1. You don't have to store different tow-bars for different a/c types. This is especially good for ground handlers who handle different airlines with different aircraft types. Also handy for ad-hoc one-off flights. 2. Removing need for tow-bars means one thing less to check daily, weekly, monthly, annually. 3. Towing with a tow-bar requires a man in the cockpit to ride the brakes (brake-rider). This also means the aircraft may require power (either from APU or from the towing vehicle) to supply hydraulic pressure. An aircraft towed with a towbar is dependent on the aircraft brakes if a sudden stop is required as the towbar will not be able to take the weight of the aircraft on its own on decelerations. 4. A normal tug (which uses towbar) needs to be very heavy to enable it to tow an aircraft. Without the weight, the tug will just spin its wheels. The tow--barless tug will have the weight of the aircraft on its wheels so it doesn't need to be as heavy. Just solidly built to support the engine and associated hydraulic stuff. This weight also makes the brakes more effective. 5. A towbarless can tow the aircraft faster as control is way better. In some busy airports they only allow you to move the aircraft across busy taxiways or during peak hours if it is either taxied under its own power or towed by a towbarless tug. Towing using tow-bar is not allowed as it is very slow. 6. The tow-bar has 'shear pins' which limit the force which can be applied through the nosewheel towbar points. This reduces the towing speed. They can and do break once in a while. While a spare is usually carried in somewhere on the 'bar it still stakes a few minutes to get in installed. Not fun in the middle of a pushback and may result in a blocked taxiway. 7. A lot of injuries are caused by towbars. Either they jacknife when something fails or a lapse in procedure caused the nosewheel steering to be activated before the bar has been disconnected. The danger here is the nosewheel is self-centering in almost all aircraft and will swing the bar if the nosewheel is not centered. Scary to see and can take your legs out.
1) although most tow bars are aircraft specific it is possible to use one tow bar on multiple aircraft 2) 6 bolts and pin vs an entire hydraulics system 3) Brake rider is required regardless of towing apparatus 4) That approximately 20,00lbs difference in weight helps big time during snow and inclement weather operations 5) Tow bar tractors allow far better control and precision guidance of the aircraft. Once you start shifting gears and get the tractor into D6 you'll realize its just as fast as a towbarless its far easier to swing a towbarless tractor under an aircraft 6) Sensor on the towbarless often prematurely engages stopping the push as it feels nose gear angle is been exceeded requiring operator the override 7) False towbar pushes have come to the point that carriers are experimenting with Single point disconnect. no longer requiring disconnecting from the tractor then the aircraft they are safe as long as the nose wheel is aligned correctly. 8) towbars are superior to towbarless in they DO NOT require taxiways or ramp spaces to be completely flat to complete the push 9) hooking up the towbar and tractor in tight spaces is an absolute breeze tractor is not required to be 100% straght with laser designator Make no mistake I absolutely love operating the TLD TPX-500/200 however outside those two I dont particularly care for towbarless unless its a sunny day and i'm expecting no impediments.
The nose gear usually carries up to a maximum of 15 % of the plane's weight. If we take a Boeing 737-900 as an example this means up to 11,850 kg (26,124 lbs). Structurally about the same as in fifth wheel coupling of semi-trailer, lifting 12 tons for any hydraulics is not a problem - retaining ring of semiaxle requires 6 tons to disengage, which is done by manual table press
That depands of P/B trucks they use. Before they used steering pin now they lift fron wheel up but also steering pin is still in use in smaller airports.
Bypass pin is used in every type of pushback procedure on every airport in the world (when aircraft type supports usage of the pin). It has nothing to do with lifting up the aircraft or pushing using towbar.
ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-oAYUvaZZTZ4.html : this here shows a pushback on a B777 without lifting, using the pin a few have mentioned on here.
i just want to say i love to fly i love big airplanes and to see the under care is fantastic...i love the behind the scences...because if if crashes they attack the ground crew...so fyi i love this video...fyi i pray all flights are safe...most are much love goes from my heart to all of you...and fyi if you work on a plane be strong tell some one if you ever have an issue...omg...stand up and be strong so we all can enjoy flight.....thanks for shareing...
At 6:13 you can see the nose gear steering reactivate after the pin is removed! 3000 PSI will move almost anything. (edit: look at the wheel on the left.)
Much more environmentally friendly since the tug is completely electric and reduces the risk of damage or injuring to a ramp worker by cradling the nose gear instead of pushing against it with a steal tow bar.
Mohammed Elrasheed the headset is to comunícate with the pilot they tell us when to push back because they have to do a check list and get the permission from the tower control to go out and that push back is only for wide body planes normally we used a tow Bart and regular truck
رفع الطائرة وتحريكها من وقوفها الي المدرج عن طريق الرافعة الهدورليكيه بهاذا الشكل سوف يتلف الكفرات الاماميه وسوف يتلف حامل الكفرات وسوف يخل بتوازن الطائره عند هبوطها وعند اقلاعها ولكن عند هبوطها سوف يكون الحمل أقوى عليها ممكن يؤدي الي انعكاف حامل الكفرات عند الهبوط احتمال كبير يتلف وسوف يكون العواقب وخيمة الحل تحريك الطائرة عن طريق الكبتن هو من يتحكم في ارجاعها ومسارها كامل بدون الاستعانه برافعه اعتقد انه هو الا افضل
hey, I was wondering what that yellow wire between the tug and the plane is/does? I've never seen it used on tugs with towbars, only with towbarless tugs
wow. amazing video. can i share this video on my facebook page and youtube channel ? cuz i'm running a facebook page and youtube for "who want's to be pilot" . :)
The steering bypass pin. It disconnects the nose gear from the hydraulic system so we can turn the aircraft without damage. When the pin is removed and the nose gear inst straight it will 'snap' into position as the steering pressurizes again.
@@ikarlhd1 hit it right on the nose. For airports that use a standard towbar, you need the bypass pin otherwise if you still have the towbar connected it could snap back to straight and the towbar goes flying into the shins of the ground crew disconnecting the pushback from the plane Showing it to the pilot is how they notify the pilots that they're good to go, they kinda wave the plane off
Many reasons: 1. Easier to push without a bar. 2. Once pushback is complete not having the hassle of disconnecting the bar. 3. Tug driver doesn't need to get out at all. 4. Probably the best reason, perfect for towing to different stands. 5. Cool as hell!
Seriously I never thought front wheel gets lifted in this process. Actually airlines can save on fuel a lot (with monetory benefit as well) if this PB trucks take this till RW start.
This is somewhat new technology. They are called "Super Tugs". Mostly used by maintenance to reposition to the hangar and back, or from gate to gate. Very expensive piece of machinery. The drivers seat fully swivels, so it can be driven while pushing and pulling.
I pushed back commercial aircraft for almost 20 yrs and we had the standard tow bar with pin. That was much faster ,and I personally could have parked any of the landing gear on a dime in the dark. That EQ used looked very expensive.and can't figure out the benefit to it.
Are there cameras looking at the wheel so that the driver can see when it's properly located? I think I can see two on the right of the video (left of vehicle). Always preferred the towbar tugs myself as they look 'cute' with those big wheels!
They use a system of photosensors to know when the aircraft is properly positioned. Most of them are fully automated during the pickup procedure. After the operator lines up with the aircraft, they will simply hold a joystick forward and the machine does the rest.
jjaus not that this applies to the aircraft but I think with the larger aircrafts like the 747 and a380 need this type of pushback instead of just the tow tug
Better off with a towbar and regular pushback that looks way to time consuming for turn flights only use I see that for is towing to hard stands or maintenance hangars
