SAE ARP 5911A-2012 Regional Aircraft Towbarless Tow Vehicle - Test Requirements《支线分机无杆牵引车辆 试验要求》.pdf

1、 6$(7HFKQLFDO6WDQGDUGV%RDUG5XOHVSURYLGHWKDW7KLVUHSRUWLVSX EOLVKHGE6$(WRDGYDQFHWKHVWDWHRIWHFKQLFDO and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising therefrom, LVWKHVROHUHVSR

2、QVLELOLWRIWKHXVHU SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2017 SAE International All rights reserved. No part of this publication may be reproduced,

3、 stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-4970 (outside USA) Fax: 724-776-

4、0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/standards.sae.org/ARP5911A AEROSPACE RECOMMENDED PRACTICE ARP5911 REV. A Issued 2002-12 Revised 2012-08 Reaffirmed 2017-05 Superseding ARP5911

5、 Regional Aircraft Towbarless Tow Vehicle - Test Requirements RATIONALE ARP5911A has been reaffirmed to comply with the SAE Five-Year Review policy. FOREWORD Throughout this SAE Aerospace Recommended Practice (ARP), the minimum essential criteria are identified by the use of the keyword “shall“. Oth

6、er recommended criteria are identified by the use of the keyword “should“ and, while not mandatory, are considered to be of primary importance in providing safe and serviceable towbarless tractors. Alternative solutions may be adopted only after thorough consideration and in-service evaluation have

7、shown them to be equivalent. TABLE OF CONTENTS 1. SCOPE 3 1.1 Purpose . 3 1.2 Field of Application 3 2. REFERENCES 3 2.1 Applicable Documents 3 2.1.1 SAE Publications . 3 2.1.2 Regulatory (USA) 3 2.1.3 Regulatory (Europe) 4 2.1.4 ISO Publications 4 2.1.5 IATA Publications 4 2.2 Terms and Definitions

8、 . 4 3. EFFECTIVITY . 5 4. REQUIREMENTS . 5 4.1 Towing Loads 5 4.2 Oversteering Protection 6 5. TESTS . 6 5.1 Static Load Tests 6 5.2 Dynamic Load Tests . 7 5.3 Operational Tests 8 5.4 Aircraft Braking 8 SAE INTERNATIONAL ARP5911A Page 2 of 11 6. COMPUTER MODELING . 8 6.1 General . 8 6.2 Validation

9、9 7. QUALITY CONTROL 9 8. DECLARATION OF COMPLIANCE 10 9. NOTES 10 APPENDIX A REGIONAL AIRCRAFT MAXIMUM LIMITS TO BE STATED BY MANUFACTURERS 11 SAE INTERNATIONAL ARP5911A Page 3 of 11 1. SCOPE 1.1 Purpose The present Aerospace Recommended Practice specifies for airplane operator and tow vehicle manu

10、facturers 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 aircra

11、ft”. 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 airplanes nose landing gear and associated structure, reduce the certified safe life limit of the nose landing gear, or oth

12、erwise compromise the airplanes structural integrity and airworthiness certification. 1.2 Field of Application This document is intended to be applicable to all towbarless tow vehicles to be used for push-back and maintenance towing of commercial airplanes in the specified range. See Section 3 herea

13、fter. It is not intended to apply to tow vehicles used for airplane operational (dispatch) towing. 2. REFERENCES 2.1 Applicable Documents The following publications form a part of this document to the extent specified herein. The latest issue of SAE publications shall apply. The applicable issue of

14、other publications shall be the issue in effect on the date of the purchase order. In the event of conflict between the text of this document and references cited herein, the text of this document takes precedence. Nothing in this document, however, supersedes applicable laws and regulations unless

15、a specific exemption has been obtained. 2.1.1 SAE Publications Available from SAE International, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org. ARP4852 Design Specification for Towbarless Push-Back Tow Vehicles

16、 ARP4853 Design Specification for Towbarless Tow Vehicles ARP5283 Nose Gear Towbarless Tow Vehicle Basic Test Requirements ARP5284 TLTV - Aircraft NLG Steering and Tractive Force Protection Systems or Alerting Devices - Inspection, Maintenance and Calibration Requirements ARP5285 Towbarless Towing V

17、ehicle Operating Procedure ARP5916 Design Specification for Regional Aircraft Towbarless Tow Vehicle for Pushback and/or Maintenance Towing Operations 2.1.2 Regulatory (USA) Available from United States Government Printing Office, 732 North Capital Street, NW, Washington, DC 20401, Tel: 202-512-0000

