Aircraft types and chapters

A300 · ATA 09 · Towing and Taxiing

Towing and Taxiing

Draft · under review

Primary source: Airbus AC A300-600, Revision 13 (Dec 2009). Chapter 4 "Ground Maneuvering" (PDF pp.60-70) and Chapter 5.8 "Ground Towing Requirements" (PDF pp.95-100). Chapter 4 pages are old (footers Feb 28/83 and Aug 31/88); 5.8 pages are DEC 01/09. The AC covers the -600 series; where a page names a model it is quoted as printed ("A300-600", "A300-600 R"). For study only; not a maintenance document.

A300-600 · Airbus AC Chapter 4 (Ground Maneuvering) and 5.8 (Ground Towing Requirements)

09-00 General

  • Chapter 4 of the AC contains six sections: 4.1 General Information, 4.2 Turning Radii No Slip Angle, 4.3 Minimum Turning Radii, 4.4 Visibility from Flight Compartment in Static Position, 4.5 Runway and Taxiway Turn Paths, 4.6 Runway Holding Bay (Apron).[1]
  • The data show the turning capability and manoeuvring characteristics of the aircraft; they come from geometric theoretical limits, and where noted include a normal allowance for tyre slippage, so they describe turning in favourable conditions and are to be used as guidelines only.[1]
  • The AC warns that airline practice may require more conservative turns (to limit tyre wear and maintenance problems), that physical constraints such as adverse grades, limited area or jet-blast risk may force variations, and that ground-manoeuvring requirements should be agreed with the operating airline before layout planning.[1]
  • Towing information is in Chapter 5.8, not Chapter 4: the A300-600 is designed for conventional (towbar) towing and for towbarless towing; the AC refers to SIL 09-002 and to chapter 9 of the Aircraft Maintenance Manual for towbarless towing, and says AMM chapter 9 holds towing procedures and the related aircraft limitations.[1]
  • General principle (FAA, US practice): nose gear struts often have a locking or disconnect pin to allow quick turning during towing or positioning, and the nose wheel must never be turned beyond the limit lines marked on the airframe. Where towing lugs are provided, the tow bar should be attached only to them. For taxi, large-radius turns without heavy braking reduce tyre wear and side loads, and the inside wheel should keep moving rather than the aircraft pivoting on a locked brake. No A300-specific value is taken from this source.[2][2][2]

09-10 Turning radii (AC 4.2, 4.3)

Steering angleR1R2R3R4R5R6
3090.51 ft / 27.59 m122.01 / 37.19122.70 / 37.40181.37 / 55.28134.78 / 41.08161.75 / 49.30
3571.87 / 21.90103.36 / 31.50106.95 / 32.60162.91 / 49.65120.63 / 36.77146.82 / 44.75
4057.36 / 17.4888.86 / 27.0895.44 / 29.09148.58 / 45.29110.55 / 33.70135.83 / 41.40
4545.60 / 13.9077.10 / 23.5086.76 / 26.44136.98 / 41.75103.15 / 31.44127.62 / 38.90
5035.73 / 10.8967.22 / 20.4980.09 / 24.41127.27 / 38.7997.60 / 29.75121.06 / 36.90
5527.21 / 8.2958.70 / 17.8974.89 / 22.83118.91 / 36.2493.39 / 28.46115.81 / 35.30
6019.67 / 6.0051.17 / 15.6070.84 / 21.59111.55 / 34.0090.17 / 27.48111.71 / 34.05
6512.86 / 3.9244.35 / 13.5267.69 / 20.63104.89 / 31.9787.72 / 26.74108.43 / 33.05

Sources[1]

