Moving aircraft on the ramp at a fixed-base operation (FBO) requires focus, precision and most importantly clear vision. The aircraft being moved are expensive and ground damage is costly.
This is why the industry standard is to have two wing-walkers assist a tug operator when moving a plane – one person on each wing, helping the tug operator navigate from the hangar to the ramp and back again.
But accidents still occur. To help combat that Greg Griffith, president of WingGuard explains his company’s flagship product is designed to be added technology, providing increased visibility to aid tug drivers and wing-walkers while reducing the likelihood of hangar rash and other forms of ground damage.
In production for approximately five years, the idea for the WingGuard system came from a personal incident Griffith had with his own aircraft sustaining damage while being moved.
“Our aircraft was being towed from one location to another when our wing tip was towed into a parked fuel truck,” Griffith recalls. “The damage was significant enough that we were grounded, and our trip was cancelled until the aircraft was fixed. This led me to research what is out there to prevent this from happening again and I found out quickly that there was nothing out there but ‘training.’”
The WingGuard system has five sensors that communicate with a data hub and display. The display utilizes a tablet, which offers both visual and audible cues that alert the tug driver of any possible collisions between the aircraft and other obstacles such as other aircraft, ground support equipment or a hangar wall/door.
“The sensors attach to the wing via suction cup and the tail via what we call the ‘LATA’ – large aircraft tail attachment,” Griffith says, explaining there is one sensor for each wing, two sensors for the tail and one sensor for the back of the tug.
The system is adaptable, Griffith adds, noting that all five sensors can be used, or depending on the towing situation, any other combination of sensors can be used – even one.
The WingGuard’s sensors detect objects up to 30 feet away and have a left/right view of 230 degrees and a up/down view of 30 degrees, creating what Griffith calls a “bubble” of protection at the wing tips, the tail and the back of the tug.
“The sensors and system are fairly robust in that the only real maintenance is to keep them in a charged state when not in use for quality battery life,” adds Griffith. “Battery life per sensor is about five years and can easily be changed out when needed.”
The WingGuard’s smart charging storage case, which weighs a total of 28 pounds, includes a waterproof container and recharging ports for sensors and tablets. The system also provides the capability to perform a factory reset for the sensor system.
The sensor batteries are rechargeable, providing eight hours of use to cover an entire shift. The sensors are also waterproof, boasting an IP65 rating.
The tug operator interface offers an intuitive experience. The interface displays the status of individual sensor battery and connection signals, and calibrated range indicators give the operator an early indication of impending obstructions. WingGuard company officials also point out the display is compliant with MIL-STD-810 requirements, can be used with gloved hands and is capable of use in all weather conditions.
An optional feature that has proven valuable is the E Stop, which prevents the tug from continuing on a collision course.
“If the tug operator is not paying attention to the audible and visual warnings that the system is giving them, then E Stop will go off and stop the tug 1 foot from the object that is close to the aircraft,” Griffith says. “E stop can be adjusted to whatever the distance that the operator’s situation requires; one foot, two feet, three feet etc.”
The WingGuard was primarily designed for the general aviation market, but could be applied to the commercial aviation industry, if desired.
“Since the development of our system, we have been testing it with a select few FBOs and flight departments. Feedback has been very good,” Griffith says. “We have had it tested in both hot and cold environments, as well as different fluid tests that the sensors have been subjected to, such as Jet A fuel and deicing fluid. They function just fine afterwards.
“The tablet that the tug operator looks at is a Military grade tablet that has also been tested to varying hot, cold and drop tested.”
