Single man pushback
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Simple economics , tow bar less tugs are very expensive, which is why you still get pushed by ancient tugs in a lot of places ! Ref headsets , you cant use them when theres a lightning risk so if your airline doesnt allow handsignals then i guess you take a long delay............
The only thing unsafe about pushing yourself is having to get out to disconnect the headset and bypass pin thus we use a 2 man crew. some insist on walking a wing, I believe this practice only need to be used when "ground handeling" people are doing the job. I don't trust them as it is not a career but just a job to most of them.
It is an international standard to drive behind an aircraft with a beacon on at your own risk, you deserve a chewing out if you attempt this after pushback has commenced.
The towbarless tug gives great visibility and control, I would consent to a one man operation if there was a way to remotely remove the bypass pin and headset chord, or a wireless option.
I personally hate having a wing walker, just another liability. Back in my flight mech days we ran over a guy on a headset down in san Jose Costa Rica with a DC-10-30. He got tangled up in the headset chord and fell behind the NLG in a turn, 2 pices of the poor kid were left and probably about 30 lbs of ground-rican about 5 feet long/nose gear width wide.
We use the Schoff power push (attached to MLG and turns it with friction rollers)at my airline for A320 and B737 with a one man push back. It has been good the last 10 years with a fifty percent drop in nose gear damage and maint problems. All out push backs have at least 1 90 deg turn and some have up to three to get out of an alleyway.
Our engineers love it as they only have to disconnect the headset, as the tug has an auto disconnect function that allows the aircraft to just drive away from the tug.
Flight Crew love it because it is very smooth in operation, and the disconnect is very fast so limited time waiting for all the grount crew.
Our engineers love it as they only have to disconnect the headset, as the tug has an auto disconnect function that allows the aircraft to just drive away from the tug.
Flight Crew love it because it is very smooth in operation, and the disconnect is very fast so limited time waiting for all the grount crew.
I'll take a semi-literate person on the headset over a complete lack of two way voice communication and poor understanding of hand signals any day.
Too many things can go wrong, headsets are cheap insurance and I have never operated into any Airport that could not scare one up
Too many things can go wrong, headsets are cheap insurance and I have never operated into any Airport that could not scare one up
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Leewan, towbars are so out of date! You need one of those all singing and dancing sexy little pusher thingys for a one man show.
For towbars, you have the shear pins that will indicate that you came close to the a/c NLG max limits and inspection be done. I understand that TBLs have an oversteer warning light. Is this programmed to be a/c type specific or just a general angle ?
Headsets should always be used other than during a lightning storm. And if handsignals are to be used, it's better to have a simple "briefing" with the flight crew in the cockpit before hand.
From my own experience.
In the past 12 months I have witnessed 5 incidents with towbarless tugs. At the same airport with 3 different handling agents and 4 different airlines.
1. Tug tried to establish positive contact with the nose wheels, the aircraft brakes were off and the chocks behind the main gear had been left well clear
. This resulted in the aircraft being shoved rearwards while passengers and cargo were loading. Fortunately no injuries or damage. SOP now changed for the tug crews to check brakes are set before setting up.
2. Steering lockout pin not fitted, Towbarless tug tore the tyres of the wheels.
Don't know whether the over torque warning was inop or ignored. Made a mess though.
3. Wheels slipped through the lifting bars as the nose was lifted breaking the torque link.
4. At least 2 aircraft seen on the taxiway with the nose gear at over 90 degs, tug still attached and a group of dayglo vested chaps standing around scratching their heads.
As for single man operation, don't like it. Unsafe in so many ways especially in the dark.
As the man said, standard hand signal procedure can be adopted if necessary but it's good airmanship to have a chat with the crew first to make sure were all on the same wavelength.
Engine starting is always done with a man on the headset except for one of the airlines I'm involved with. It is an American carrier so I can only assume the FAA have a different view on the rest.
Just my two penn'th
Edited to add...I don't like the flashing of nose taxi lights either. My retina can't take that kind of punishment just as I'm pulling the steering pin and checking the lock pin has been removed. Please don't do it.
