1、 ISO 2016 Aircraft ground equipment Nose gear towbarless towing vehicle (TL TV) Design, testing and maintenance requirements Part 1: Main line aircraft Matriels au sol pour aronefs Tracteur sans barre (TL TV) de train avant Exigences de conception, essais et entretien Partie 1: Aronefs de ligne INTE
2、RNATIONAL STANDARD ISO 20683-1 Second edition 2016-08-15 Reference number ISO 20683-1:2016(E) ISO 20683-1:2016(E)ii ISO 2016 All rights reserved COPYRIGHT PROTECTED DOCUMENT ISO 2016, Published in Switzerland All rights reserved. Unless otherwise specified, no part of this publication may be reprodu
3、ced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior written permission. Permission can be requested from either ISO at the address below or ISOs member body in the country of the requester.
4、ISO copyright office Ch. de Blandonnet 8 CP 401 CH-1214 Vernier, Geneva, Switzerland Tel. +41 22 749 01 11 Fax +41 22 749 09 47 copyrightiso.org www.iso.org ISO 20683-1:2016(E)Foreword v Introduction vi 1 Scope . 1 2 Normative references 1 3 T erms and definitions . 2 4 Design requirements 4 4.1 Gen
5、eral . 4 4.2 Towing loads . 4 4.3 Pick-up and holding system . 5 4.4 Oversteering protection 5 4.5 Nose wheels retention 6 4.6 Safety . 6 4.6.1 General 6 4.6.2 Pick-up, release and associated loads 6 4.6.3 Acceleration, deceleration and associated loads 6 4.6.4 Emergency braking 7 4.6.5 Oversteer li
6、mits 7 4.6.6 Oversteer alerting and/or protection 7 4.7 Testing operations 8 4.7.1 Snubbing and jerking . 8 4.7.2 Vibrations . 8 4.7.3 Aircraft braking . 8 4.7.4 Stability 8 4.8 Nose gear steering angle limit . 9 4.9 Vehicle classification 9 4.10 Placarding 9 5 Testing requirements 9 5.1 General . 9
7、 5.2 Testing objectives . 9 5.3 Aircraft configuration .10 5.4 Calibration .10 5.4.1 General.10 5.4.2 Aircraft calibration 10 5.4.3 TLTV calibration 13 5.4.4 Oversteering calibration 14 5.5 Testing procedures .14 5.5.1 General.14 5.5.2 Data recording 14 6 Evaluation .15 6.1 Evaluation criteria .15 6
8、.2 Normal condition testing 15 6.2.1 Testing methods 15 6.2.2 Tests number 15 6.2.3 Pushback 15 6.2.4 Maintenance towing.16 6.2.5 Pick-up and release .16 6.2.6 Test evaluation 16 6.3 Stability testing 17 6.4 Extreme condition testing 17 6.4.1 Testing methods 17 6.4.2 Static load tests 17 6.4.3 Maxim
9、um acceleration and braking .17 ISO 2016 All rights reserved iii Contents Page ISO 20683-1:2016(E)6.5 Oversteer testing 18 7 Maintenance .18 7.1 General 18 7.2 Maintenance manual .19 7.3 Requirements 19 7.4 Calibration .20 7.5 Special tools 20 7.6 Training 20 7.7 Maintenance records 20 8 Quality con
10、trol .21 9 Traceability and accountability .22 10 Modifications .22 11 Operating instructions 23 Bibliography .24 iv ISO 2016 All rights reserved ISO 20683-1:2016(E) Foreword ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies (ISO member b
11、odies). The work of preparing International Standards is normally carried out through ISO technical committees. Each member body interested in a subject for which a technical committee has been established has the right to be represented on that committee. International organizations, governmental a
12、nd non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization. The procedures used to develop this document and those intended for its further maintenance are
13、described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the different types of ISO documents should be noted. This document was drafted in accordance with the editorial rules of the ISO/IEC Directives, Part 2 (see www.iso.org/directives). Attention is dr
14、awn to the possibility that some of the elements of this document may be the subject of patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of any patent rights identified during the development of the document will be in the Introduction and/or on
15、 the ISO list of patent declarations received (see www.iso.org/patents). Any trade name used in this document is information given for the convenience of users and does not constitute an endorsement. For an explanation on the meaning of ISO specific terms and expressions related to conformit y asses
16、sment, as well as information about ISOs adherence to the World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT) see the following URL: www.iso.org/iso/foreword.html. The committee responsible for this document ISO/TC 20, Aircraft and space vehicles, Subcommittee SC 9, Ai
17、r cargo and ground equipment. This second edition cancels and replaces the first edition (ISO 20683-1:2005), which has been technically revised. A list of all parts in the ISO 20683 series can be found on the ISO website. ISO 2016 All rights reserved v ISO 20683-1:2016(E) Introduction This document