18、 www.gpoaccess.gov. Federal Aviation Regulations 14CFR Part 25, Airworthiness Standards: Transport category airplanes, paragraphs 25.301(a), Loads, and 25.509, Towing loads SAE INTERNATIONAL ARP5911A Page 4 of 11 2.1.3 Regulatory (Europe) Available from European Aviation Safety Agency, Postfach 10

19、12 53, D50452 Koeln, Germany. Certification Specifications for Large Aeroplanes CS-25 paragraphs CS 25.301(a) Loads, and CS 25.509, Towing loads Certification Specifications for Large Aeroplanes CS-25, paragraph CS 25.745(d) Nose Wheel Steering and associated Advisory Material INT/POL/25/13 2.1.4 IS

20、O Publications Available from American National Standards Institute, 25 West 43rd Street, New York, NY 10036-8002, Tel: 212-642-4900, www.ansi.org. ISO 9001 Quality systems - Model for quality assurance in design, development, production, installation and servicing ISO 20683-1 Aircraft ground equipm

21、ent - Towbarless towing vehicle (TLTV) - Design, testing and maintenance requirements - Part 1: Aircraft with a maximum ramp mass over 50 000 kg (110 000 lb) ISO 20683-2 Aircraft ground equipment - Towbarless towing vehicle (TLTV) - Design, testing and maintenance requirements - Part 2: Regional air

22、craft 2.1.5 IATA Publications Available from International Air Transport Association, Publications Assistant, 800, Place Victoria, P.O.Box 113, Montral Qubec H4Z 1M1, Canada, Tel: 1-514-874-0202, www.iata.org. Airport Handling Manual AHM 957, Functional specification for aircraft nose gear controlle

23、d towbarless tractor 2.2 Terms and Definitions For the purpose of the present document, the following terms and definitions apply: COMPUTER MODELING: See NUMERIC SIMULATION. DISPATCH (OPERATIONAL) TOWING: Towing a revenue aircraft, loaded with passengers, fuel, and cargo up to Maximum Ramp Weight (M

24、RW), from the terminal gate/remote parking area, to a location near the active runway, or conversely. The movement may cover several kilometers (miles) with speeds up to 32 km/h (20 mph), with several starts, stops and turns. Replaces typical taxiing prior to take-off or after landing. JERKING: Sudd

25、en application of push/pull forces from a complete stop. MAINTENANCE TOWING: Movement of an aircraft for maintenance/remote parking purposes (e.g., from gate to maintenance hangar), typically unloaded, with speeds up to 32 km/h (20 mph). MAXIMUM LIMITS: Limits (tow force, torsional, or angular) esta

26、blished by the airframe manufacturer as not-to-exceed values intended to preclude possible damage to nose landing gear or structure. Limits are established by airframe manufacturers documentation and may be different for towbarless or towbar towing operations. All aircraft load limits are limit load

27、s as defined in FAR Part 25/ EASA CS-25 paragraph 25.301(a). MAXIMUM RAMP WEIGHT (MRW): The maximum mass allowable for an aircraft type or sub-type when leaving its parking position either under its own power or towed, comprising maximum structural take-off weight (MTOW) and taxiing fuel allowance.

28、NLG: Aircraft nose landing gear. SAE INTERNATIONAL ARP5911A Page 5 of 11 NUMERIC SIMULATION: Validated simulation of physical test condition and reaction of aircraft employing numerical analysis, computational geometry and computer graphics to obtain proof support and design verification. OPERATIONA

29、L LIMITS: Limits (fore and aft tractive force, torsional, or angular) which are set at a lesser value than the maximum limits established by the airframe manufacturer. OVERSTEER: Exceedence of maximum torsional load or angular limits where potential damage to the nose landing gear structure or steer

30、ing system could take place. These limits are defined in the appropriate airframe manufacturers documentation. Torsional load limits typically occur after exceeding angular limits, but may occur before the angular limit is reached (e.g., nose gear hydraulic system bypass failure). PUSHBACK: Moving a

31、 fully loaded aircraft (up to Maximum Ramp Weight (MRW) from the parking position to the taxiway. Movement includes pick-up, pushback with turn, a stop, a short tow to align aircraft and nose wheels, and release. Engines may or may not be operating. Aircraft movement is similar to a conventional pus

32、hback operation with a towbar. Typical speed does not exceed 8 to 10 km/h (5 to 6 mph) maximum. SNUBBING: Sudden relief and reapplication of push/pull loads while TLTV and aircraft are in motion. TLTV: Towbarless towing vehicle, acting on an aircrafts nose landing gear. TOW FORCE: Total force from t

