There are several trends in the tug and tractor market today, some driven by customer demands, some by regulatory requirements – and others by innovative manufacturers seeking to be one step ahead of the competition. Megan Ramsay assesses recent developments
Mark Finch, vice president – technical services at handler Menzies Aviation, outlines: “Our existing fleet of pushback tugs consists of a variety of models from a list of OEMs [original equipment manufacturers] including TLD, TREPEL and Schopf, equipping us to handle all aircraft types.
“We both own and lease equipment across our global network; the decision on which approach to use from region to region is made after assessing which will be most operationally efficient in the local context.”
The expansion of the Menzies fleet also hinges on the requirements of the handler’s individual customers in different locations, Finch explains; but the overall objective is to standardise that fleet across the network. “Therefore we intend to engage only with those OEMs who are capable of delivering an optimised solution that meets the needs of our entire international operation,” he says.
Among the equipment manufacturers responding to this requirement from the handling community is US-headquartered Textron, whose Textron Specialized Vehicles group includes Douglas Equipment and TUG Technologies.
While maintaining brand loyalty, Textron is combining its US and European models to create worldwide designs, says Brad Compton, vice president global sales.
Matt Chaffin, vice president and general manager, highlights the common operator interface across the company’s product range that enables users to move between equipment easily. In addition: “We are redesigning our pushbacks to make them more user-friendly (in terms of controls, sight lines, mirrors and ensuring serviceability/routine maintenance can be done from the ground without the need for full protection). CE compliance helps set the standard; the rest is based on customer feedback.”
Textron is also keen to bring manufacturing closer to the customer; so, for example, it has been working to fit out a manufacturing facility in Wuxi, China. Chaffin remarks: “Textron has always had a presence in Wuxi and we’re taking advantage of that. Customers want a local presence to provide service and parts; now we are offering local manufacturing too. We’ll start with kitted products and then advance. In terms of sourcing, that will be decided on the basis of quality, reliability and timeliness. This is all part of our strategy of regionalisation.”
Compton believes this approach gives customers more economical options when purchasing equipment. The company certainly appears to be anticipating customer demands on a number of fronts. Earlier this year, for instance, Textron purchased TKVGPS, a provider of GPS-based fleet management solutions and GPS technologies aimed at the golfing market that now operates as part of Textron Specialized Vehicles’ Golf business. Chaffin believes that Textron’s aircraft tug and tractor clients “would want this on our equipment” and is looking at ways to achieve this.
Major trend
On a global level, the ground handling industry is increasingly conscious of environmental issues. “There are demands on manufacturers to produce cleaner engines almost every three years, one result of which has been a considerable increase in the cost of low-emission engines.” Finch notes. This has also created a growing preference for electric technology rather than more complicated engines, and it is hoped that this will pave the way for OEMs to start producing more affordable units with further improved technology.
TREPEL Airport Equipment is one company that is answering that call. Carsten Schimkat, managing director, says that the shift towards electric vehicles is still “the major trend” for GSE in general. “It started with Stage IV engines and the environmental constraints on some airports; by 2019 we will have Stage V engines, which will be complex and expensive – which means the move towards these engines will start in Europe.”
According to Thomas Kramer, sales director airport technology at Goldhofer/Schopf, the tendency right now is still for diesel to be preferred, but electric tugs and tractors will win out, he believes.
“There will be a future for electric pushback and cargo tractors for several reasons: first, the environmental benefits; second, TCOs [total costs of ownership] for electric vehicles are less than diesel because there is no heavy maintenance required; third, electric vehicles have more torque; fourth, you can use electric equipment inside the hangar; and fifth, you save energy – 70% of the time your pushback is sitting around waiting with the engine idling.”
Goldhofer/Schopf’s F110e pushback is receiving more and more attention, Kramer confirms. Offering 60kW of continuous power, a demo vehicle is currently out at several airports. One region that is showing particular interest in the F110e is Scandinavia – traditionally a very ‘green’-focused market.
The F110e requires less maintenance than its non-electric counterpart, the F110, and has an in-service rate greater than 95%. “It makes no noise, so the drivers like it,” Kramer observes, adding: “It also has a fast-charging system for intermediate charge, for instance between the morning and afternoon; this can be done at the gate if the infrastructure exists.”
Goldhofer/Schopf’s AST-2 Phoenix towbarless tractor is proving successful at airports all over the world, its “very good price–performance ratio” making it a popular option.
TREPEL’s vehicles, meanwhile, are popular for their compact design and their hydro-pneumatic front axle suspension, which makes them more comfortable for the driver than a leaf spring design, Schimkat says. Driver comfort is very important; another example is allowing enough space in the cab for a driver plus two co-drivers (a safety requirement in some countries).
Compton notes that TUG’s new-generation M7 tow tractor is more advanced than its predecessors and conforms to the latest CE standards; the next step will be to implement lithium technology. “Whether you use gas, diesel, lithium… It all depends on the airport,” he observes. “EPA and CE have different requirements, while Africa is not Tier IV. China is going electric though; it’s all based on infrastructure. Manufacturers want to drive it, but it’s up to the airports and ground handlers really.”
Chaffin agrees, but he doesn’t think the matter will remain a choice for much longer because of the way emerging markets are developing. “For example, look at China: there’s so much growth, and people there are very interested in electric vehicles and alternative fuels. A lot of new airports are being constructed now and they can be built up front to handle these changes – whereas in Europe, people would like to move to electric vehicles but it’s hard to find space to install the infrastructure.”
Innovative options
In the realm of electric equipment, there has been significant investment into the research and development of pushback tugs and/or alternatives that are remote-control-operated, either by the flight crew or the ground handler, Finch notes.
