1、 _ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising ther
2、efrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2017 SAE International All rights reserved. No part of this
3、publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-49
4、70 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/standards.sae.org/ARP5283B AEROSPACE RECOMMENDED PRACTICE ARP5283 REV. B Issued 1997-12 Reaffirmed 2005-02 Revis
5、ed 2017-12 Superseding ARP5283A Nose Gear Towbarless Tow Vehicle Basic Test Requirements RATIONALE Clarification on precedence if equivalent airframe manufacturer documentation exists, publications address updates, and minor editorial changes. FOREWORD In this ARP, the minimum essential criteria are
6、 identified by the use of the key word “shall”. Other recommended criteria are identified by the use of the key word “should” and, while not mandatory, are considered to be of primary importance in providing safe and serviceable towbarless tractors. Alternative solutions may be adopted only after th
7、orough evaluation has shown them to be equivalent. The testing requirements listed here within are minimum testing requirements and may not satisfy all of the airframe manufacturers requirements for tow vehicle assessment. Some airframe manufacturers have their own documents which are provided for t
8、ow vehicle assessment. Any additional test requirements from the airframe manufacturers documents shall be included in the test program for the given airframe SAE INTERNATIONAL ARP5283B Page 2 of 16 TABLE OF CONTENTS 1. SCOPE 3 2. REFERENCES 3 2.1 Applicable Documents 3 2.1.1 SAE Publications . 3 2.
9、2 EASA Publications (Regulatory - Europe) 4 2.3 Airframe Manufacturers Publications . 4 2.3.1 Airbus 4 2.3.2 Boeing . 4 2.3.3 McDonnell-Douglas . 4 2.4 International Standards . 4 2.5 Definitions . 4 3. PART I - GENERAL REQUIREMENTS 5 3.1 Pick-Up and Holding System 5 3.2 Retention Features 6 3.3 Saf
10、ety Equipment, Features and Operation 6 3.3.1 Pick-Up, Release and Associated Loads 6 3.3.2 Acceleration, Deceleration and Associated Loads . 6 3.3.3 Emergency Braking . 7 3.3.4 Oversteer Limits 7 3.4 Test Operations . 7 3.4.1 Snubbing and Jerking . 7 3.4.2 Vibrations 7 3.4.3 Aircraft Braking 7 3.4.
11、4 Stability 7 3.5 Nose Gear Steering Angle Limit . 8 3.6 Placard Warning and Unusual Configurations 8 4. PART II - TEST SPECIFICATION 8 4.1 Objectives . 8 4.2 Aircraft Configuration 8 4.3 Calibration . 9 4.3.1 General 9 4.3.2 Aircraft Calibration . 9 4.3.3 TLTV Calibration . 12 4.3.4 Oversteer Calib
12、ration 12 4.4 Test Requirements 12 4.4.1 General 12 4.4.2 Data Recording and presentation . 13 4.5 Tests and Evaluation . 13 4.5.1 Maximum Condition Testing . 14 4.5.2 Stability Testing . 14 4.5.3 Normal Condition Testing 15 4.5.4 Oversteer Testing 16 5. TLTV MODIFICATIONS AND RETEST 16 6. NOTES 16
13、6.1 Revision Indicator 16 Figure 1 Tow load 10 Figure 2 Typical load and velocity time histories . 11 Table 1 Maximum condition testing . 14 Table 2 Stability testing 14 Table 3 Push-back tests . 15 Table 4 Maintenance towing tests 16 SAE INTERNATIONAL ARP5283B Page 3 of 16 1. SCOPE The purpose of t
14、his specification is to provide airplane operators and tow vehicle manufacturers with: a. General design and operating requirements pertinent to test and evaluation of towbarless tow vehicles. Specific design requirements are provided in ARP4852 and ARP4853. b. Test and evaluation requirements. The
15、results of these test evaluations will determine if the loads induced by the tow vehicle will exceed the design loads of the nose gear, or are within the aircraft manufacturers limits so that they do not affect the certified safe limit of the nose gear. The results of these test evaluations will als
