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I recently received a request to cover aircraft tugs in a Ramp Ramble. You likely already know that your ground equipment is part of a pilot's first impression of your FBO, that moving heavy machinery around aircraft is bound to draw a few spectators, and that one wrong move can put a scarlet letter on your operations.There are plenty of tug buyer's guides out there, and if your line team tows regularly, chances are you know what to look for. So, to do something fresh, I asked a range of FBO and airport operators how they've acquired tugs, what keeps them in service longer, and what they've learned along the way. This ramble will be geared more toward FBOs that frequently move mid- to large-size aircraft.Hey! Who owns that tug?If that subtitle made your heart skip a beat, I apologize. You're safe now. That angry pilot can't get you here.Who decides whether to purchase a tug at your FBO? Is it as simple as an internal decision, are there a few more hoops to jump through with an airport board, or will a series of city meetings over the next six months (plus a metric ton of schmoozing) be required? Tug ownership influences maintenance, replacement and usage.Some operators I interviewed own their tugs, while others share ownership with the airport. There are also locations where private FBOs use airport property in daily operations.Alex Membreno, airport operations manager at Gill Aviation and David Wayne Hooks Airport (KDWH), sees the FBO and airport's shared equipment as an advantage. Rather than splitting costs between two separate budgets, the FBO and airport fund tug purchases and replacements from a shared financial pool, allowing for equipment decisions that benefit the entire ramp. Considering Gill Aviation is the sole FBO at KDWH, there isn't much concern about competing for GSE use. By contrast, some other FBOs I interviewed handle these costs themselves.None of the operators I spoke with lease their tugs, whether their fleet was gifted or bought new, used or refurbished. If this is a piece of equipment you will be using several times daily and intend to operate for years, why enter a contract that keeps charging you as long as you use it? A lease may cover maintenance with provided GSE techs, but it's up to the individual FBO to determine if that overhead beats ownership, especially if equipment techs are already on staff.Leasing makes more sense in the short term, like sourcing extra tugs for an event that brings more traffic than you typically expect. That said, it pays to keep an ear to the ground for used equipment to keep on standby, and sometimes from industries you might not expect, as we'll discuss in the next section.Owning your tug means it is always available for the FBO (sans downtime), while sharing or borrowing may leave you at the mercy of separate operations (depending on the relationship). Keep in mind, direct ownership does come with full lifecycle costs.Regardless of who owns your tug, preventative maintenance is unavoidable, and Membreno noted that maintenance, repair and parts costs add up quickly. Hold that thought, though, as we'll revisit it in "Give a little TLC (Tug Love andamp; Care)."Mommy, where do tugs come from?Well, when a daddy tractor and a mommy golf cart love each other very much... I kid!The tugs I heard about came from trade shows, GSE suppliers or the second-hand market. Heck, one FBO manager told me a local marina used to lend them its yacht-towing tug every winter at no cost, since the marina had no use for it in the off-season. Eventually, the marina stopped needing it altogether and left it with the FBO. That same manager also picked up a tug from a tractor company across state lines.Some operators buy shiny, new and never-used options, though others prefer fairly priced used equipment. Your preference may be driven by your preventative maintenance plan and tech skill levels.Membreno shared that Gill Aviation's tugs can accommodate about 90% of the aircraft they see, and stressed the importance of a diversified fleet, since incorrect equipment can limit operational efficiency. Another manager has 12 tugs on the field, some bought new or refurbished, with a few acquired from local airline carriers that decommissioned them. His fleet can service anything from a Cessna 152 to a Boeing 767. All that to say, it's smart to equip your facilities for the traffic you want.I asked managers if they use their tugs in any non-routine ways. Common answers included relocating other ground equipment, moving staff in a pinch, or towing stuck vehicles. One manager mentioned using tugs to tow power, water, air starts and lav carts, plus a tug that can mount a snowplow and salt spreader for snow/ice removal. Another drives a tug in a local parade each year, which is an excellent way to bring aviation into the general community. Versatility helps maximize investment and justify the cost of ownership.Give a little TLC (Tug Love andamp; Care)In an age of planned obsolescence, strapped with a background in maintenance, I am huge on taking care of my things to extend their life. I am very pleased to hear that the FBO personnel I spoke with feel the same.You need to look at your tug like an F-150 on steroids. Where you store it, how you run it and basic upkeep all affect how long it will operate to your standards. One FBO manager mentioned owning a tug originally built for military use during World War II, military plate and all. Their mechanics recently gave it a top-to-bottom overhaul, and it's still in service today. That manager credits their fleet's longevity to having two full-time mechanics dedicated to equipment care.A dedicated GSE department is invaluable if your airport sees medium to high traffic. Routine inspections and maintenance tasks are constantly due, and not just for tugs. If you are in the aviation sector, I probably don't need to tell you how quickly these things can compound and fail, or how much time (and money!) can be lost when they do. As Membreno noted, preventative maintenance, repairs and replacement parts add up quickly, so finding the right balance between capability, reliability and long-term costs is key to managing a tug fleet.Interestingly, one manager had a 1954 Clark tug with a simple Chrysler flathead straight-six and a three-speed manual that ran great. However, he