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The purpose of this SAE Aerospace Recommended Practice (ARP) is to standardize locations of aircraft ground service connections to accommodate the trend toward fixed systems, which use the passenger boarding bridge and/or underground “pop-up” or pit systems as a source of utilities. It must be recognized that, in standardizing the locations of the aircraft service connections, they must continue to be served efficiently in those instances where mobile ground support equipment is used. There is an ever increasing number of fixed installations for aircraft servicing. The objectives to be met by standardizing the locations of the aircraft service connections are the following:

This Aerospace Recommended Practice includes the following areas: basis for system requirements; selection of materials coupled with hazards and safety; configuration of design; system operation; and evalua tion testing.

This Aerospace Recommended Practice includes the following areas: basis for system requirements; selection of materials coupled with hazards and safety; configuration of design; system operation; and evaluation testing.

This SAE Aerospace Recommended Practice (ARP) applies to Point-Of-Use, Central and Mobile Pre-Conditioned Air Equipment. It does not apply to aircraft mounted equipment.

The purpose of this specification is to provide airplane operators and tow vehicle manufacturers with: a General design and operating requirements pertinent to test and evaluation of towbarless tow vehicles. Specific design requirements are provided in ARP4852 and ARP4853. b Test and evaluation requirements. The results of these test evaluations will determine if the loads induced by the tow vehicle will exceed the design loads of the nose gear, or are within the aircraft manufacturer’s limits so that they do not affect the certified safe limit of the nose gear. The results of these test evaluations will also determine if a stability problem may occur during pushback and/or maintenance towing operations with the tested airplane/tow vehicle combination. This document specifies general test requirements and a test evaluation procedure for towbarless tow vehicles (TLTV) intended for pushback and maintenance towing only.

The purpose of this specification is to provide airplane operators and tow vehicle manufacturers with: a General design and operating requirements pertinent to test and evaluation of towbarless tow vehicles. Specific design requirements are provided in ARP4852A and ARP4853A. b Test and evaluation requirements. The results of these test evaluations will determine if the loads induced by the tow vehicle will exceed the design loads of the nose gear, reduce the certified safe life limit of the nose gear, or induce a stability problem during pushback and/or maintenance towing operations. This document specifies general test requirements and a test evaluation procedure for towbarless tow vehicles (TLTV) intended for pushback and maintenance towing only. It is not meant for dispatch (operational) towing (see definitions in Section 3). Dispatch towing imposes greater loads on nose gears and structure due to additional passenger, cargo, and fuel loads.

The purpose of this specification is to provide airplane operators and tow vehicle manufacturers with: a General design and operating requirements pertinent to test and evaluation of towbarless tow vehicles. Specific design requirements are provided in ARP4852 and ARP4853. b Test and evaluation requirements. The results of these test evaluations will determine if the loads induced by the tow vehicle will exceed the design loads of the nose gear, or are within the aircraft manufacturer’s limits so that they do not affect the certified safe limit of the nose gear. The results of these test evaluations will also determine if a stability problem may occur during pushback and/or maintenance towing operations with the tested airplane/tow vehicle combination. This document specifies general test requirements and a test evaluation procedure for towbarless tow vehicles (TLTV) intended for pushback and maintenance towing only.

This AIR examines only those incidents which were caused by ground support equipment used for aircraft handling and servicing and for line maintenance. It does not include damage that occurred during heavy maintenance or overhaul activity, taxi incidents or accidents where an aircraft under tow collided with a piece of GSE.

Only those incidents where a piece of ground support equipment directly associated with the "turnaround" servicing of an aircraft was involved are reviewed. Specifically excluded are those incidents that occurred during heavy maintenance, overhaul activity, or aircraft taxiing.

Only those incidents where a piece of ground support equipment directly associated with the "turnaround" servicing of an aircraft was involved are reviewed. Specifically excluded are those incidents that occurred during heavy maintenance, overhaul activity, or aircraft taxiing.

Incidents where a piece of ground support equipment or personnel damages an aircraft under the control of ground or maintenance operations that requires corrective action by aircraft maintenance personnel. Operations include, but are not limited to servicing, line maintenance, heavy maintenance, and aircraft movement, e.g., marshalling/pushback/tow/reposition/taxi.

The following recommendations and suggestions are made for consideration for procurement of new equipment, or modification to existing equipment where practical. Excluded from this AIR is mobile ground equipment, such as fork lift trucks and front end loaders, that have a functional requirement for simultaneous vehicle motion and accessory operation.

The following recommendations and suggestions are made for consideration for procurement of new equipment, or modification to existing equipment where practical. Excluded from this AIR is mobile ground equipment, such as fork lift trucks and front end loaders, that have a functional requirement for simultaneous vehicle motion and accessory operation.

The present Aerospace Recommended Practice specifies for airplane operator and tow vehicle manufacturers the basic testing requirements for towbarless tow vehicles to be used on the nose gear of conventional tricycle type landing gears of commercial civil transport aircraft with maximum ramp weight between 8600 kg (19 000 lb) and 50 000 kg (110 000 lb), commonly designated as “regional aircraft”. Its purpose is to achieve testing results, or equivalent computer modeling, demonstrating that the loads induced by the tow vehicle will not exceed the design loads of the airplane’s nose landing gear and associated structure, reduce the certified safe life limit of the nose landing gear, or otherwise compromise the airplane’s structural integrity and airworthiness certification.

The present Aerospace Recommended Practice specifies for airplane operator and tow vehicle manufacturers the basic testing requirements for towbarless tow vehicles to be used on the nose gear of conventional tricycle type landing gears of commercial civil transport aircraft with maximum ramp weight between 8,600 kg (19,000 lb) and 50,000 kg (110,000 lb), commonly designated as “regional aircraft”. Its purpose is to achieve testing results, or equivalent computer modeling, demonstrating that the loads induced by the tow vehicle will not exceed the design loads of the airplane's nose landing gear and associated structure, reduce the certified safe life limit of the nose landing gear, or otherwise compromise the airplane's structural integrity and airworthiness certification.

This Recommended Practice outlines the general requirements for a transportable self-contained, continuous duty, diesel engine driven brushless alternator unit for supplying 400-Hertz electrical power to high performance commercial transport aircraft. It is intended to assist the airlines in standardardizing recommendations for various sizes and configurations of equipment and it is a guide for the preparation of detailed specifications by the purchaser. The unit is primarily intended to supply power to the aircraft during passenger loading and unloading, and during servicing operations at airports throughout the world. The combination of the equipment specified herein and the interconnecting cable(s) between the 400-Hertz alternator and the aircraft shall provide power characteristics at the aircraft receptacle which meet MIL-STD-704A requirements for Category "B" equipment. Other limits which are necessary to meet specific conditions must be specified by the purchaser.