  • AC 4.2, "Turning radii no slip angle", model A300-600, footer Feb 28/83. Radii R1 to R6 are given against nose-wheel steering angle (degrees); each cell is ft then m as printed. The drawing notes that full steering angle normally lets the aircraft pivot about a point, and that real operating data may be greater because tyre slippage is not considered.[1]
  • The drawing marks steering-angle lines from 30 to 65 degrees, 65 being the largest. The AC does not name R1 to R6 in text; they are radii drawn on the plan view (use with the drawing).[1][1]
  • AC 4.3, "Minimum turning radii". The plan drawing shows the theoretical centre of turn for minimum turning radius, defined for slow continuous turning at approximately idle thrust on all engines with no differential braking; the nose-gear radii track is measured from the outside face of the tyre; the effective-turn drawing is annotated "steering angle 65".[1][1]
  • Values by page and C.G. (ft over m as printed; effective turn angle in degrees): Page 1, model A300-600 (no bogie text), footer Feb 28/83: FWD C.G. 15 percent, effective turn angle printed "61°6": X 61.35 ft / 18.70 m; Y 33.11 / 10.09; R3 69.71 / 21.25; R4 109.27 / 33.31; R5 89.29 / 27.21; R6 111.15 / 33.88. AFT C.G. 34 percent, "58°3": X 61.35 / 18.70; Y 37.89 / 11.55; R3 72.11 / 21.98; R4 114.01 / 34.75; R5 91.47 / 27.88; R6 113.35 / 34.55.[1]
  • Page 2, "4.3.2 main landing gears with original bogie", model A300-600 R, footer Aug 31/88: C.G. 15 percent, 61°7: X 61.98 ft / 18.89 m; Y 33.07 / 10.08; R3 71.46 / 21.78; R4 109.26 / 33.30; R5 89.28 / 27.21; R6 111.19 / 33.89. C.G. 28 percent, 60°: Y 35.43 / 10.80; R3 72.67 / 22.15; R4 111.55 / 34.00; R5 90.19 / 27.49; R6 112.47 / 34.28. C.G. 37 percent, 57°: Y 39.93 / 12.17; R3 75.10 / 22.89; R4 115.95 / 35.34; R5 92.03 / 28.05; R6 115.00 / 35.05; X is 61.98 / 18.89 in all three rows.[1]
  • Page 3, "4.3.3 main landing gears with La Guardia bogie", model A300-600 R, footer Aug 31/88: C.G. 15 percent, 61°1: X 61.98 / 18.89; Y 33.83 / 10.31; R3 71.85 / 21.90; R4 109.98 / 33.52; R5 89.57 / 27.30; R6 111.59 / 34.01. C.G. 28 percent, 59°1: Y 36.71 / 11.19; R3 73.33 / 22.35; R4 112.80 / 34.38; R5 90.69 / 27.64; R6 113.16 / 34.49. C.G. 37 percent, 55°1: Y 42.78 / 13.04; R3 76.78 / 23.40; R4 118.77 / 36.20; R5 93.31 / 28.44; R6 116.71 / 35.57.[1]
  • The pages print the effective turn angle with a degree mark followed by one digit (61°6, 58°3, 61°7, 61°1, 59°1, 55°1) and, on page 2, plain 60° and 57°; the AC does not define the last digit (tenths of a degree is likely), so it is quoted as printed. Page 1 prints two C.G. cases (FWD 15 percent, AFT 34 percent), pages 2 and 3 three (15, 28, 37 percent).[1][1][1]

09-20 Minimum turning width for a 180-degree turn (AC 4.3)

  • The drawing marks dimension A as the minimum pavement width for a 180-degree turn. Values of A (ft over m): Page 1: FWD 15 percent 122.26 ft / 37.26 m; AFT 34 percent 125.66 / 38.30.[1]
  • Page 2 (original bogie, model A300-600 R): 15 percent 122.58 / 37.36; 28 percent 126.12 / 38.44; 37 percent 133.04 / 40.55.[1]
  • Page 3 (La Guardia bogie, model A300-600 R): 15 percent 123.66 / 37.69; 28 percent 128.06 / 39.03; 37 percent 137.61 / 41.94.[1]
  • The value rises as the C.G. moves aft on every page.[1]

09-30 Pilot visibility (AC 4.4)