He observes: “Although the uptake and use of this type of equipment is still in its infancy, given the growing interest there have been a number of trials. In fact, Menzies Aviation is currently trialling remote-controlled pushback tugs at two airport stations; the project is yielding some very encouraging results in terms of operating costs and serviceability.”
Finch adds: “Foreseeable challenges with these types of units would be their availability and mobility – but if we establish the right mix of pushback types within each specific operation, over time, they can only enhance our flexibility as a business.”
One company involved in this area is Germany’s Mototok, whose battery-powered, remote-controlled tugs are operated by a single person and can handle aircraft weighing up to 195 tonnes. Mototoks are in use by international fixed-base operators (FBOs), maintenance, repair and overhaul businesses (MROs), aircraft manufacturers, special forces, airports, airlines, navies, military land forces, industrial companies, businessmen and individuals with their own fleet, the company states.
British Airways has acquired 28 Mototok Spacer 8600 tugs, which have a capacity of 95 tonnes, for its operations at London Heathrow’s Terminal 5. Other major airlines are testing the Spacer at present. According to Marc Hemery (sales EMEA): “Remote-control technology offers advantages such as the presence of a single operator and a general overview of operations.”
Currently, larger aircraft like the A380 (at 600 tonnes) are beyond the capabilities of Mototok’s products. However, Hemery is confident that as battery technology evolves alongside the company’s own development, it will be possible for Mototok tugs to move larger aircraft in the future.
The most likely general trend for the future in terms of tugs and tractors, in Hemery’s view, is the shift towards electric vehicles. He expects diesel tugs to gradually disappear from the market, something that will be to the advantage of companies like Mototok.
“Another trend, in the more distant future, could be drone tugs,” he considers. “A drone tug could accompany the aircraft, with its engines off, up to the threshold of the runway. Then it would return by itself to its charging station.” Before this can happen, though, there will be several regulatory points to resolve, alongside technical questions, Hemery points out.
As for remote-control technology spreading throughout the GSE market, Hemery feels this is unlikely, as “GSE manufacturers are mostly focused on vehicles (with a steering wheel and seat)”. Plus, long distances on roads must be done with a conventional vehicle that can travel at a higher speed, he adds.
Another option on the market is the WheelTug: an e-taxi system that “includes small electric motors in the nosewheels that enable an aircraft to drive forward and backward without using its engines or external tugs. This enables pilots to pushback and manoeuvre around the gate without tug or engine delays. The time savings can be dramatic”, according to the Gibraltar-headquartered company that developed it.
The WheelTug system reduces costs, fuel consumption, emissions and turnaround time. In addition, the company says, it “will enable airplanes to parallel park at terminal gates; using two doors for narrowbody boarding and deplaning will allow for even more expedited travel”.
WheelTug announced in January that the Federal Aviation Administration (FAA) had accepted the STC certification plans for its system for Boeing 737NG aircraft (versions for other aircraft types are also planned). Entry into service is expected in late 2018 and the company already has almost 1,000 orders on its books from 22 airlines worldwide.
Kramer points out that the problem with the so-called ‘e-wheel’ is the extra weight on board the aircraft that carries this system. “It’s still cheaper to have a pushback at the airport rather than fly around with extra weight – it’s not commercially viable right now. Even if you have it, you still need wing walkers and so on for safety, so there are no significant savings in manpower.”
Genetic trait
Ed Sachs, tractor engineering manager at JBT, observes that most tractors on the market offer similar running gear and operating characteristics. In order to stand out from the crowd, JBT aims to provide easy, safe access to routine service points.
“The B250/B350/B650 have compartments on each side housing key hydraulic, electrical and engine service points,” Sachs explains. “On these units you can even check the oil, change the air filters service the hydraulic system from the ground level. The B1200, our largest unit, has a slide-out electrical panel at ground level and spacious engine/transmission compartment.
“This ‘genetic trait’ in our products started with the Commander loader in 1987 when we introduced the swing-out power module on the front of the loader, providing 360-degree access to the engine and hydraulic pumps. In 1999 we introduced the Tempest de-icer, with a side-mounted power module,” he adds.
As far as environmental issues go, Sachs considers: “Currently, the low cost of diesel fuel is not driving the economics of electric pushback tractors as was the case a few years ago. Complying with local emissions mandates remains a factor in certain locations.
“Historically, the main detriment to growth of electric pushback tractors is lack of infrastructure at airports to recharge the batteries. Also, there is no electrical solution at this time for large tractors,” he observes.
The last word
Safety, of course, continues to take precedence when it comes to GSE development – innovations such as pre-configured or installed collision avoidance systems and telematics are good examples.
By mid-2018 the new IATA Aircraft Handling Manual (AHM) will be in place and it will require all loaders to be fitted with aircraft approach systems, Schimkat remarks. “Our electric loader [Champ 70] will have the ACAS aircraft approach system. Technically, there is a ‘no-touch’ policy but practically it can happen; the new AHM and ACAS are ways of trying to avoid that. When you do touch an aircraft, you have to read the impact and record it; the supervisor must judge whether it is an accident or the aircraft can safely take off.”
However: “Sensors are not relevant for towbar-using pushbacks because the towbar means that there is no direct physical contact with the aircraft,” Schimkat points out.
Some might argue that remote-controlled or even self-driving electric tugs and tractors could lead to improved safety on the apron. However, a great deal of investment would be required to develop and implement the required technology, ensure compliance with safety standards and win users’ trust. So for now this type of innovation remains just one part of the airside tug/tractor mix. Human operators will continue to do the bulk of the work for some time to come.
