BS ISO 20683-1:2016 pdf free

BS ISO 20683-1:2016 pdf free.Aircraft ground equipment一Nose gear towbarless towing vehicle (TLTV)
This document is applicable to towbarless aircraft towing vehicles (TLTVs) interfacing with the nose landing gear of main line civil transport aircraft with a maximum ramp mass over 50 000 kg (110 000 lb). The requirements for regional transport aircraft with a lower maximum ramp mass are specified in ISO 20683-2. It is not applicable to TLTVs which were manufactured before its date of publication.
It specifies general design requirements, testing and evaluation requirements, maintenance, calibration,documentation, records, tracing and accountability requirements in order to ensure that the loads induced by the tow vehicle will not exceed the design loads of the nose gear or its steering system,or reduce the certified safe life limit of the nose gear, or induce a stability problem during aircraft pushback and/or gate relocation or maintenance towing operations.
This document specifies requirements and procedures for towbarless tow vehicles (TLTVs) intended for aircraft pushback and gate relocation or maintenance towing only. It is not intended to allow for dispatch operational) towing (see Clause 3). Dispatch towing imposes greater loads on nose gears and aircraft structure due to the combination of speed and additional passenger, cargo, and fuel loads.
This document does not apply to towbarless towing vehicles interfacing with aircraft main landing gear.
The nose wheels shall be held by the vehicle in such a way that pitch-up of the aircraft shall not cause the wheel to disengage from the pick-up device at any nose gear steering angle.
A positive wheel retaining feature shall be provided. If the nose gear is “canted”, a turning maneuver will cause uneven loading on the nose gear (i.e. for an aft canted gear, the vertical load on the inboard nose wheel will tend to increase and conversely, the vertical load on the outboard nose wheel will tend to decrease). The retention feature shall allow for uneven tire displacement without imposing additional loads on the nose gear.
The geometry of the holding device shall be such that no interference with aircraft structure may occur (e.g. torque links, weight and balance sensors, tires, water spray deflector, etc.) at all wheel steering angles up to the limits defined by the airframe manufacturer’s documentation, and the full range of shock strut extensions and tire deflections.BS ISO 20683-1 pdf free download.