It might be a string of baggage carts, a food service vehicle, tug, or even another aircraft – in the wrong place at the wrong time. Our Wireless Headset Systems enhance ground crew communication, improve safety and heighten awareness to help avoid incidents. Because when you’re pushing around 20-million dollar aircraft, accidents just can’t happen. Call 800-298-6235 (508-751-5800 Outside the USA) for a system demonstration or visit www.davidclark.com for more information.
Airports, airlines and ground handlers continue advancing
Strong demand in Brazil and the rapid expansion of low-cost carriers are increasing operational
Shipment
Why Electrifi cation Is Bigger Than Policy
Regulations shift, but operational and financial advantages of eGSE continue to drive adoption
What feels like a mandate one year can look very different the next, and we’re seeing that play out right now with the electrication of ground support equipment.
Recent regulatory changes in the United States have altered the landscape around emissions and electric vehicle adoption. For some, that raises questions about how quickly eGSE will move forward.
But if there’s one thing that became clear while reporting this issue’s cover story, it’s that electri cation in aviation was never just about policy. It’s about performance, reliability, and increasingly, it’s about cost.
JENNY LESCOHIER Editor In Chief jlescohier@endeavorb2b.com
Across conversations with OEMs, technology providers and operators, the same themes came up again and again. Electric GSE is reducing maintenance, lowering fuel dependency and improving uptime. Over the life of the equipment, total cost of ownership is becoming a compelling factor.
That matters, regardless of what’s happening in Washington.
In fact, adoption is continuing even as policy signals become less consistent. At the state level, across global markets and at individual airports, investment in electric equipment and infrastructure is still moving forward.
Why? Because operators are factoring in more than just compliance.
This doesn’t mean the path is simple. Infrastructure remains a key challenge. Power availability, charging strategies and capital investment all shape how quickly eets can transition.
But the industry is adapting. We’re seeing mobile charging, smarter load management and better use of existing electrical infrastructure. Battery technology continues to improve, and data is helping operators better manage equipment and uptime. Overall, electri cation is becoming less about “if” and more about “how” and “when.”
There’s also a broader perspective to consider. Equipment decisions made today will shape operations for years. That makes it important to look beyond short-term policy cycles and focus on solutions that deliver lasting value. The choices we make today have an impact beyond the ramp.
Even so, the operational case for electri cation is getting harder to ignore. Lower operating costs, reduced maintenance and improved reliability are all tangible advantages that directly affect day-to-day performance. That’s why electri cation continues to move forward.
Policy may in uence the pace, but it doesn’t de ne the value. At the end of the day, the industry will adopt what works, and right now, electric GSE is proving that it does.
VP/MARKET LEADER – INFRASTRUCTURE & AVIATION GROUP
Michael Costantino 402-836-6266 michael.costantino@infogroup.com Kevin Collopy 402-836-6265 kevin.collopy@infogroup.com
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MERGER
Atlantic Street Capital Sells
GAT Airline Ground Support to PrimeFlight Aviation Services
Atlantic Street Capital has announced the sale of GAT Airline Ground Support, a provider of ground handling and catering services, to PrimeFlight Aviation Services. Terms of the transaction were not disclosed.
GAT delivers ground handling, cargo handling, and catering services under its Sky Café brand to airline customers across the United States and Canada. The company also provides safety management tools and cargo security screening services. Headquartered in Peachtree City, GA, GAT employs approximately 6,000 people and operates at nearly 70 airports in North America. Atlantic Street Capital acquired the business in 2017 from its founding family.
During its ownership period, Atlantic Street Capital supported investments to expand GAT’s leadership team and strengthen its operational platform. The company pursued new ground handling and catering contracts in both existing and new markets and managed through the challenges of the Covid-19 downturn and subsequent recovery. GAT also completed a strategic acquisition that extended its footprint into Canada and added catering capabilities.
Mike Hough, chief executive officer of GAT, credited employees for the company’s growth and resilience. He thanked Atlantic Street Capital for its partnership over the past eight years and said the transition to PrimeFlight marks the next stage of development
for the business. Hough added that joining PrimeFlight will position the organization to strengthen opportunities for employees and airline customers while maintaining a focus on safety and operational excellence.
Peter Shabecoff, managing partner of Atlantic Street Capital, said GAT’s flexible service model and strong performance have supported significant organic growth. He noted that the investment team worked closely with GAT leadership to prepare the company for long-term expansion and expressed confidence in its future under PrimeFlight ownership.
IATA Outlines Three Priorities for Global Air Cargo
The International Air Transport Association (IATA) identified three key priorities for the global air cargo industry: accelerating digitalization, strengthening global standards, and enhancing safety and security.
Speaking at the opening of the IATA World Cargo Symposium in Lima, Peru, Brendan Sullivan, Global Head of Cargo for IATA, said the sector must focus on areas within its control as geopolitical and economic pressures continue to disrupt supply chains.
A major focus is digitalization. IATA said fragmented data systems continue to create inefficiencies across the cargo supply chain, particularly for high-volume segments such as e-commerce. The industry’s transition to ONE Record is intended
to streamline data sharing, with airlines representing more than 70% of global air waybill volumes expected to implement the system.
IATA also called for stronger alignment around global standards. The association pointed to more than 1,200 state and operator variations related to dangerous goods handling. It also raised concerns about cargo carriers receiving temporary or ad hoc slot allocations at major airports, arguing that slot distribution should follow the Worldwide Airport Slot Guidelines.
