Heavy Duty Towing Questions! Trivia

The Tow Supervisor is the only person authorized to give the "all clear to move" order during an aircraft tow. This person is responsible for overseeing the towing operation and ensuring the safety of the aircraft and personnel involved. They have the knowledge and expertise to assess the situation and determine when it is safe to proceed with the tow. The Pro-Super and Expediter may have supervisory roles, but they do not have the authority to give the "all clear to move" order. Therefore, the correct answer is Tow Supervisor.

Failure to prevent park handles from moving to the forward position on their own during brake release can result in damage to the throttle module light panel and/or brake handles. This suggests that if the park handles are not properly secured or if there is a malfunction in the brake release mechanism, the handles may move forward unexpectedly. This movement can cause damage to the throttle module light panel and/or brake handles. Therefore, the statement is true.

Tire pressure does not have to be checked prior to tow if it has been determined in the last 72 hours because tire pressure can remain relatively stable within that time frame. Checking tire pressure regularly is important for safe driving, but if it has been checked within the last 72 hours and no significant changes to the vehicle or driving conditions have occurred, it is generally considered acceptable to not check it again before towing. However, it is always recommended to double-check tire pressure before any long trips or if there are concerns about the tires.

During an NLG Tow (Nose Landing Gear Tow) with power on, the brake operator must be qualified on APU (Auxiliary Power Unit) operation. This is because the APU provides power to the aircraft systems when the main engines are not running. In the event of an emergency or unexpected situation during the tow, the brake operator needs to be able to operate the APU to ensure the availability of power for essential functions. Therefore, it is necessary for the brake operator to be qualified and knowledgeable about APU operation during an NLG Tow with power on.

If the brake pressure drops below the minimum requirements, the responsibility of the brake operator is to notify the tow supervisor and stop the tow immediately. This is important to ensure the safety of the tow and prevent any potential accidents or damage. Setting the brakes or waiting for the pressure to climb back into a normal range may not be sufficient or effective in addressing the issue at hand.

The tow team supervisor is responsible for obtaining clearance from the tower prior to towing onto an active taxiway. They are in charge of coordinating and overseeing the towing operation, ensuring the safety of the aircraft and personnel involved. As the supervisor, they have the authority to communicate with the tower and obtain the necessary clearance before proceeding with the towing operation.

During an MLG (Main Landing Gear) tow, hydraulic systems 2 and 3 are used. Hydraulic system 2 is responsible for operating the landing gear and brakes, while hydraulic system 3 controls the steering of the aircraft. These systems are essential for safely maneuvering the aircraft during ground operations.

When disconnecting the NLG torque link, a tow team member should be cautious of the NLG torque arm being spring loaded to the up position. This means that once the torque link is disconnected, the torque arm will spring up, potentially causing injury or damage if not handled properly.

The normal pressurized quantity in quarts for the number 2 hydraulic system reservoir to setting brakes is between 45 and 47.

To fully charge the brake accumulators from a depleted condition, 1000 hand pump strokes are required. This means that the brake accumulators are completely empty and need to be filled with pressure. Each hand pump stroke adds pressure to the accumulators, and it takes 1000 strokes to reach the desired pressure level.

Dispense magazines are required to be removed prior to towing into a hangar. This is because dispense magazines are used to hold or store explosive devices, such as flares or chaff, on aircraft. Hangars are enclosed spaces where aircraft are stored or maintained, and having explosive devices inside could pose a safety risk. Therefore, to ensure the safety of personnel and the aircraft, dispense magazines need to be removed before towing into a hangar.

During an MLG (Main Landing Gear) tow, the NLG (Nose Landing Gear) bypass valve is in NORMAL position. This means that the bypass valve is functioning normally and allowing the hydraulic fluid to flow through the NLG system as intended.

For a power-off NLG tow to include the tail walker, a total of 7 people are required. This suggests that there are specific roles and responsibilities assigned to each individual during the tow. Having 7 people ensures that there is enough manpower to safely and efficiently carry out the task, including the crucial role of the tail walker.

Both team members must be familiar with AFOSH STANDARD 91-100. This standard likely contains important procedures and standards that need to be followed in order to ensure safety and compliance in the workplace. It is crucial for both team members to be familiar with this standard to ensure consistency and adherence to the established protocols.

Towing an aircraft with winds in excess of 70 knots can be dangerous and potentially cause damage to the aircraft or pose a safety risk. Strong winds can affect the stability and control of the aircraft during towing operations, making it difficult to maneuver and increasing the likelihood of accidents. Therefore, it is important to avoid towing an aircraft in winds exceeding 70 knots to ensure the safety of both the aircraft and the personnel involved.

A minimally charged brake accumulator is designed to provide a certain number of brake applications before it needs to be recharged. The given correct answer of 10 suggests that a minimally charged brake accumulator will give the brake operator approximately 10 brake applications before it needs to be recharged. This means that the brake operator can use the brakes 10 times before the accumulator loses its charge and needs to be replenished.

Towing an aircraft with a faulty brake system can be dangerous as it may not be able to stop or slow down properly. However, if the aircraft is towed to a repair shop with personnel standing by ready with chocks, they can use the chocks to prevent the aircraft from moving in case of an emergency. This ensures that the aircraft can be moved safely to the repair shop for the necessary repairs to be done.

During an MLG tow, it is necessary to set the ANTI-SKID / BRAKE TEMP switch to the OFF position. This is because during a tow, the aircraft's anti-skid system should be deactivated to prevent any interference with the towing process. By setting the switch to OFF, the anti-skid system is disabled, ensuring a smooth and safe tow without any unintended braking actions or temperature buildup in the brakes.

When no emergency exists, it is not acceptable to slow the aircraft with the brakes. Braking should only be used when necessary, such as during landing or in emergency situations. Excessive use of brakes can cause damage to the aircraft's braking system and tires. Instead, pilots should use other methods such as reducing engine power or deploying spoilers to slow down the aircraft when no emergency exists.

When performing an MLG tow, nose steering is used to assist in turning the aircraft in the direction of the tow vehicle. This means that the front wheels of the aircraft are used to steer and guide the aircraft during the towing process. Tail steering, on the other hand, refers to the use of the rear wheels for steering, which is not applicable in this scenario. Therefore, the correct answer is nose steering.

The minimum brake accumulator pressure allowed prior to a power-off NLG tow is 3500.

Before applying or removing hydraulic pressure, a tow team member must clear all flight control surfaces and thrust reversers of all personnel. This is important to ensure the safety of the personnel and prevent any accidents or injuries that could occur if someone is in contact with the moving parts of the aircraft.

The correct answer is 2. In a normal NLG (Nose Landing Gear) tow, only one hydraulic system is used. This system is responsible for providing the necessary hydraulic power to move and steer the NLG during the towing process. The other options (3, 1 and 4, 3 and 2) suggest the use of multiple hydraulic systems, which is not the case for a normal NLG tow. Therefore, option 2 is the correct answer.

During an MLG tow, the tow vehicle operator does not use the tow vehicle to stop the aircraft. The purpose of an MLG tow is to move the aircraft on the ground, typically for maintenance or storage purposes. The tow vehicle operator uses the tow vehicle to pull or push the aircraft, but it is not responsible for stopping the aircraft. The brakes of the aircraft itself are used to bring it to a stop when necessary. Therefore, the correct answer is false.