SAE ARP 1915D-2010 Aircraft Tow Bar《飞机牵引杆》.pdf

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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 theref

2、rom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyright 2010 SAE International All rights reserved. No part of this publication ma

3、y 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: +1 724-776-4970 (outside US

4、A) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/ARP1915DAEROSPACERECOMMENDEDPRACTICEARP1915 REV. D Issued 1985-03 Revised 2010-09Superseding AR

5、P1915C Aircraft Tow Bar RATIONALTechnical changes to the text are to improve the operation and safety of the Tow bar during push back and maintenance towing of the airplane.1. SCOPE This SAE Aerospace Recommended Practice (ARP) outlines the basic general design considerations for transport aircraft

6、tow bars. It does not cover the requirements for tow bars intended for aircraft with a maximum ramp mass (MRW) below 8600 kg (19 000 lb). 2. REFERENCES: The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The appli

7、cable 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, supersedes applicable laws and regu

8、lations unless a specific exemption has been obtained. 2.1 SAE Publications Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org.ARP1247C General Requirements for Aerospace Ground Support Equipment

9、, Motorized and Non-motorized AIR1375B Minimum Safety Requirements for Special Purpose Airline Ground Support Equipment AS1614C Main Line Aircraft Tow Bar Attachment Fitting Interface AS5488 Regional Aircraft Tow Bar Attachment Fitting Interface 2.2 ISO Publications Available from American National

10、Standards Institute, 25 West 43rd Street, New York, NY 10036-8002, Tel: 212-642-4900, www.ansi.org.ISO 8267-1 Aircraft - Towbar attachment fittings interface requirements - Part 1: Main line aircraft ISO 8267-2 Aircraft - Towbar attachment fittings interface requirements - Part 2: Regional aircraft

11、Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1915D Page 2 of 8ISO 9667 Aircraft ground support equipment - Towbar - Connection to Aircraft and Tractor 2.3 European Standards Available from

12、CEN, Comit Europen de Normalisation, rue de Stassart 36, B1050 Brussels, Belgium, TEL: 32 2 550 08 11 or any of the 29 European national standardization institutes, members of C.E.N. EN 12312-7 Aircraft ground support equipment - Specific requirements - Part 7: Aircraft movement equipmentNOTE: Appli

13、cable to tow bars to be operated in Europe, as one recognized means to demonstrate compliance with the E.U. Machinery Directive. 2.4 IATA Publications Available from International Air Transport Association, Publications Assistant, 800 Place Victoria, P.O. Box 113, Montreal, Quebec H4Z 1M1, Canada, T

14、el: 1-514-874-0202, www.iata.org.Airport Handling Manual AHM 958 Functional specification for an aircraft tow bar2.5 Airframe Manufacturers: Facility and Equipment Planning document for each aircraft type. 3. REQUIREMENTS 3.1 The tow bar shall be designed to withstand and transmit pull/push and turn

15、ing forces when connected to either the front or rear nose landing gear towing connection of an aircraft. 3.2 The tow bar shall incorporate a protective device or devices, such as shearpins, which shall: 3.2.1 Relieve fore and aft and torsional towing forces applied to the aircraft nose gear through

16、 the tow bar which exceed the maximum force recommendations of the aircraft manufacturer. 3.2.2 Simultaneously alert the tow vehicle operator audibly, visually or both that the device(s) has functioned. 3.2.3 Transfer overload to a retaining feature preventing separation and therefore loss of contro

17、l of the aircraft from the towing vehicle. This retaining feature shall allow free rotation ( + / - 90 degrees about the aircraft centerline) at the retaining fastener. It is desirable to design this overload retaining feature in such a way that the towing forces do not exceed the maximum force reco

18、mmendations of the aircraft manufacturer. 4. GENERAL DESIGN FEATURES The tow bar shall be designed and constructed to be in compliance with the applicable provisions of the referenced documents. The design shall allow for quick and easy servicing. 4.1 Dimensions 4.1.1 Overall Length Overall length r