  • AC 4.4 "Visibility from flight compartment in static position", model A300-600, footer Feb 28/83; the page carries the note that it is not to be used for landing approach visibility.[1]
  • Side view: pilot's eye position 18 ft 0.5 in (5.50 m) above the ground; 21 ft 10.6 in (6.67 m) and 45 ft 1.3 in (13.75 m) and 7 ft 10.7 in (2.40 m) are longitudinal distances on the drawing (the 6.67 m figure equals the nose-to-nose-gear distance in AC 2.2); downward angles 25 degrees and 19 degrees 20 minutes (printed 19°20'). Which point each distance runs to is read from the drawing only.[1]
  • Plan view: horizontal angles 111, 135, 115 and 135 degrees; maximum aft vision is with the head rotated about the spinal column.[1]
  • Front view: pilot's eye 1 ft 9 in (0.53 m) off the centreline; angles 62, 42, 42, 62 degrees and 36, 30, 30, 36 degrees; the outer values are with the head moved 5 inches outboard. Which angle belongs to which edge is read from the drawing only.[1]
  • Imperial and metric printed values agree on this page (5.50 m for 18 ft 0.5 in; 6.67 m for 21 ft 10.6 in).[1]

09-40 Runway and taxiway turn paths (AC 4.5)

  • All three drawings print "nose steering angle 25 degrees" (printed 25°), a nose gear track, and the note to coordinate with the using airline for the specific planned operating procedure; footers Feb 28/83.[1]
  • 4.5.1 "More than 90 degree turn runway to taxiway turn": runway width 150 ft (45.72 m); 45-degree angle; taxiway width 75 ft (22.86 m); 15 ft (4.57 m) and 21.75 ft (6.63 m) clearance labels; fillet radius 100 ft (30.48 m). The two clearance labels are not named in text.[1]
  • 4.5.2 "90 degree turn runway to taxiway": runway width 150 ft (45.72 m); taxiway width 75 ft (22.86 m); two fillet radii of 100 ft (30.48 m); 21.75 ft (6.63 m) label on the taxiway side.[1]
  • 4.5.3 "90 degree turn taxiway to taxiway": both taxiways 75 ft (22.86 m) wide; fillet radii 100 ft (30.48 m).[1]
  • The AC table of contents numbers and words these items differently from the page headings (for example the contents list shows "4.1 Minimum Turning Radii" where the section is 4.3, and "4.5.1 More than 90 Deg. Turn To Taxiway Turn" without the word "Runway"); the page headings are used as printed.[1][1]

09-50 Runway holding bay (AC 4.6)

  • AC 4.6 "Runway holding bay (apron)", model A300-600, footer Feb 28/83: nose steering angle 25 degrees; runway width 150 ft (45.72 m); taxiway width 75 ft (22.86 m); 100 ft radius (30.48 m); 280 ft (85.4 m) between the runway-side pavement edge and the inner island edge; 40 ft (12.2 m) between the two aircraft paths shown; 20 ft (6.1 m) at two places; coordination note with the airline. The 280 ft / 85.4 m and 40 ft / 12.2 m pairs are rounded as printed (280 ft is 85.34 m).[1][1]

09-60 Towing (AC 5.8)

