cases where procedures dictate that the wing walker wears it for pushback). • Remain in constant contact with flight deck observer. • Stop TBLT upon losing communication with flight deck observer or ATC (FAA AC 00-65). tow regional jets) can be identified as “MiniTug {Equipment #}.” • Identify a TBLT repositioning to ATC as “Maintenance {Equipment #}.” 7.4 Contingencies • The TBLT operator should use a headset if ambient noise is too loud. • A backup form of communication with ATC should be provided. • A communications plan should include con- tingencies in case of lost communications. 7.5 emergencies The TBLT operator and/or flight deck observer may communicate directly with ATC in case of an emergency. 8 oPeRAtoR ResPonsIBILItIes This section sets forth the responsibilities of all parties involved in TBLT operations. 8.1 tBLt owner • When the TBLT owner is an aircraft operator under Title 14 CFR Parts 91, 91K, 121, 125, 129, and 135, it must establish guidance that clearly defines duties and responsibilities and employs the use of a checklist. • The TBLT owner should submit procedures to the Certificate Holder District Office (CHDO), including at least (FAA AC 00-65): – Safety instructions, – Operating procedures (including day vs. night), – Initial and recurrent training, – Radio communication, and – Towing procedures checklist. • The TBLT owner is required to maintain train- ing records (FAR 139). 8.2 Flight Deck observer The flight deck observer has the following re- sponsibilities: • Check ATIS, NOTAMs, airport diagram, ATC frequencies, and so forth.

12 9 WeAtheR Weather conditions should be taken into consid- eration before starting towing operations. Below is a list of weather-related recommendations: • Consider using an escort in poor weather conditions. • Aircraft towing in low visibility (below 1200 RVR) is discouraged. • If applicable, TBLT operator and flight deck observer must be familiar with the SMGCS plan. • When ice, snow, slush, or water at near freez- ing temperatures is present, the TBLT may be fitted with tire chains, preferably on the axle closest to the aircraft. • In poor weather conditions, speeds should be reduced as dictated by the airport/aircraft oper- ator. The following speeds are recommended: – Close quarters, turns, near gates: < 1 mph. – Straight portions when about to stop: < 3 mph. – Long hauls, straight portions: < 6 mph. • When lightning is present, the TBLT opera- tor should not wear a headset connected to the aircraft. If the TBLT operator and flight deck observer are no longer in communication, lost communication procedures should be initiated. • In strong wind conditions, TBLT operations should be restricted based on manufacturer’s recommendations. 10 eMeRGenCy/ABnoRMAL PRoCeDURes This section provides some examples of recom- mended actions in the event of an emergency. These actions should be tailored to specific situations. • Loss or failure of the aviation band transceiver during a reposition requires the immediate stop- page of the operation; the tow operation cannot proceed without proper ATC clearance. • ATC may use light gun signals to direct the TBLT, although the safest method to proceed would be to contact airport operations for an escort out of the movement area. • Aircraft under tow that become disabled may request mechanics for inspection and possible back-up tow to the ramp or maintenance area. • All emergencies must be coordinated with air- port operations for an escort to access the airfield. No unescorted direct access will be allowed. • Halt operation if direct LOS with wing walkers is lost. • Perform a final visual check for damage when operation is complete. • Obey emergency stop instructions given by any team member (FAA AC 00-65). • Act as communications backup in case of communication failure between the flight deck observer and ATC. • May be delegated responsibility of communi- cating with ATC by the flight deck observer. 8.4 escorts Escorts should be used in bad weather condi- tions, in case of an emergency, if the TBLT operator does not have the required credentials to operate on the movement area, when the flight deck observer cannot fulfill the requirements of the primary com- municator with ATC, or at the discretion of airport management. When an escort is used, the escort vehicle operator is responsible for: • The route to be used during the tow operation. • The speed of the tow operation. • Continuous monitoring of communications between the flight deck observer and ATC with the capability to contact the ATC if necessary. 8.5 Wing/tail Walkers The following applies to wing and tail walkers: • Properly signal the TBLT operator as soon as it appears the aircraft is in danger of colliding with an obstruction (FAA AC 00-65). • Use luminous wands at night (FAA AC 00-65). • Use approved hand signals. • Remain at least 10 feet from TBLT and aircraft nose wheel and main gear during movement. • Do not occupy or transit the direct path of the aircraft wheels (FAA AC 00-65). • Do not cross under aircraft during movement. • Do not ride on any external portion of aircraft or TBLT. • Remain in direct LOS contact with the TBLT operator. • Wing and tail walkers are not required to: – Participate in annual proficiency checks, but should attend recurrent training, or – Be fully qualified in all towing procedures.

