Maxalt, connecting the tug and towbar to stop weathercocking whilst meanwhile leaving the very big aircraft side on to 73 knots will result in a damaged towbar, possible damage to the gear, the gear doors and perhaps the nose gear attachment to the fuselage. There is a limit to the side force even the nose gear is designed to sustain.
However it may be feasible to reconnect towbar and tug when the aircraft is brought head to wind to assist in stopping it being blown backwards as a temporary mooring measure. In this way the force is fore and aft and the towbar shear pins offer an overstress protection.
Keeping control of big aircraft on the ground in wild winds is not simple alas.