GA1419

CHIRP recognized that this airfield policy, as stated by the reporter, increases the risk of a tow bar being left on an aircraft before start, or remaining on the aircraft during, and worst case after take-off. Such a change in policy, with associated hazards, should be managed by the airfield SMS team with agreed mitigations put in place as deemed necessary. Being fully transparent with such a safety process will help to create a reporting culture when those involved want to make their views known to those responsible and accountable. 

CHIRP considered that if the policy remains then it should be clearly stated in SOPs, with a robust, consistent procedure in place, including mitigations to minimise opportunities to miss the towbar during walk round such as, for example, placing a noticeable marker/flag on the towbar, or use of dayglo paint on towbar, for better sighting. Ultimately however, and as ever in aviation, it is the PIC’s responsibility to ensure the aircraft they are in command of is fit and ready to fly, and if they have to operate in an environment they personally feel is less than ideal, as in the case described by the reporter, then they should set some additional mitigations of their own to best protect themselves from an incident or accident occurring.  

It is worth reminding FEEDBACK readers that on 19 Aug 2019 an Embraer 145 landing at London Southend Airport ran over a general aviation towbar which had been dropped on the runway. No damage was caused to the aircraft. The investigation found that the towbar had fallen from a Cessna 210 which departed Southend Airport 30 minutes before. The Cessna pilot had likely been distracted during his pre-flight checks by an earlier road traffic incident in which he was involved and had inadvertently left the towbar attached. 

A Safety Recommendation was made to the CAA to improve the visibility of general aviation ground equipment. 

The AAIB also highlighted to CHIRP three more recent tow bar occurrences: 

On 6 June 2021, the pilot of an American AA-1 flying from a location in North Yorkshire took off with the towbar still attached. The pilot was alerted to this over the radio and returned to land. The tow bar came off on the runway and the propeller suffered slight damage to one propeller blade tip.  The pilot reported that prior to the flight he had pulled the aircraft to the fuel pump but parked it further away than normal.  This meant that he didn’t need to push the aircraft backwards before starting up.  He had also been distracted from his routine by walking away to talk to another pilot before entering the aircraft. 

On 28 August 2021 the pilot of a Cessna F172N at Glasgow Airport inadvertently departed with a towbar attached to the aircraft’s nosewheel, having  been distracted by a passenger during the pre-flight inspection. The operator has informed its members about  this incident and has taken action to enhance the handling and conspicuity of its towbars. 

Finally on 22 April 2024 the pilot of a Piper PA-28-140 in Perthshire took off with the towbar still attached.  The tower informed the pilot on the radio and then recovered the towbar which had detached during the take off.  The aircraft landed without incident and subsequent inspection showed a propeller strike. The pilot considered he became distracted during the preparation of the aircraft for take off and stated that he normally placed the towbar on the wing by the door after use.  He stated that he planned to add a note on his checklist to remove the towbar to help prevent future recurrence.