Focused on providing flexibility to handle multiple aircraft sizes in various regions of the world, Textron GSE recently launched the TUG ALPHA 4 pushback.
The vehicle has a maximum Gross Vehicle Weight (GVW) of 120,000 pounds and a maximum Drawbar Pull Rating (DBP) of 72,000 pounds, which allows it to handle aircraft as large as the Boeing 747-8 and the Airbus A340, as well as smaller planes.
“The TUG ALPHA 4 is designed to be an innovative and fresh conventional wide-body pushback tractor,” says Brad Compton, director of global sales, Textron GSE.
Additional models are due to be added to the TUG ALPHA family of pushbacks, allowing ground handlers to work with an even wider range of aircraft from regional jets to airliners.
Manufacturing on the redesigned model began earlier this year, Compton notes, adding the ALPHA 4 will replace the company’s legacy GT and DC series pushbacks.
“The genesis of the TUG ALPHA family of pushbacks was the need to have a pushback that was the perfect solution for our customers and to refresh our GT series to incorporate a worldwide tractor,” Compton says. “In order to accomplish this, we took as many real-world scenarios into account as possible. An extensive VOC exercise was initiated that ultimately led to the product definition and scope for the project.”
The ALPHA 4 offers a Dual Cylinder Lifting Cab, which eliminates the visual challenges often associated with pushbacks.
“The operator’s rotating center seat offers increased stability and provides full range visibility, even while the vehicle is in reverse,” adds Compton.
There are also two additional seats for wing-walkers; the rear bumper includes ample storage space and improved access to the engine compartment; and optional automotive-style air conditioning and heating is available.
The vehicle is equipped with a 7-inch LCD touchscreen display, providing comfortable access to all controls.
What’s more, the TUG ALPHA 4 comes standard with electronic braking.
“The vehicle comes to a slow, smooth stop rather than jolting the aircraft,” Compton explains.
When spec’ing a pushback, Compton says users should consider GVW, DBP, safety features, cab functionality and maintenance needs.
“DBP will vary depending on weather conditions, slope of the airport’s tarmac, the operator’s range of aircraft handling as well as the manpower and schedule of operations,” he explains.
Ballast options, steering, braking and visibility should all be factored before deploying a pushback at a specific station.
The newest TUG model was manufactured with European (CE Certification) use in mind, and provides numerous safety features.
“The TUG ALPHA 4 was built around safety for the operator and maintenance crew,” Compton says. “Examples include, but are not limited to, the engine compartment which features slip-resistant foothold steps and grab handles so that three points of contact can be maintained; and most routine service points are accessible from the ground for safe maintenance.
“The operator is able to see the hitch clearly without standing up to ensure the tractor is hitched properly,” he continues. “The rotating operator console allows the operators to swivel around and operate the vehicle ‘in reverse,’ which allows for clear sight of the surroundings behind the vehicle.”
The ALPHA 4 is currently being sold within North America with plans to manufacture in Europe soon. The idea of the vehicle being deployed in multiple locations factored into the ALPHA 4’s design.
The pushback, available with either a Deutz or Cummins engine, offers a wheel base of 125.75 inches and an overall width of 114 inches with a ground clearance of 10 inches and top speed of 15 miles per hour.
“When operating in a busy station, maximum visibility and maneuverability are very important,” Compton says.
