Deriving Benefits from Alternative Aircraft-Taxi Systems (2016) / Chapter Skim
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Pages 11-17
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From page 11... ...
11 This appendix provides a copy of the detailed discussion of each of the benefits and issues associated with alternative aircraft-taxiing systems included within the ATAM. It repeats some of the information presented in the main discussion, and some of the information repeats across each of the items that follow, but each discussion item from the ATAM has been included here in its entirety for completeness.
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From page 12... ...
12 Deriving Benefits from Alternative Aircraft-Taxi Systems Construction Costs Construction costs may be incurred for additional aircraft main engine start-up areas (needed if an airport or airline does not allow main engine start during taxi-out) and vehicle service roads for return of any external system to the gate area.
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Detailed Description of Information in the ATAM 13 design loads, and tests are required to prove that the tow vehicle and aircraft maintain good stability at all times. While the document is not specifically written for dispatch towing, it can be used to assess the potential for nose-wheel fatigue.
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14 Deriving Benefits from Alternative Aircraft-Taxi Systems with over 30 seats, the prescribed standard passenger weight for an average adult is 84 kg (185 lb) on scheduled flights and 76 kg (168 lb)
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Detailed Description of Information in the ATAM 15 Typical Taxi Speed (i.e., around 20 knots) To achieve reasonable taxiing speeds (and acceleration)
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16 Deriving Benefits from Alternative Aircraft-Taxi Systems motors or additional jet engines) cannot be used for taxiing in as they do not need to be attached to or detached from the aircraft, and there are no associated delays.
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From page 17... ...
Detailed Description of Information in the ATAM 17 electric motors) are estimated at around 1.75 minutes, which is the time needed to attach or detach aircraft pushback tractors for onboard systems.
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