19、equirements may vary depending upon: a. type(s) of aircraft b. type(s) and dimensions of aircraft tow tractor c. clearances between tow tractor extremes and aircraft nose, lower fuselage, lower fuselage protrusions and engine cowlingsd. clearance between tow tractor extremes and airport buildings or

20、 maintenance facilities Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1915D Page 3 of 84.1.2 Tube Cross Section The tube cross section is to be constant within the same or several aircraft m

21、ass categories of AS1614C or AS5488, as applicable, for standardization reasons. 4.1.3 Operating Speeds The tow bar, when unladen, shall be both towable and stable at speeds up to 25 km/h (15 mph). The maximum towing speed shall be suitably placarded. 4.2 Towbar Head 4.2.1 The tow bar head shall be

22、designed to allow safe and easy coupling by one man to and from the nose landing gear towbar attach fittings. Unless otherwise advised, the tow bar attachment fitting and clearances shall meet the requirements of: - AS1614C (ISO 8267-1) for main line aircraft with a maximum ramp mass (MRW) higher th

23、an 50 000 kg(110 000 lb), - AS5488 (ISO 8267-2) for regional aircraft with a maximum ramp mass (MRW) between 8600 kg (19 000 lb) and 50 000 kg (110 000 lb). NOTE: Several common aircraft types designed prior to the advent of the ASs still use non standard nose gear tow bar attachment fittings. Refer

24、 to airframers Facility and Equipment Planning document for interface requirements.4.2.2 The latching mechanism which locks the tow bar head to the aircraft nose gear shall be positive so as to prevent inadvertent disconnects. 4.2.3 The tow bar head should be designed in such a way to eliminate the

25、possibility of the head spreading and/or damaging the tow bars head mounting plates and tube. 4.3 Tow Bar Eye (Lunette) 4.3.1 The towbar tow eye shall be of forged steel with a nominal inside diameter of 76 mm (3 in) and an annular cross section diameter of 41 mm (1-5/8 in). For smaller lighter airc

26、raft a rectangular cross section with the same inside dimension may be suitable. 4.3.2 The tow bar eye material is to be abrasion resistant and must withstand, without deformation, normal wear and tear.4.3.3 A rotating eye (lunette) is highly recommended for aircraft types with a canted nose gear st

27、rut. 4.4 Undercarriage The tow bar shall be equipped with a wheeled undercarriage to support the tow bar while being moved unladen and to serve as a vertical adjustment while attaching the end connectors. The following features shall be incorporated where applicable based on aircraft requirements: T

28、he undercarriage wheels shall be extendible by the use of a mechanical device or hydraulic hand pump and hydraulic cylinder(s). They shall be mechanically retractable or spring retractable by releasing hydraulic pressure on the hydraulic cylinder(s). Standardization on wheels, hydraulic pumps, and c

29、ylinders within all tow bar groups should be considered for easier maintenance. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1915D Page 4 of 84.4.1 The undercarriage shall be capable of bei

30、ng adjusted through the range of heights necessary to facilitate connecting to and towing the various intended aircraft. The wheels must clear level ground by a minimum of 50 mm (2 in) during all towing operations. Consideration must be given to aircraft with canted nose gear that will cause the tow

31、 bar to roll in a turn, and for the possibility of unlevel surfaces. 4.4.2 The position of the undercarriage along the length of the tow bar shall be adjustable to adapt center of gravity in case of changing heads, modifications and installation of Ground Power Unit cables. In the case of a tow bar

32、designed such that its fixed jaw is to be connected from below the aircraft towing spool with its latching device above, the under-carriage should be positioned such that the tow bar is heavier at the lunette end by an amount not exceeding 12 kg (26.5 lb). FIGURE 1- ATTACHMENT, FIXED JAW BELOW In th

33、e case of a tow bar designed such that its fixed jaw is to be connected from above the aircraft towing spool with its latching device below, the undercarriage should be positioned such that the tow bar is heavier at the tow head end by an amount not exceeding 12 kg (26.5 lb). FIGURE 2 ATTACHMENT, FI

34、XED JAW ABOVE The tow bar shall be balanced as defined above no matter to what height the undercarriage has been adjusted. 4.4.3 The width of the undercarriage shall be sufficient to provide stability when being towed unladen. 4.4.4 Heavy duty wheels, pneumatic or cushion tires and hubs with roller