16、o determine if a stability problem may occur during pushback and/or maintenance towing operations with the tested airplane/tow vehicle combination. This document specifies general test requirements and a test evaluation procedure for towbarless tow vehicles (TLTV) intended for pushback and maintenan
17、ce towing only. It is not meant for dispatch (operational) towing (see definitions in 2.3). Dispatch towing imposes more fatigue cycles on nose gears and structure due to additional passenger, cargo, and fuel loads, as well as more starts, stops and turns. Airframe manufacturers may require submitta
18、l of test results for evaluation or may provide information which allows TLTV manufacturers or airlines to self-test or evaluate the towbarless tow vehicles themselves. Refer to the airframe manufacturers documentation for evaluation requirements and detailed testing procedures that may be different
19、 than contained in this specification. In the event of a difference in requirements, airframe manufacturer documentation takes precedence over this Recommended Practice. TLTV manufacturers may elect to prepare and provide customers or regulatory agencies with a “Certificate of Compliance” or equival
20、ent documentation as evidence that successful testing and evaluation of a specific tow vehicle/airplane type combination has been completed in accordance with this ARP and/or the applicable detailed airframe manufacturers documentation. This certification will allow usage of the vehicle on specifica
21、lly designated airplane model types. The certificate should be established under an appropriate quality control program meeting the requirements of ISO 9000 Series or equivalent. This specification requires that the TLTVs under consideration be maintained and operated in a serviceable condition. In
22、addition, the vehicle to airplane interface protection system shall be calibrated periodically. This information is defined in ARP5284 and ARP5285. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this document to the extent specified herein. The latest issue of SAE p
23、ublications shall apply. The applicable issue of other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, s
24、upersedes applicable laws and regulations unless a specific exemption has been obtained. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or +1 724-776-4970 (outside USA), www.sae.org. ARP4852 Design
25、 Specification for Towbarless Push-Back Tow Vehicles ARP4853 Design Specification for Towbarless Tow Vehicles ARP5284 TLTV - Aircraft NLG Steering and Tractive Force Protection Systems or Alerting Devices - Inspection, Maintenance and Calibration Requirements ARP5285 Towbarless Towing Vehicle Operat
26、ing Procedure SAE INTERNATIONAL ARP5283B Page 4 of 16 2.2 EASA Publications (Regulatory - Europe) Available from European Aviation Safety Agency, Ottoplatz, 1, D-50679 Cologne, Germany, Tel: +49 221 8999 000, www.easa.europa.eu. Certification Specifications for Large Aeroplanes CS-25, paragraph CS 2
27、5.301(a) Loads and CS25.509 Towing Loads Certification Specifications for Large Aeroplanes CS-25, paragraph CS 25.745(d) Nose Wheel Steering and Associated Acceptable Means of Compliance CS 25.745(d) 2.3 Airframe Manufacturers Publications 2.3.1 Airbus Supplemental documentation or test criteria inf
28、ormation is available by contacting Airbus, mailto: . 2.3.2 Boeing Available from Boeing, Customer Services and Material Support (CSMS), P.O. Box 3707, Seattle, WA. Fax: (206) 544-9074, Phone: (206) 544-9366. D6-56872, “Towbarless Towing Vehicle Assessment Criteria” 767-SL-09-002-E Service Letter, “
29、Towbarless Towing” (Basic document number is the same. First 3 digits vary for other airplane models) (Some models have SL-09-001 and others have SL-09-002, revision letter subject to change). Facility and Equipment Planning Document (document numbers and content vary for different Boeing models) 2.
