@473271 The towbar can bind up on the nosegear or at the tug. It's easier and safer to disconnect from the tug first, especially with a towbar that doesn't drop down. You don't want any built up pressures to cause the towbar to jerk in any direction when you pull it off the nosegear. I've also found that putting the pushtug into neutral and briefly coming off and then back on the break (after the A/C brakes are set of course) loosens everything up, making everything far less difficult.
Actually almost every company that I know of that is the procedure, it ensures that there is no possible way for the tug to move the aircraft after the brakes are set so there is no damage to the nose gear also with most towbars it's impossible to leave it connected to the tug and and only disconnect it from the aircraft since it either has to move up or down.
Depends on the aircraft type. What you're referring to is called a "powerback". Usually only aircraft with high tail mounted engines will do powerbacks, and even then it's pretty rare. Though it is possible
Really interesting, I work for AeroMexico in Mexico City Intl. Airport as a Flight Dispatcher/Ramp Officer and I always wondered how do other companies attend AeroMexico. Greetings!
Good push! Don't take this the wrong way, but why does your company disconnect the towbar from the tug, then the airplane, then reconnect to the tug? Seems like a huge waste of time.
Safety is the answer. If you left it connected to the plane and the tug happened to jolt forward it is going go damage the nose gear or risk injury to the person on the ground. Plus some bars you need to lift up or down off the nose gear to disconnect so there needs to be some give at the other end, this would be impossible still connected to the tug. But safety and is the main reason.
18, atleast in my country, no education needed. except the one you are given at the job. you ussually dont do pushbacks the first year though, you start by loading and unloading aircraft and other "risk free" stuff on the ramp, and then you learn more advanced stuff like pushback, atleast thats how it works on my company and airport. in sweden.
![Airbus A320 Push Back [with Voice Over]](http://i.ytimg.com/vi/kDLd6ha_m6Y/mqdefault.jpg)
@473271 The towbar can bind up on the nosegear or at the tug. It's easier and safer to disconnect from the tug first, especially with a towbar that doesn't drop down. You don't want any built up pressures to cause the towbar to jerk in any direction when you pull it off the nosegear. I've also found that putting the pushtug into neutral and briefly coming off and then back on the break (after the A/C brakes are set of course) loosens everything up, making everything far less difficult.
Actually almost every company that I know of that is the procedure, it ensures that there is no possible way for the tug to move the aircraft after the brakes are set so there is no damage to the nose gear also with most towbars it's impossible to leave it connected to the tug and and only disconnect it from the aircraft since it either has to move up or down.
Depends on the aircraft type. What you're referring to is called a "powerback". Usually only aircraft with high tail mounted engines will do powerbacks, and even then it's pretty rare. Though it is possible
Really interesting, I work for AeroMexico in Mexico City Intl. Airport as a Flight Dispatcher/Ramp Officer and I always wondered how do other companies attend AeroMexico. Greetings!
have there ever been any occaisoins where the pilot has used reverse thrust instead?
this is gonna help me in my career. regards from mexico ha the plane was one of the airways from mexico.
where you was working?
I work for ATS YEG for United, Delta and Alaska we disconnect from the push out first then the plane but westjet we just disconnect from the plane
Good push! Don't take this the wrong way, but why does your company disconnect the towbar from the tug, then the airplane, then reconnect to the tug? Seems like a huge waste of time.
Safety is the answer. If you left it connected to the plane and the tug happened to jolt forward it is going go damage the nose gear or risk injury to the person on the ground. Plus some bars you need to lift up or down off the nose gear to disconnect so there needs to be some give at the other end, this would be impossible still connected to the tug. But safety and is the main reason.
That's just me tapping the horn twice on the push tractor to alert the wingwalkers that I'm about to start the push-back.
Isn't there a danger of gettting sucked in the engine?
why does a claxon sound on min. 1:47?
Sun express?
Salutations from ATS YUL !!
@jahulian Thanks! :D
Thanks! The company I work for gets carried away with procedures. It's dumb I know.
Thanks! :)
how old do you have to be to work at this job?
nice vid.
the company i work for does that swell, safety or something...
talma because I work in we do so by procedure, copa airlines have seen do as you say!
@GlobetrekkerYYC haha, i work for the same company lol i notice the new vests, dead giveaway.
18, atleast in my country, no education needed. except the one you are given at the job. you ussually dont do pushbacks the first year though, you start by loading and unloading aircraft and other "risk free" stuff on the ramp, and then you learn more advanced stuff like pushback, atleast thats how it works on my company and airport. in sweden.
thats called savin fuel.