33、he tow vehicle on the nose gear tires in the defined “X” axis. VALIDATION: Demonstration to other parties and/or authoritys satisfaction that parameters, algorithms and methods used in a numeric simulation (computer modeling) program provide results of at least equivalent reliability to the specifie

34、d actual testing alternative. “X“ AXIS: Fore and aft axis of the tow vehicle, parallel to the ground. 3. EFFECTIVITY 3.1 This document is applicable to towbarless towing vehicles intended for commercial transport aircraft airworthiness certified under FAR Part 25/EASA CS-25 up to a maximum ramp weig

35、ht of 50 000 kg (110 000 lb). It does not apply to: towbarless tow vehicles intended for business category aircraft, or aircraft airworthiness certified under FAR Part 23/EASA CS-23 as commuter category airplanes, towbarless tow vehicles intended for aircraft airworthiness certified under FAR Part 2

36、5/EASA CS-25 but with a maximum ramp weight in excess of 50 000 kg (110 000 lb), which are covered by other Aerospace Recommended Practices (see 2.1.1). 3.2 This document is applicable to towbarless towing vehicles as specified in 3.1, designed or built after its date of publication. 4. REQUIREMENTS

37、 Towbarless towing vehicles shall, either by intrinsic design or through appropriate load limiting devices, ensure that the following maximum limits are not exceeded. 4.1 Towing Loads 4.1.1 The push and pull towing forces induced by the TLTV onto the aircrafts nose landing gear as a result of either

38、 accelerating or braking shall be verified as per 5 and/or 6 hereafter, and shall not at any time exceed the maximum values specified by the aircraft manufacturer. SAE INTERNATIONAL ARP5911A Page 6 of 11 4.1.2 Depending on the range of aircraft types the TLTV is compatible with, preset towing load v

39、alues may be used for a number of aircraft types or sub-types in a given MRW range. In this case, each TLTV setting shall comply with the maximum limits specified by the manufacturer(s) of the designated aircraft types, sub-types, or family(s) thereof as defined by the aircraft manufacturers, and ea

40、ch TLTV setting shall be subjected to a separate verification. 4.2 Oversteering Protection 4.2.1 The maximum angular or torsional load limits stated by the aircrafts manufacturer in the event of oversteering shall not at any time be exceeded. See aircraft manufacturers TLTV assessment criteria docum

41、ent, if published, or Appendix A hereafter, if not. 4.2.2 This may be achieved either by oversteer protection built into the TLTV, or by an oversteer alerting system being provided. 4.2.3 Oversteer protection may be achieved either by intrinsic design precluding the possibility of either limit being

42、 reached or exceeded, or by a fail-safe oversteer protection system ensuring they shall not be exceeded. Oversteer alerting shall consist in an appropriate fail-safe warning system installed on the TLTV, providing the driver with unmistakable indication that one of the maximum limits has been reache

43、d. 4.2.4 No testing of the TLTV oversteer protection or alerting systems shall be performed on an in-service aircraft, in order to preclude any possible damage to the NLG structure or steering system. Such testing should be accomplished with a suitable ground testing device representative of the spe

44、cific aircraft model for which the TLTV is intended, or through appropriate numeric simulation demonstration. NOTE: European Aviation Safety Agency (EASA) requirements. For aircraft registered or operated under European EASA Regulations, INT/POL/25/13 and future CS-25 AMC 25.745(d), Nose-wheel Steer

45、ing (Interpretative Material), paragraph 4, Alternate acceptable means of compliance, requires the TLTV manufacturer to provide a Declaration of Compliance of his units oversteer protection or oversteer alerting system(s) with the present document and the criteria published by the manufacturer of ea

46、ch aircraft type for which it is intended, and the aircraft manufacturers to list in their appropriate documentation the TLTV models that were specifically accepted for each aircraft type based on this Declaration of Compliance. 5. TESTS The following tests shall be performed to provide verification

47、 that the loads induced by the TLTV do not exceed the allowable maximum limits, and the operation of the unit in an operational push-back environment does not result in events potentially jeopardizing aircraft safety. Dynamic numeric simulation may be used instead of part of the specified tests, pro

48、viding it guarantees at least equivalent results reliability (see Section 6). See 4.2.4 for testing of oversteering protection features. 5.1 Static Load Tests 5.1.1 Static tests shall be performed as follows to verify inadvertent application of TLTV power while the aircraft is braked or chocked will not result in exceeding the NLG maximum loads. 5.1.2 In order to preclude any possible damage to the NLG structure, such testing may be accomplished with a suitable ground testing device representative of the specific aircraft m