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A Man’s Got to Know His Limitations
– Harry Callahan (Clint Eastwood), 1973
While not as perilous as tugging (pun intended) on Superman’s cape or challenging Dirty Harry, towing can be a hazardous operation, causing damage to the aircraft and injury to personnel. Once at my carrier, and unbeknownst to the Captain and crew, the NLG spray shield was damaged during push-back from the gate. This resulted in the nose gear failing to extend on landing. Other common towing errors include attempting to move the aircraft with its brakes set or chocks installed, pushing or pulling the aircraft into another object or damage due to aggressive ma- neuvering or exceeding angular towing limits. Personal injuries can occur when attaching and detaching towing equipment and to others when they intrude between the tow vehicle and the airplane. We may also cause damage or injuries if the tow bar becomes disconnected during movement. Here is a left-brain checklist in order to help us avoid some costly mistakes:
• Aircraftequippedwithatricyclelandinggeararegenerally towed by attaching a model-specific tow bar to the axle of the nose wheel, to designated tow pins, or by lifting the entire nose wheel assembly. Most tow pins are designed to “shear” before other, more critical, aircraft components – this means the pins are fragile by design.
• Internal or external flight control locks should be used while the aircraft is parked – but use caution when towing. Some control locks for the rudder system will inhibit towing and cause damage to aircraft springs, cables or linkages if not removed prior to towing.
• Beforetowing,confirmtheaircraftparkingbrakeisreleased, chocks and tie-downs are removed and the area is clear of obstacles – including the hangar door. To verify the parking brake is off, I push on a wingtip and verify that a MLG tire rotates a smidgeon. Common obstacles include trash cans, torpedo heaters, step-stools, luggage and luggage carts.
• Chocks should be available in case the tug and aircraft become separated from each other. I’ve had three of these free-wheeling events at the airline but none in GA.
• ContactgroundoradviseotheraircraftontheCTAFifentering movement areas and tow along painted taxi lines when able.
• MostGAaircraftdonothaveafullswivelmodeontheNLG locking scissors. Instead, we have markings to designate maximum towing angles (typically marked in red on the nose strut). It is critical to remain within these limits. If you reach the left or right limit, you should stop, disconnect the tow- ing vehicle and maneuver the tow bar and vehicle to remain within limits, then reattach the tow bar and resume the tow.
• Nooneshouldbepermittedtowalkorridebetweenthenose wheel of an aircraft and the towing vehicle, nor ride on the
outside of the airplane or the towing vehicle.
I’ve been towing GA airplanes and Air Force fighters for 45 years, and I can usually push the Duke to within my self-imposed 3⁄4-inch parking spot tolerance in the hangar – albeit not always
on the first attempt. While acknowledging the challenges of tow- ing, or reading poetry about towing, I advocate self-towing for the same reason I have suggested that we all get more hands-on with aircraft maintenance (see “Zen and Aircraft Maintenance,” T &T July 2015). Because becoming more touchy-feely with our maintenance and towing can provide knowledge, which leads to understanding, skill, appreciation and gratitude.
Accept the Challenge
The functional elegance of towing is often lost on us pilots, overshadowed by the left-brain efficiency, ease and convenience of a professionally prepositioned aircraft. While towing your own airplane will take some skill, there’s no need to snatch a pebble from your sensei’s hand – just get some dual with your own tug, tow bar and airplane before you go solo. And if you will accept the challenge of towing, I will abandon the challenge of poetry.
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Kevin Dingman has been flying for more than 40 years. He’s an ATP typed in the B737 and DC9 with 23,000 hours in his logbook. A retired Air Force major, he flew the F-16 and later performed as an USAF Civil Air Patrol Liaison Officer. He flies volunteer missions for the Christian organiz tion Wings of Mercy, is employed by a major airline, and owns and operates a Beechcraft Duke.Contact Kevin at dinger10d@gmail.com.
February 2019 Twin & Turbine • 29 TWIN & TURBINE • 29