18、specifies design, testing, maintenance and associated requirements to be applied on towbarless aircraft towing vehicles to be used on main line civil transport aircraft in order to ensure their operation cannot result in damage to aircraft nose landing gears, their steering systems, or associated ai
19、rcraft structure. Throughout this document, the minimum essential criteria are 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 servi
20、ceable towbarless tractors. Alternative solutions may be adopted only after careful consideration, extensive testing and thorough service evaluation have shown them to be equivalent.vi ISO 2016 All rights reserved Aircraft ground equipment Nose gear towbarless towing vehicle (TL TV) Design, testing
21、and maintenance requirements Part 1: Main line aircraft 1 Scope This document is applicable to towbarless aircraft towing vehicles (TLTVs) interfacing with the nose landing gear of main line civil transport aircraft with a maximum ramp mass over 50 000 kg (110 000 lb). The requirements for regional
22、transport aircraft with a lower maximum ramp mass are specified in ISO 20683-2. It is not applicable to TLTVs which were manufactured before its date of publication. It specifies general design requirements, testing and evaluation requirements, maintenance, calibration, documentation, records, traci
23、ng and accountability requirements in order to ensure that the loads induced by the tow vehicle will not exceed the design loads of the nose gear or its steering system, or reduce the certified safe life limit of the nose gear, or induce a stability problem during aircraft pushback and/or gate reloc
24、ation or maintenance towing operations. This document specifies requirements and procedures for towbarless tow vehicles (TLTVs) intended for aircraft pushback and gate relocation or maintenance towing only. It is not intended to allow for dispatch (operational) towing (see Clause 3). Dispatch towing
25、 imposes greater loads on nose gears and aircraft structure due to the combination of speed and additional passenger, cargo, and fuel loads. This document does not apply to towbarless towing vehicles interfacing with aircraft main landing gear. 2 Normative references The following documents are refe
26、rred to in the text in such a way that some or all of their content constitutes requirements of this document. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. Federal Aviation Regulations
27、(FAR) 14 CFR Part 25, Airworthiness Standards: Transport category airplanes, paragraphs 25.301, Loads, and 25.509, Towing loads. 1) Certification Specifications and Acceptable Means of Compliance for Large Aeroplanes CS-25, paragraphs 25.301, Loads, 25.509, Towing loads, 25.745(d), Nose-wheel steeri
28、ng, and AMC 25.745(d). 2) ISO 6966-1, Aircraft ground equipment Basic requirements Part 1: General design requirements ISO 6966-2, Aircraft ground equipment Basic requirements Part 2: Safety requirements 1) FAR Part 25 constitute the U.S.A. Government transport aircraft airworthiness Regulations, an
29、d can be obtained from: US Government Printing Office, Mail Stop SSOP , Washington DC 20402-9328, U.S.A. 2) EASA CS25 constitute the European Governments transport aircraft airworthiness Regulations, and can be obtained from: European Aviation Safety Agency: Ottoplatz 1, D-50679 Cologne, Germany - h
30、ttp:/easa.europa. eu/official-publication/. INTERNATIONAL ST ANDARD ISO 20683-1:2016(E) ISO 2016 All rights reserved 1 ISO 20683-1:2016(E) 3 T erms a nd definiti ons For the purpose of this document, the following terms and definitions apply. ISO and IEC maintain terminological databases for use in
31、standardization at the following addresses: IEC Electropedia: available at http:/ /www.electropedia.org/ ISO Online browsing platform: available at http:/ /www.iso.org/obp 3.1 main line aircraft civil passenger and/or freight transport aircraft with a maximum ramp mass (3.3) over 50 000 kg (110 000
32、lb) 3.2 regional aircraft civil passenger and/or freight transport aircraft with a maximum ramp mass (3.3) between 10 000 kg (22 000 lb) and 50 000 kg (110 000 lb) 3.3 maximum ramp mass maximum ramp weight MRW maximum mass allowable for an aircraft type when leaving its parking position either under
33、 its own power or towed, comprising maximum structural take-off mass (MTOW) and taxiing fuel allowance 3.4 pushback moving a fully loaded aircraft up to maximum ramp mass (3.3) (MRW) from the parking position to the taxiway. movement includes pick-up, push back with turn, a stop, a short push or tow
34、 to align aircraft and nose wheels, and release Note 1 to entry: Engines may or may not be operating. Aircraft movement is similar to a conventional pushback operation with a tow bar. Typical speed does not exceed 10 km/h -1(6 mph). 3.5 maintenance towing movement of an aircraft for maintenance/remo