35、bearings shall be provided. 4.4.5 The horizontal travel caused by the extension and retraction of the undercarriage should be as small as possible to minimize effect on tow bar balance.4.5 Aircraft Protective Devices 4.5.1 The tow bar shall be provided with a protective device(s) to meet Section 3 r

36、equirements. Lower forces than those provided by the aircraft manufacturer may be specified by the customer. If the aircrafts nose gear strength is designed to be consistent with the mass categories indicated in AS1614C or AS5488 as applicable, then the protective device(s) can be designed to meet t

37、he mass categories. 4.5.2 If shearpins are used, they shall comply with the following: 4.5.3 They shall be of non-standard diameter and specified by the manufacturer. 4.5.4 The pins shall be clearly identified. 4.5.5 The tow bar head mounting plates shall incorporate hardened steel bushings for the

38、shear pin locations. This to minimize wear and ensure clean shears. Shouldered bushings are to be used in the tow bar with straight bushings in the head. 4.5.6 Shearpin material shall be as required for the particular application. 4.5.7 See Figures 3, 4, and 5 for an example of typical shearpin conf

39、igurations. It is up to the tow bar manufacturer to choose a concept which best suits their design and which fits the aircraft application. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1915

40、D Page 5 of 84.5.8 As a safety feature the tow bar (body or head holding section or retaining feature) shall be designed to sustain at least 150% of the protective device(s) functioning point or as otherwise specified by the customer. 5. PROTECTIVE DEVICE(S) CALCULATION 5.1.1 The protective device(s

41、) or shearpin calculation must be based on allowables as stated in 4.5.8. 5.1.2 The design strength calculation of the protective device(s) or shearpins, retaining bolts, and body assembly must be provided by the towbar manufacturer upon purchaser request. 5.2 Miscellaneous Features 5.2.1 Loop handl

42、es are to be provided either on each side or on top of the towbar at the lunette eye end. 5.2.2 The towabr shall contain a shock-absorbing device designed to function at values below towbar design values.5.2.3 The towabr shall contain an energy-absorbing device in order to limit loads induced in the

43、 landing gear.NOTE: This energy-absorbing device shall be designed to function at values beyond towbar design values.FIGURE 3 - TYPICAL SHEAR PIN, BUSHINGS, AND HEAD RETENTION BOLT CONFIGURATION (ILLUSTRATRATION ONLY) Copyright SAE International Provided by IHS under license with SAENot for ResaleNo

44、 reproduction or networking permitted without license from IHS-,-,-SAE ARP1915D Page 6 of 8NOTE: For clarity, the head retention bolts are not illustrated FIGURE 4 - DUAL FUNCTION SHEAR PINS (ILLUSTRATRATION ONLY) FIGURE 5 - SINGLE FUNCTION SHEAR PINS (ILLUSTRATRATION ONLY) Copyright SAE Internation

45、al Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1915D Page 7 of 85.2.4 If applicable, storage shall be provided on the tow bar for two spare sets of shearpins, and the bar shall be delivered with the spares in place.

46、The storage provided must not trap water or induce water to enter the tube forming the bar. 5.2.5 Protective bumpers and/or skid plates are required at both ends of the tow bar to prevent the tow eye (lunette) and tow head jaw from making contact with the ground. The tow eye end skid plate should be

47、 positioned suitably aft so as to prevent possible contact with the operators feet during hookup and/or disconnect from the towing tractor. 6. OPTIONS The following features may be incorporated on special requests: 6.1 A tow bar head designed to separate from the tow bar after protective device(s) o

48、r shearpin activation failure. After separation, the head must not contact the ground when hanging from the attachment spool of the aircraft. 6.2 A shock-absorbing device built into the tow bar. Preferably installed at the lunette end.NOTE: This shock absorbing device shall be designed to function at values below towbar design values. 6.3 A flyaway version of the tow bar, (separates into two lengths for air shipment).6.4 Protective system warning device. 6.5 Provisions for ground power/intercom cable(s) and attachment fittings. These shall be located such that