13 11.2 standards Airports and operators that extensively use TBLTs may eventually be faced with new standards that will enhance operational safety. Some of these stan- dards may address: • Widening and/or strengthening of airport service roads to accommodate repositioning TBLTs, • Additional guidance on TBLT painting and lighting, • Additional guidance on lighting of aircraft under tow, • TBLT operating performance limitations (cre- ation of manufacturer’s operations manual), • Radio equipment requirements, • TBLT seat belt equipment requirements, • Minimum TBLT operator training, • TBLT operator simulator training, and • Reporting of TBLT incidents and accidents. 12 ReFeRenCe MAteRIAL The following material was collected in the course of this project and is useful in understanding issues and challenges associated with ensuring safe TBLT operations at airports: • International Air Transport Association, Air- port Handling Manual, 29th edition, January 1, 2009. • Federal Aviation Administration Airport Safety and Operations Division, CertAlert 08-06, SuperTBLT Operations on Part 139 Airports (all surfaces), July 1, 2008. • SAE Aerospace, Aerospace Recommended Practice: Towbarless Towing Vehicle Oper- ating Procedure, May 2003. • Towbarless Tow Vehicle Industry Work Group, Meeting Report, September 9–10, 2009. • U.S. Code of Federal Regulations, Title 14 Part 91, General Operating and Flight Rules, August, 18, 1989. • U.S. Code of Federal Regulations, Title 14 Part 91.209, Aircraft Lights, February 9, 1996. • U.S. Code of Federal Regulations, Title 14 Part 91K, Fractional Ownership Operations, September 17, 2003. • U.S. Code of Federal Regulations, Title 14 Part 121, Operating Requirements: Domestic, Flag, and Supplemental Operations, Novem- ber 8, 2007. • In the event the aircraft nose gear becomes dis- connected from the TBLT during the tow and cannot be reconnected, or if the tow equipment has a mechanical problem and cannot continue the tow operation; the aircraft will need to be: – Towed by another TBLT, or – Taxied clear of the movement area, and – Positioned in a location that will not ob- struct airport traffic flow. • If oversteering occurs, perform an inspection of the aircraft in accordance with the aircraft maintenance manual and report any damage. • When the tow is complete, make chocks imme- diately available to prevent the aircraft from rolling. • In weather conditions that involve snow, ice and frost, use sand bags and chocks as neces- sary and appropriate. 11 FUtURe toWBARLess tRACtoR oPeRAtIons The use of TBLTs varies from airport to airport around the world, and the operational benefits indi- cate wider use of TBLTs in the future. Both techno- logical improvements and new standards of use are to be expected in the coming years as TBLT equip- ment evolves. 11.1 technology A semi-robotic tractor is currently being tested to tow aircraft from the airport gate to the takeoff point or to the gate after landing. This type of tow- barless system uses a “turret” to which the aircraft nose wheel is clamped and rotates as the pilot of the aircraft steers the nose wheel, allowing the pilot to steer the aircraft via the towbarless system and using the aircraft’s brakes. The towbarless system leaves the aircraft pilot in control of the taxiing and would not require any personnel inside the TBLT. Under this concept, the towbarless system would be managed through a command and control com- munication center located in the ATC tower. The eventual goal of the program is to fully automate the taxiing process. The semi-robotic towbarless system has the potential to improve the air and noise qual- ity, reduce fuel and engine costs as aircraft would not be under its own power. As such, this type of towbarless system has the potential to provide envi- ronmental and financial benefits.