In the past 12 months I have witnessed 5 incidents with towbarless tugs. At the same airport with 3 different handling agents and 4 different airlines.
1. Tug tried to establish positive contact with the nose wheels, the aircraft brakes were off and the chocks behind the main gear had been left well clear
. This resulted in the aircraft being shoved rearwards while passengers and cargo were loading. Fortunately no injuries or damage. SOP now changed for the tug crews to check brakes are set before setting up. 2. Steering lockout pin not fitted, Towbarless tug tore the tyres of the wheels.
Don't know whether the over torque warning was inop or ignored. Made a mess though.3. Wheels slipped through the lifting bars as the nose was lifted breaking the torque link.
4. At least 2 aircraft seen on the taxiway with the nose gear at over 90 degs, tug still attached and a group of dayglo vested chaps standing around scratching their heads.
As for single man operation, don't like it. Unsafe in so many ways especially in the dark.
As the man said, standard hand signal procedure can be adopted if necessary but it's good airmanship to have a chat with the crew first to make sure were all on the same wavelength.
Engine starting is always done with a man on the headset except for one of the airlines I'm involved with. It is an American carrier so I can only assume the FAA have a different view on the rest.
Just my two penn'th
Edited to add...I don't like the flashing of nose taxi lights either. My retina can't take that kind of punishment just as I'm pulling the steering pin and checking the lock pin has been removed. Please don't do it.
Last edited by TURIN; 30th Apr 2009 at 09:06. Reason: spillin'
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411A - and if the taxi light fails, especially considering all that on/off of the bulb...........
Lockheed, buit to a slightly higher standard...
We don't normally do a single man pushback, nor one without a headset, only when it becomes absolutely necessary..
We don't take delays when the slight problem can be worked around using the 6 P's.
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Schoff power push (attached to MLG
C100driver, how can the a/c be steered if it's attached to the MLG ? Or is it a typo ?And , does anyone know if the oversteering warning light found on TBLs are a/c type specific or just a general angle ?
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No type, leewan. Page 2 of 67.199.19.247/gp/airdub07/press/dateien/presslist_4.pdf will explain all
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Read my reply #26. The main reason that some airlines ban pushbacks with TBL is the higher incidence of NLG damage with them. And if there is no proper overtorque/oversteer warning like the towbar shear pin which are type specific(not sure of multi fleet though), then their fears are justified. Follow ?
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All this flashing of lights... one thing I will guarantee... you'll blind the tug driver
I was departing an A319 last week at night. Standing at the nose connection, when the capt flashed the nose light about one metre from my eyes.
It wasn't just that I could not see anything, I was doubled up in pain for 5 mins, my left eye felt it was on fire. Finally managed to stand up, and the aircraft departed about 10 mins late!
Never happened to me before. At our airline it is strictly forbidden. The tow crew will just leave.
I told the crew what I thought of them, and wrote to their boss. I had a pain in my retina for 3-4 days.
Ok, now I'm lost. WTH is a powerpush ?
Didn't know it was abt powerpush. Can you try again ?
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Apologies, then - try SCHOPF! Tractors. Loaders. Stairs. And more.. There's a video there too.
This was the other link 67.199.19.247/gp/airdub07/press/dateien/presslist_4.pdf
Try that one - somehow 'pprune.org 'stuck its nose in there before!
This was the other link 67.199.19.247/gp/airdub07/press/dateien/presslist_4.pdf
Try that one - somehow 'pprune.org 'stuck its nose in there before!
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No worries.
This is the first time I've ever seen a pushback like this. I honestly thought it was a typo when C100driver posted it was attached to the MLG. Pretty unique.Guess the pilot does the nosewheel steering from the cockpit then ?
This is the first time I've ever seen a pushback like this. I honestly thought it was a typo when C100driver posted it was attached to the MLG. Pretty unique.Guess the pilot does the nosewheel steering from the cockpit then ?