1、 ISO 2016 Aircraft ground equipment Design, testing and maintenance requirements for nose gear towbarless towing vehicle (TL TV) Part 2: Regional aircraft Matriels au sol pour aronefs Exigences de conception, essais et entretien pour tracteur sans barre de train avant (TL TV) Partie 2: Aronefs rgion
2、aux INTERNATIONAL STANDARD ISO 20683-2 Second edition 2016-08-15 Reference number ISO 20683-2:2016(E) ISO 20683-2:2016(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
3、 reproduced 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 req
4、uester. 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 20683-2:2016(E)Foreword iv Introduction v 1 Scope . 1 2 Normative references 1 3 T erms and definitions . 2 4 Design requirements 4
5、 4.1 General . 4 4.2 Towing loads . 4 4.3 Pick-up and holding system . 5 4.4 Oversteering protection 5 4.5 Testing operations 5 4.5.1 Snubbing and jerking . 5 4.5.2 Vibrations . 6 4.5.3 Aircraft braking . 6 4.5.4 Stability 6 4.6 Vehicle classification 6 4.7 Placarding 6 5 Testing requirements 7 5.1
6、General . 7 5.2 Static load tests . 7 5.3 Dynamic load tests . 7 5.4 Operational tests . 8 5.5 Aircraft braking 8 6 Computer modelling . 9 6.1 General . 9 6.2 Validation . 9 7 Maintenance .10 7.1 General 10 7.2 Maintenance manual .10 7.3 Requirements 10 7.4 Calibration .11 7.5 Special tools 11 7.6 T
7、raining 12 7.7 Maintenance records 12 8 Quality control .12 9 Traceability and accountability .13 10 Modifications .14 11 Operating instructions 14 Bibliography .15 ISO 2016 All rights reserved iii Contents Page ISO 20683-2:2016(E) Foreword ISO (the International Organization for Standardization) is
8、 a worldwide federation of national standards bodies (ISO member bodies). 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 represen
9、ted on that committee. International organizations, governmental and 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
10、 this document and those intended for its further maintenance are 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/IE
11、C Directives, Part 2 (see www.iso.org/directives). Attention is drawn 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
12、 development of the document will be in the Introduction and/or on 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
13、of ISO specific terms and expressions related to conformit y assessment, 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 docu
14、ment is ISO/TC 20, Aircraft and space vehicles, Subcommittee SC 9, Air cargo and ground equipment. This second edition cancels and replaces the first edition of ISO 20683-2 :2004, which has been technically revised. A list of all parts in the ISO 20683 series can be found on the ISO website.iv ISO 2
15、016 All rights reserved ISO 20683-2:2016(E) Introduction This document specifies design, testing, maintenance and associated requirements to be applied on towbarless aircraft towing vehicles to be used on regional civil transport aircraft in order to ensure their operation will not result in damage
16、to aircraft nose landing gears, their steering systems or associated aircraft structure. Throughout this document, the minimum essential criteria are identified by the use of the keyword “shall.” Other recommended criteria are identified by the use of the keyword “should” and, while not mandatory, a
17、re considered to be of primary importance in providing safe and serviceable towbarless tractors. Alternative solutions may be adopted only after careful consideration, extensive testing and thorough service evaluation have shown them to be equivalent. ISO 2016 All rights reserved v Aircraft ground e
18、quipment Design, testing and maintenance requirements for nose gear towbarless towing vehicle (TL TV) Part 2: Regional aircraft 1 Scope This document is applicable to towbarless aircraft towing vehicles (TLTVs) interfacing with the nose landing gear of civil transport aircraft with a maximum ramp ma
19、ss comprised between 10 000 and 50 000 kg (22 000 and 110 000 lb), commonly designated as “regional aircraft.” The requirements for main line transport aircraft with a higher maximum ramp mass are specified in ISO 20683-1. It is not applicable to TLTVs which were manufactured before its date of publ
20、ication. It specifies general design requirements, testing and evaluation requirements, maintenance, calibration, documentation, records, tracing 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 stee
21、ring system, or reduce the certified safe life limit of the nose gear, or induce a stability problem during aircraft push back and/or maintenance towing operations. This document specifies requirements and procedures for towbarless tow vehicles (TLTVs) intended for aircraft pushback and gate relocat
22、ion or maintenance towing only. It is not intended to allow for dispatch (operational) towing (see Clause 3). Dispatch towing 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 to
23、wbarless towing vehicles interfacing with aircraft main landing gear. 2 Normative references The following documents are referred 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 undate
24、d references, the latest edition of the referenced document (including any amendments) applies. NOTE TLTV designers should also take into account the requirements of documents referenced in the Bibliography. ISO 6966-1, Aircraft ground equipment Basic requirements Part 1: General design requirements
25、 ISO 6966-2, Aircraft ground equipment Basic requirements Part 2: Safety requirements Federal Aviation Regulations (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 C