  • Footers DEC 01/09; the chart is stated to apply to all A300-600 models because it is built on the engine type with the biggest idle thrust.[1]
  • Capability: the aircraft can be towed or pushed at maximum ramp weight, with engines at zero or up to idle thrust, using a towbar attached to the nose gear leg; two towbar fittings are installed, one at the front and one at the rear of the leg.[1]
  • The body gears have attachment points for towing or debogging; the AC refers to chapter 7 of the Aircraft Recovery Manual for details.[1]
  • Drawbar-pull chart (page 2): required drawbar pull and tow-tractor traction load are read from aircraft weight, slope (0 to 4 percent) and number of engines at idle, with a separate branch for backing against idle thrust and one for no engine thrust; friction coefficients drawn: dry concrete or asphalt 0.8, wet asphalt 0.75, wet concrete 0.57, hard snow 0.2, ice 0.05; weight scale 100 to 200 (1000 kg) and 200 to 450 (1000 lb); the note says unusual breakaway conditions are not reflected, the estimate is for rubber-tyred tow vehicles, and the coefficients are approximate.[1]
  • Example A on the chart: 165 900 kg (365 740 lb) pushed rearward on wet concrete up a 2 percent slope with engines idling needs 12 500 daN (28 100 lbf) drawbar pull and a minimum 23 000 daN (51 700 lbf) load on the traction wheels.[1]
  • Example B: same weight pulled forward on wet concrete up a 2 percent slope with engines stopped needs 10 500 daN (23 600 lbf) drawbar pull and a minimum 19 300 daN (43 400 lbf) traction-wheel load.[1]
  • Towbar design: should follow SAE AS 1614, SAE ARP1915 Rev C, ISO 8267-1, ISO 9667 and IATA AHM 958; a conventional towbar is required with a damping system to protect the nose gear from jerks and with shear pins: a traction shear pin calibrated at 16 550 daN (36 500 lbf) and a torsion pin calibrated at 1 750 m.daN (12 907 lbf.in); the towing head is to SAE/AS 1614 (issue C) category II; shear-pin values depend on the arrangement and two typical arrangements are shown.[1]
  • Typical configuration 1 (page 4) gives the relations M = F(shear) x L, F(shear) = M/L and D1 = (M/L) x L(shear) / F; configuration 2 (page 5) gives D2 = (2 x M x L(shear)) / (F x L) and a result table for L(shear)/L = 0.90: F 16 550 daN, M 1 750 m.daN, D1 104.2 mm, D2 222.2 mm.[1][1]
  • Nose gear towing fittings (page 6): dimensions 137 mm (5.39 in), 95 mm (3.74 in), 139 mm (5.47 in), 125 mm (4.92 in), 140 mm (5.51 in), 178 mm (7 in), 25 mm (0.98 in), 19 mm (0.75 in). Fitting height from the ground (approximate, varies with tyre type and conditions), mm (in): point A 591 mm (23.27 in) at operating weight empty CG 25 percent, 558 (21.97) at maximum ramp weight CG 18 percent, 588 (23.15) at maximum ramp weight CG 34 percent; point B 466 (18.35), 433 (17.05), 463 (18.23). The page prints CG 18 percent for the ramp-weight column (Chapter 2 uses 15 percent); noted as printed.[1][1]

Sources

Every fact on this page links to a public source. Accessed dates are shown per document.

  1. Airbus AC A300-600 — Aircraft Characteristics, Airport and Maintenance Planning, Revision 13 (2009-12-01) — §4.0 p.1 (PDF p.60); §4.1 p.1 (PDF p.61); §5.8 p.1 (PDF p.95); §4.2 p.1 (PDF p.62); §4.3 p.1 (PDF p.63); §4.3 p.2 (PDF p.64); §4.3 p.3 (PDF p.65); p.3 (PDF p.65); §4.3 p.1-3 (PDF pp.63-65); §4.4 p.1 (PDF p.66); §4.5 p.1-3 (PDF pp.67-69); §4.5 p.1 (PDF p.67); §4.5 p.2 (PDF p.68); §4.5 p.3 (PDF p.69); §4.0 TOC (PDF p.10); §4.6 p.1 (PDF p.70); §5.8 p.2 (PDF p.96); §5.8 p.3 (PDF p.97); §5.8 p.4 (PDF p.98); p.5 (PDF p.99); §5.8 p.6 (PDF p.100). https://www.aircraft.airbus.com/sites/default/files/2023-02/Airbus-Commercial-Aircraft-AC-A300-600-Dec-2009.pdf · accessed 2026-11-08
  2. FAA-H-8083-31B Aviation Maintenance Technician Handbook - Airframe, Issue 31B (2023) — ch.13 p.13-10 (PDF p.741); ch.13 p.13-91 (PDF p.822). https://www.faa.gov/regulations_policies/handbooks_manuals/aviation/FAA-H-8083-31B_Aviation_Maintenance_Technician_Handbook.pdf · accessed 2026-11-08

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