14 • U.S. Code of Federal Regulations, Title 14 Part 139.303, Personnel, June 4, 2004. • U.S. Code of Federal Regulations, Title 14 Part 139.329, Pedestrians and Ground Vehicles, January 1, 2005. • U.S. Department of Transportation, Federal Aviation Administration Advisory Circular 00-65 Change 1, Towbar and Towbarless Movement of Aircraft, November 8, 2010. • U.S. Department of Transportation, Federal Aviation Administration Advisory Circular 150/5210-5, Painting, Lighting and Marking of Vehicles Used on an Airport, April 1, 2010. • U.S. Department of Transportation, Federal Aviation Administration Advisory Circular 150/5210-20, Ground Vehicle Operations on Airports, March 31, 2008. • U.S. Code of Federal Regulations, Title 14 Part 125, Certification and Operations: Air- planes Having a Seating Capacity of 20 or More Passengers or a Maximum Payload Capacity of 6,000 Pounds or More; And Rules Governing Persons On Board Such Aircraft, November 8, 2007. • U.S. Code of Federal Regulations, Title 14 Part 129, Operations: Foreign Air Carriers and Foreign Operators of U.S.-Registered Aircraft Engaged in Common Carriage, Feb- ruary 10, 2011. • U.S. Code of Federal Regulations, Title 14 Part 135, Operating Requirements: Commuter and On Demand Operations and Rules Gov- erning Persons On Board Such Aircraft, October 10, 1978.

Transportation Research Board 500 Fifth Street, NW Washington, DC 20001 These digests are issued in order to increase awareness of research results emanating from projects in the Cooperative Research Programs (CRP). Persons wanting to pursue the project subject matter in greater depth should contact the CRP Staff, Transportation Research Board of the National Academies, 500 Fifth Street, NW, Washington, DC 20001. COPYRIGHT InfORmaTIOn Authors herein are responsible for the authenticity of their materials and for obtaining written permissions from publishers or persons who own the copyright to any previously published or copyrighted material used herein. Cooperative Research Programs (CRP) grants permission to reproduce material in this publication for classroom and not-for-profit purposes. Permission is given with the understanding that none of the material will be used to imply TRB, AASHTO, FAA, FHWA, FMCSA, FTA, or Transit Development Corporation endorsement of a particular product, method, or practice. It is expected that those reproducing the material in this document for educational and not-for-profit uses will give appropriate acknowledgment of the source of any reprinted or reproduced material. For other uses of the material, request permission from CRP. ISBN 978-0-309-21393-6 9 780309 213936 9 0 0 0 0 Subscriber Category: Aviation

Use of Towbarless Tractors at Airports—Best Practices Get This Book
×
MyNAP members save 10% online.
Login or Register to save!
Download Free PDF

TRB’s Airport Cooperative Research Program (ACRP) Research Results Digest 15: Use of Towbarless Tractors at Airports—Best Practices includes broad guidance designed to help enhance the safe operation of towbarless tractors (TBLTs) at airports.

The report is designed to assist airports and aircraft operators in gaining a basic understanding of the training and operational issues associated with TBLT operations.

TBLTs, also known as towbarless tow vehicles (TLTVs), are used to tow aircraft on the airport. TBLTs, as the name implies, do not use a towbar but instead use a pick-up device located in the center of the vehicle to cradle the nose gear tires in order to provide direct maneuvering of the aircraft.

  1. ×

    Welcome to OpenBook!

    You're looking at OpenBook, NAP.edu's online reading room since 1999. Based on feedback from you, our users, we've made some improvements that make it easier than ever to read thousands of publications on our website.

    Do you want to take a quick tour of the OpenBook's features?

    No Thanks Take a Tour »
  2. ×

    Show this book's table of contents, where you can jump to any chapter by name.

    « Back Next »
  3. ×

    ...or use these buttons to go back to the previous chapter or skip to the next one.

    « Back Next »
  4. ×

    Jump up to the previous page or down to the next one. Also, you can type in a page number and press Enter to go directly to that page in the book.

    « Back Next »
  5. ×

    To search the entire text of this book, type in your search term here and press Enter.

    « Back Next »
  6. ×

    Share a link to this book page on your preferred social network or via email.

    « Back Next »
  7. ×

    View our suggested citation for this chapter.

    « Back Next »
  8. ×

    Ready to take your reading offline? Click here to buy this book in print or download it as a free PDF, if available.

    « Back Next »
Stay Connected!