26、ompliance for Large Aeroplanes CS-25, paragraphs 25.301, Loads, 25.509, Towing loads, 25.745(d), Nose-wheel steering, and AMC 25.745(d) 2) 1) FAR Part 25 constitutes the U.S.A. government transport aircraft airworthiness regulations and can be obtained from US Government Printing Office, Mail Stop S
27、SOP , 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 - http:/easa.europa. eu/official-publication/. INTERNATIONAL ST ANDARD
28、 ISO 20683-2:2016(E) ISO 2016 All rights reserved 1 ISO 20683-2:2016(E) 3 T erms a nd definiti ons For the purposes of this document, the following terms and definitions apply. ISO and IEC maintain terminological databases for use in standardization at the following addresses: IEC Electropedia: avai
29、lable 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 over 50 000 kg (110 000 lb) 3.2 regional aircraft civil passenger and/or freight transport aircr
30、aft with a maximum ramp mass 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 its own power or towed, comprising maximum structural take-off mass (MTOW) an
31、d taxiing fuel allowance 3.4 pushback moving a fully loaded aircraft up to maximum ramp mass (MRW) from the parking position to the taxiway Note 1 to entry: Movement includes pick-up, pushback with turn, a stop, a short push or tow to align aircraft and nose wheels, and release. Engines may or may n
32、ot 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/remote parking purposes (e.g. from the parking position to a maintenance hangar) Note 1 t
33、o 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 position to an adjacent one or one in the same general area Note 1 to entry: The aircraft
34、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 loaded with passengers, fuel, and cargo up to maximum ramp mass (MRW), from the terminal
35、 gate/remote parking area, to a location near the active runway, or conversely, possibly covering several kilometres with speeds up to or over 32 km.h-1 (20 mph), with several starts, stops and turns Note 1 to entry: Replaces typical taxiing operations prior to take-off or after landing.2 ISO 2016 A
36、ll rights reserved ISO 20683-2:2016(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 are present. For limitations on the frequency of pushback and maintenance operations, refer to
37、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 gear 3.9 nose landing gear NLG aircraft nose landing gear in a tricycle landing gear layout 3
38、.10 light gross weight LGW reference aircraft mass for combined testing of the vehicle and aircraft, defined as the manufacturers operating empty mass of the aircraft type concerned, plus fuel remaining in the tanks on landing (10 % to 20 % of total tanks capacity) 3.11 heavy gross weight HGW refere
39、nce aircraft mass for combined 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 type, or its equivalent in mass (payload may be accounted if present, providing aircraft
40、 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 possible damage to nose landing gear or structure Note 1 to entry: Maximum limits are establi
41、shed 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 operational limits limits (fore and aft tractive force, torsional or angular) which are set at
42、a lesser value than the maximum limits established by the airframe manufacturer 3.14 aircraft family grouping of aircraft types or subtypes, defined by their manufacturer, for which the same maximum limits may be applied Note 1 to entry: A family usually encompasses all sub-types of a given type, bu
43、t 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 towing evaluation documentation. 3.15 TLTV setting grouping of aircraft types or sub-types, defined by the TLTV
44、 manufacturer, for which a single operational limits setting is used Note 1 to entry: A single TLTV setting usually encompasses aircraft types or sub-types, which may be produced by different airframe manufacturers, in a same defined MRW range. ISO 2016 All rights reserved 3 ISO 20683-2:2016(E) 3.16
45、 drag load towforce total force from the tow vehicle on the nose gear tires in the “x” axis 3.17 X axis fore and aft axis of the tow vehicle, parallel to the ground 3.18 oversteer exceedence of maximum torsional load or angular limits where potential damage to the nose landing gear structure or stee
46、ring system could take place Note 1 to entry: These limits are defined in the appropriate airframe manufacturers documentation. Torsional load limits typically occur after exceeding angular limits, but may occur before the angular limit is reached (e.g. nose gear hydraulic system bypass failure). 3.
47、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 gener
48、al requirements of ISO 6966-1 and safety requirements of ISO 6966-2. 4.1.2 Airframe manufacturers should provide information for each aircraft type which allows TLTV manufacturers or airlines to self-test or evaluate the towbarless tow vehicles themselves. Refer to the airframe manufacturers documen
49、tation for evaluation requirements and detailed testing procedures that may be different from or additional to those contained in this document. 4.1.3 TLTV manufacturers should prepare and provide customers or regulatory agencies, as required, with a certificate of compliance or equivalent documentation, as evidence that successful testing and evaluation of a specific tow vehicle/aircraft type combination has been completed in accordance with this document and/or the applicable airframe manufacturers documentation. Th