35、te parking purposes (e.g. from the parking position to a maintenance hangar Note 1 to entry: The aircraft is typically unloaded with minimal fuel load (reference light gross weight, LGW), with speeds up to 32 km/h -1(20 mph). 3.6 gate relocation towing movement of an aircraft from one parking positi
36、on to an adjacent one or one in the same general area Note 1 to entry: The aircraft is typically unloaded with minimal fuel load (reference light gross weight, LGW), with speeds intermediate between pushback and maintenance towing. 3.7 dispatch towing operational towing towing a revenue aircraft loa
37、ded with passengers, fuel, and cargo up to maximum ramp mass (3.3) (MRW) from the terminal gate/remote parking area, to a location near the active runway, or conversely Note 1 to entry: The movement may cover several kilometres with speeds up to or over 32 km/h -1(20 mph), with several starts, stops
38、 and turns. Replaces typical taxiing operations prior to takeoff or after landing.2 ISO 2016 All rights reserved ISO 20683-1:2016(E) Note 2 to entry: In the definitions of the towing modes, the frequency of operation has not been included. This should not be interpreted to mean that no limitations a
39、re present. For limitations on the frequency of pushback and maintenance operations, refer to the appropriate airframe manufacturers documentation or consult directly with the airframe manufacturer. 3.8 towbarless towing vehicle TLTV towing vehicle acting without tow bar on an aircrafts nose landing
40、 gear (3.9) 3.9 nose landing gear NLG aircraft nose landing gear in a tricycle landing gear layout 3.10 actual test gross weight ATGW reference aircraft mass for testing of the vehicle and aircraft, defined as the manufacturers operating empty mass of the aircraft type concerned, plus fuel remaining
41、 in the tanks but lower than STGW 3.11 s p e c i f i e d t e s t g r o s s w e i g h t STGW reference aircraft mass for testing of the vehicle and aircraft, defined as the manufacturers operating empty mass of the aircraft concerned, plus at least 50 % of the maximum total fuel tanks capacity on the
42、 type, or its equivalent in mass (payload may be accounted if present, providing aircraft balance condition remains within limits) 3.12 maximum limits limits (fore and aft tractive force, torsional, or angular) established by the airframe manufacturer as not-to-exceed values intended to preclude pos
43、sible damage to nose landing gear (3.9) or structure Note 1 to entry: Maximum limits are established by airframe manufacturers documentation and may be different for towbarless or tow bar towing operations. All aircraft load limits are limit loads as defined in FAR/EASA CS paragraph 25.301 (a). 3.13
44、 operational limits limits (fore and aft tractive force, torsional, or angular) which are set at a lesser value than the maximum limits (3.12) established by the airframe manufacturer 3.14 aircraft family grouping of aircraft types or subtypes, defined by their manufacturer, for which the same maxim
45、um limits (3.12) may be applied Note 1 to entry: A family usually encompasses all sub-types of a given type, but may also include other types. Testing for one (usually the lightest) model of the family results in towbarless towing approval for the whole family. See airframe manufacturers towbarless
46、towing evaluation documentation. 3.15 TLTV setting grouping of aircraft types or sub-types, defined by the TLTV manufacturer, for which a single operational limits (3.13) setting is used Note 1 to entry: A single TLTV setting usually encompasses aircraft types or sub-types, which may be produced by
47、different airframe manufacturers, in a same defined MRW range. ISO 2016 All rights reserved 3 ISO 20683-1:2016(E) 3.16 drag load tow force total force from the tow vehicle on the nose gear tires in the “X” axis (3.17) 3.17 “X” axis fore and aft axis of the tow vehicle, parallel to the ground 3.18 ov
48、ersteer exceedence of maximum torsional load or angular limits where potential damage to the nose landing gear (3.9) structure or steering system could take place Note 1 to entry: These limits are defined in the appropriate airframe manufacturers documentation. Torsional load limits typically occur
49、after exceeding angular limits, but may occur before the angular limit is reached (e.g. nose gear hydraulic system bypass failure). 3.19 snubbing sudden relief and reapplication of acceleration/deceleration loads while TLTV and aircraft are in motion 3.20 jerking sudden application of push/pull forces from a complete stop 4 Design requirements 4.1 General 4.1.1 Towbarless tow vehicles (TLTVs) shall comply with the applicable general requirements of ISO 6966-1. 4.1.2 Airframe manufacturers should provide informat
