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User currently offlineAC183 From Canada, joined Jul 1999, 1532 posts, RR: 2
Posted (16 years 2 weeks 5 days 18 hours ago) and read 1931 times:

I have some questions about the towbars used to push-back aircraft. I was thinking about what happens if an aircraft diverts to an airport that doesn't usually get service by that type? Now obviously some aircraft have towbars specific to them, the DC-9 being an excellent example, but I was wondering how standardized other towbars are? For example, do large aircraft have a "standard" towbar type? Is a DC-10 and A330 towbar interchangeable, for example? Are the coupling points on the landing gear basically similar? Are towbars basically only rated by the load they can push, or are they entirely exclusive to an aircraft type?

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User currently offlineRipcordd From United States of America, joined Apr 2000, 1326 posts, RR: 1
Reply 1, posted (16 years 2 weeks 5 days 18 hours ago) and read 1843 times:

I know that the 727/757 use the same...767/777/MD-11 //DC-10 use the same....hope this helps...They have certain break points..

User currently offlineLindy From , joined Dec 1969, posts, RR:
Reply 2, posted (16 years 2 weeks 5 days 17 hours ago) and read 1836 times:


DC-9 towbar is also for MD-80 series. Anyway, if aircraft comes to the airport that is a first time visit its no big deal. Of course it depends on size of the airport. They probably will park this aircraft on remote parking and then you dont need towbar. But mostly towbars are for few aircrafts of it size, like DC-9 towbar is also for MD-80/81/82/83/87/88/90, 767/777 etc.
The only towbar I've been working with that is for ONE aircraft is for Fokker-100. And is easy to use, you dont have by pass safety pin only you have switch on stairboard side beside GPU plug. And even when you forgot to turn it off after pushback, when you close that door, by pass safety pin will automaticly turn off.


User currently offlineSpacepope From Vatican City, joined Dec 1999, 3388 posts, RR: 1
Reply 3, posted (16 years 2 weeks 5 days 15 hours ago) and read 1815 times:

Some towbars are designed with aircraft structure in mind as opposed to attachments. The Il-76 has one with a bend in it to clear the radome under the nose. I believe that this towbar is actually carried with the aircraft at all times.

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User currently offlineL-188 From United States of America, joined Jul 1999, 30408 posts, RR: 57
Reply 4, posted (16 years 2 weeks 5 days 15 hours ago) and read 1816 times:

Like Lindy said if you don't have a towbar you end up remote parking the aircraft. A lot of the smaller towbars have interchangeable head for different aircraft. We have one that has a Llear and a Metro/Merlin adaptor

There is only one "universial" system that I know about is a barles tow system. In this one there is a strap that is secured around the oleo strut. and then the aircraft is winched up onto a steel plate"scoop" that is mounted on the front of the tractor....the scoop lifts the nosegear off the ground and then you can move the aircraft.

We use this type of tug at work and move everthing from Learjets to Metros/Merlins to Comanches with it.

User currently offlineJet Setter From , joined Dec 1969, posts, RR:
Reply 5, posted (16 years 2 weeks 5 days 2 hours ago) and read 1783 times:

I know if Monarch fly their A330s on a route where they may need a towbar, they carry one in the hold.
At Manchester, UK they are introducing towbar-less pushback tractors, which attach directly to the aircraft nosegear and can fit almost any aircraft type. They are safer, as the aircraft can't jack-knife and the tug driver has direct control of the aircraft (ie the aircraft and tug are essentialy one vehicle - not 2 joined by a towbar)

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Towbars posted Mon May 8 2000 05:06:28 by AC183