sold it to a farmer last year because younger ramp agents were not familiar with driving a standard. Still, a couple of his tugs date back to the 1970s, which goes to show the importance of continued upkeep.This manager mentioned that their mechanics prefer working on older equipment because the systems are simpler, and there are far fewer computer chips (or any). Just like with aircraft, parts get harder to source as a tug ages, and some FBOs go through several different vendors just to find one item.On the other hand, with the rise of electric tugs and ever-increasing sustainability initiatives, many techs have had to become acquainted with entirely new ground support systems, also mirroring struggles in aircraft maintenance. It is crucial to ensure your staff have the knowledge and ability to properly service your equipment.When was the last time your tug was maintained, and is it past due? This is your sign to stay on top of it. Your future self will thank you.Know before you towWhat are the most common issues you run into with tugs? You likely won't be surprised by the feedback I received: snow and ice, locked aircraft brakes and missed pre-tow checks are the biggest issues on the list.On a slick ramp, crews have to be very careful when operating ground equipment. One manager noted that when pushing an aircraft up a slight slope in icy conditions, the nose wheel could slide and the aircraft could start rolling toward the tug. Hangar driving is not immune, as another manager pointed out that tugs can slide on epoxy floors when wet.The first manager also added that pilots commonly leave their brakes on after telling ground crew the aircraft is ready for tow. He said the only way around this is the experience of the lineman. It is important to train staff on the proper amount of resistance felt when towing all kinds of aircraft, how to quickly identify a locked brake, and when to grab a supervisor. Gust locks, pins and torque links are other potential trouble spots, so tug operators need to be on top of their pre-tow inspections and maintain familiarity with a wide range of aircraft.Even if staff are trained on tug use, accidents can still happen. A different manager shared watching an aircraft mechanic move a tug, think it was out of gear and take his foot off the clutch. That tug lurched forward and got a little too friendly with a nearby aircraft. I imagine the owner was not too thrilled with the connection. That same manager emphasized that some tugs might drive like cars, but they are far heavier and take longer to come to a complete stop. Ramp agents need to keep their head on a swivel and be conscious of their braking distance. This FBO also chocks all tugs when they aren't in use, and no tug runs unless a driver is on it. He added that older tugs can flood easily if they aren't started and warmed up properly, and batteries can die if tugs sit too long without use.Membreno shared that Gill Aviation's biggest challenge is balancing towing capacity with maneuverability. A certain tug may be able to move a G700, but it might not have a small enough turning radius to fit in tighter areas. Their team matches each tug to the aircraft's weight and uses the correct tow bars, tow heads and straps for every job.I also asked FBOs if there was anything unique about their tug operating procedures. Most said no: they follow established industry safety practices and don't consider their methods novel. However, one FBO mentioned utilizing a technology platform called NDX to log every tow event, both for insurance liability and to track a tug's hours of operation. Otherwise, while not groundbreaking in the slightest, the consistency across FBOs is an awesome testament to the safety culture and standards that exist throughout aviation, regardless of location.Failures can still occur when steps are skipped. Rushed walkarounds, selecting the wrong equipment, driving over slick ground, skipping chocks when parking or towing too fast are all recipes for disaster. For those familiar with the Dirty Dozen human factors, don't let complacency sneak up on you.Several managers echoed the idea that they would rather have an upset customer than something damaged or someone injured. One manager said that a pilot may be frustrated by slower service, but that same pilot would be far more upset if their aircraft were damaged. The tow of your dreamsAlright, now for a little fun. I asked FBO managers what their ideal tug would look like if money were no object.One manager shared that price is not the issue: it's location. He prefers Lektro-style wheel lift tugs for their single pivot point, fewer adapters and towbar heads, and the ability to move just about any aircraft with far less skill than a towbar requires. However, wheel lift tugs become far less useful in lower temps when ice and snow take over. His FBO had one years ago but ended up selling it for that reason. Ideally, this manager would like to be somewhere he could use wheel lift tugs year-round.Another manager has a TLD TMX-50 on his Christmas list, configured with the highest available towing capacity, an enclosed cab and every possible feature or upgrade. His goal is maximum power, excellent maneuverability, operator comfort and the latest technology. Let's hope Santa is reading!Our next manager is in his 39th year in the industry. He spent his first 20 years at a freight company with a 126-aircraft fleet, where crews moved 25 or so aircraft in and out of hangars every day. Towing and stacking hangars was his favorite job as a ramp agent. His wish list includes full heating and A/C, front and rear cameras, and, of course, a coffee cup holder. His perfect tug would work like a convertible, open on warm days and closed on the cool ones.Most of the other feedback I received echoed climate control, towing capacity and maneuverability, along with enclosed cabs and storage for chocks, tow bars and other equipment.-I will leave you with a few questions to ask yourself about your FBO: What range of aircraft can my current tugs service? Are my top-dollar customers fully covered? Are any of my tugs past due on preventative maintenance? If so, will this become an even more expensive issue down the line? Am I confident that my staff are trained on tug safety and usage? What do I do to promote a just culture? As always, safe fueling, everyone!