Smooth, controlled motion of the tow vehicle is essential when moving an aircraft. Stopping and starting abruptly transfers sudden, high forces through the towbar and the nose gear, which can shake the aircraft, loosen chocks, strain equipment, or put ground crew at risk. The safest rule is to avoid abrupt changes in speed—accelerate and brake gradually, keep a steady pace, and plan maneuvers so you don’t have to yank the controls to reposition the aircraft. This approach helps maintain balance, reduces wear on the tow system, and enhances overall safety. Abrupt starts or stops are unsafe because they create shock loads; an absolute ban on any stopping or starting is impractical in real operations, and stopping only when fully loaded misses everyday safety needs and control requirements during towing.

Maintaining a safe buffer around an active runway is essential for ground operations. When you’re not on an established taxiway, you should keep at least 100 feet from the edge of an active runway. This gap helps protect against jet blast and prop wash, reduces the chance of debris reaching your aircraft, and provides room for aircraft that may be accelerating, decelerating, or turning in or out of the runway area. It also gives pilots better visibility and separation from runway activity. If you’re taxiing on an established taxiway, you’re on a defined route with predictable paths, so the strict 100-foot buffer to the runway edge isn’t necessary in the same way while still maintaining safe clearance from the runway operations. Smaller distances don’t give enough room to account for jet blast, debris, or unexpected movements near an active runway, which is why 100 feet is the appropriate minimum.

Tire pressure checks are part of the pre-tow safety routine because correct pressures help prevent tire failure and ensure even load distribution during towing. The statement that is correct says if the tire pressure was verified as correct within the last 72 hours, a recheck is not required. This reflects a practical window where the pressure is considered up-to-date enough for towing, assuming there are no signs of leakage, damage, or drastic changes in temperature or load. Pressures can drift with ambient temperature, road heat, and changes in load, but within a 72-hour period the verified value is typically still within tolerance, so a recheck isn’t needed unless new conditions arise. The other ideas—rechecking every 12 hours, never checking before tow, or checking only after tow—don’t align with standard pre-tow safety practice, which emphasizes verifying pressures before towing and not relying on an older verification once that 72-hour window has passed.

Before towing into a hangar that has corrosive foam fire-suppression systems, engine inlet covers and exhaust plugs must be installed. The reason is straightforward: corrosive foam can cause rapid chemical damage to engine components if it gets into the air intake or exhaust path, so covering the inlets and sealing the exhaust prevents foam and debris from entering the propulsion system during tow. This protective measure is a safety standard applied whenever the aircraft is to be moved into such an environment, regardless of engine status or model, because it directly reduces the risk of corrosion and foreign material damage to the engines. After the tow is complete, remove and inspect the covers to ensure there’s no residue or damage before engine operation.