30、3.3 McDonnell-Douglas Supplemental documentation by contacting Boeing DSM - Long Beach at Fax: (206) 766-5683 or Phone: (562) 593-6996. 2.4 International Standards Copies of these documents are available online at http:/webstore.ansi.org/ ISO 20683-1, Aircraft ground equipment - Design, test and mai
31、ntenance for towbarless towing vehicles (TLTV) interfaced with nose-landing gear - Part 1: Main-line aircraft ISO 20683-2, Aircraft ground equipment - Design, test and maintenance for towbarless towing vehicles (TLTV) interfaced with nose-landing gear - Part 2: Regional aircraft 2.5 Definitions PUSH
32、BACK: Moving a fully loaded aircraft (up to Maximum Ramp Weight (MRW) from the parking position to the taxiway. Movement includes; pushback with turn, a stop, and short tow forward to align aircraft and nose wheels. Engines may or may not be operating. Airplane movement is similar to a conventional
33、pushback operation with a towbar. MAINTENANCE TOWING: The movement of an airplane for maintenance/remote parking purposes (e.g., from the gate to a maintenance hangar). Aircraft is typically unloaded with minimal fuel load. SAE INTERNATIONAL ARP5283B Page 5 of 16 DISPATCH (OPERATIONAL) TOWING: Towin
34、g a revenue aircraft (loaded with passengers, fuel, and cargo up to Maximum Ramp Weight (MRW), from the terminal gate/remote parking area, to a location near the active runway. The movement may cover several kilometers with speeds up to 32 km/h (20 mph), with several starts, stops and turns. Replace
35、s typical taxiing operations prior to takeoff and may impose greater loads on nose landing gear and structure due to numerous starts, stops and turns. NOTE: In the definition of the towing modes, the frequency of operation has not been included. This should not be interpreted to mean that no limitat
36、ions are present. For limitations on the frequency of push-back and maintenance operations, refer to the appropriate airframe manufacturers documentation or consult directly with the airframe manufacturer. OPERATIONAL LIMITS: Fore/aft, torsional, or angular limits which are less than the maximum lim
37、its established by the airframe manufacturer. MAXIMUM LIMITS: Fore/aft, torsional, or angular limits established by airframe manufacturers as not-to-exceed values intended to preclude possible damage to nose landing gear or structure. Limits are established by airframe manufacturers documentation an
38、d may be different for towbarless or towbar towing operations. DRAG LOAD/TOW FORCE: Total force, from the tow vehicle on the nose gear tires in the fore and aft axis of the tow vehicle, parallel to the ground. “X“ AXIS: Fore and aft axis of the vehicle, parallel to the ground. OVERSTEER: Exceedance
39、of torsional load or angular limits where potential damage to the nose landing gear structure or steering system could take place. These limits are defined in the appropriate airframe manufacturers documentation. Torsional load limits typically occur after exceeding angular limits, but may occur bef
40、ore the angular limit is reached (e.g., nose gear hydraulic system bypass failure). SNUBBING: Sudden relief and reapplication of acceleration/deceleration loads when TLTV and aircraft are in motion. JERKING: Sudden application of push/pull forces from a complete stop. 3. PART I - GENERAL REQUIREMENT
41、S Part I of this specification presents design and operational considerations considered pertinent to test and evaluation of TLTVs. Vehicle manufacturers should also refer to ARP4852 and ARP4853 for other design information. General operating information is provided per ARP5285. The vehicle manufact
42、urer/operator shall comply with the tests specified in this document and the approval procedure shall be in accordance with the airframe manufacturers test and evaluation specification. In certain cases, a towing test with stress and load measurements may be requested by the airframe manufacturer. 3
43、.1 Pick-Up and Holding System The TLTVs nose landing gear pick-up/release device should operate in a smooth and continuous manner. Abrupt or oscillating loads during the pick-up/release sequence should not occur. It should be designed to minimize the loads during the pick-up/release sequence. The dr
44、ag loads induced during pick-up/release should fall well below the “peak“ loads experienced during a typical operation. The maximum loads induced by pick-up and release sequences shall be measured either on an aircraft or on a fixture representative of the nose gear geometry. The vertical load on th
45、e nose gear or fixture shall be equal to the vertical load used for fatigue justification (refer to the appropriate airframe manufacturers documentation). The maximum lift (height above the ground) of the nose gear shall not exceed the values given in the airframe manufacturers documentation if such
46、 values are provided. SAE INTERNATIONAL ARP5283B Page 6 of 16 3.2 Retention Features The nose wheels shall be held by the vehicle in such a way that pitch-up of the aircraft shall not cause the wheel to disengage from the pickup device at any nose gear steering angle. A positive wheel retaining feat
47、ure must be provided. If the nose gear is “canted“, a turning maneuver will cause uneven loading on the nose gear (i.e., for an aft canted gear, the vertical load on the inboard nose wheel will tend to increase and conversely, the vertical load on the outboard nose wheel will tend to decrease). The
48、retention feature must allow for uneven tire displacement without imposing additional loads on the nose gear. The geometry of the holding device shall be such that no interference with aircraft structure may occur (e.g., torque links, weight and balance sensors, tires, water spray deflector, etc.) a
49、t all wheel steering angles up to the limits defined by the airframe manufacturers documentation, and the full range of shock strut extensions and tire deflections. Surface contact area between pick-up device and tire surface should be sufficient to preclude unacceptable tire loading (refer to tire manufacturer for bearing pressure specifications). 3.3 Safety Equipment, Features and Operat