Finally, IATA called for modernization of ICAO Annex 18 to address emerging risks such as undeclared dangerous goods and lithium battery misuse, along with wider adoption of electronic cargo Consignment Security Declarations.
LINKEDIN
Global GSE Lessor TCR to Be Acquired by Global Infrastructure Partners
Global Infrastructure Partners (GIP), part of BlackRock, has entered into a definitive agreement to acquire airport ground support equipment leasing specialist TCR from 3i Infrastructure plc. Members of TCR’s management team will also invest alongside GIP as part of the transaction, which remains subject to customary regulatory approvals and closing conditions.
Headquartered in Brussels, TCR is the world’s largest independent lessor of airport ground support equipment, managing a global fleet that supports aircraft operations at more than 200 airports. The company works with a broad range of airline and airport customers through long-term contracts designed to support efficient
and reliable ramp operations.
GIP said the acquisition reflects its long-term confidence in global aviation and its strategy of investing in essential infrastructure businesses with strong growth potential and resilient operating models.
“We are delighted to partner with TCR, the clear global leader in ground support equipment leasing,” said Michael McGhee, deputy chairman
of Global Infrastructure Partners. “TCR combines mission-critical airport infrastructure with a highly scalable growth platform, led by an exceptional management team. We look forward to working closely with management to accelerate the company’s international expansion and further strengthen its position at the heart of the global aviation ecosystem.”
Aviator Renews Ground Handling Partnership With SAS Across Five Nordic Airports
Aviator Airport Alliance has renewed its long-standing partnership with SAS Scandinavian Airlines to continue providing ground handling and de-icing services at ve airports in Norway and Sweden.
Under the renewed agreement, Aviator will support SAS operations at Tromsø, Bergen and Kristiansand in Norway, as well as Gothenburg-Landvetter and Malmö in Sweden. The contract covers approximately 20,300 annual SAS departures across the ve airports, including about 13,900 in Norway and 6,400 in Sweden.
Aviator will provide a full range of ground support services, including passenger and ramp handling as well as aircraft de-icing, which is critical for maintaining safe and reliable operations during the region’s demanding winter conditions.
“This renewal is a strong endorsement of Aviator’s operational excellence, reliability and deep understanding of SAS’s requirements,” said Casper Dons, chief commercial of cer at Aviator. “Together, we continue to deliver seamless, safe and ef cient operations across the Nordic region.”
“Aviator is a key partner in our ground operations in Norway and Sweden,” added Bjørn Erik Barman-Jenssen, vice president ground at SAS. “Their strong operational performance, winter expertise and consistent service quality across these airports support SAS’s reliability and on-time performance.”
WFS Finalizes Acquisition of Aviapartner Cargo at Brussels Airport
Worldwide Flight Services (WFS), a SATS company, has completed its acquisition of Aviapartner Cargo NV at Brussels Airport following full regulatory approval.
The transaction expands WFS’s service portfolio in Brussels to include full freighter ramp handling, towing and airside transportation. More than 200 Aviapartner Cargo employees will join WFS under the agreement.
The acquisition strengthens WFS’ position in the Belgian air cargo market, where the company has operated since 1992. WFS currently provides warehouse handling for more than 50 airlines across two facilities totaling nearly 30,000
square meters at Brussels Airport and also maintains operations at Liège Airport, delivering ramp and warehouse services for 12 airlines and for Cainiao.
As part of the deal, WFS assumes control of Aviapartner Cargo’s 33,000-square-meter cargo terminal at Brussels Airport, which includes pharmaceutical handling areas, a phytosanitary inspection point and mail and courier processing capabilities.
Aviapartner will continue providing ground handling services for passenger airlines and executive and private aviation.
IAG Cargo Launches Dedicated Aircraft on Ground Service
IAG Cargo has launched a dedicated Aircraft on Ground service designed to support the urgent transport of critical aircraft parts and help operators minimize downtime.
The new global service responds to growing demand for specialist AOG logistics and rapid recovery solutions as airlines contend with aging eets, increasing air traf c and leaner inventory strategies. It aims to accelerate the recovery of grounded aircraft and safeguard schedule integrity.
The AOG product leverages IAG Cargo’s network of more than 250 destinations, along with its proximity to major manufacturing and maintenance hubs in Europe and North America. The company said this positioning enables faster access to essential parts when time is critical.
Shipments booked under the AOG service are managed by specialist teams operating 24 hours a day, seven days a week. The teams provide rapid triage and real-time updates to give customers greater visibility and control over urgent consignments.
“With our AOG product, we’re addressing the industry’s need for a rapid and specialist response when unexpected technical issues leave aircraft on the ground,” said David Rose, chief commercial of cer at IAG Cargo. “With a dedicated team and a bespoke service model, customers booking our AOG product will see their critical parts move at speed and with absolute focus.”
AVIATOR
WORLDWIDE FLIGHT SERVICES
IAG CARGO
Baltic Ground Services Renews Ground Handling and Fuel Supply Partnership with Finnair Across the Baltics
Baltic Ground Services (BGS) has renewed its cooperation with Finnair, extending agreements across key Baltic stations and reinforcing its long-standing partnership with the airline.
Under the renewed contracts, BGS will continue providing aviation fuel services for Finnair at Vilnius Airport, Riga International Airport and Tallinn Airport from January 1, 2026. BGS will also maintain its role as Finnair’s ground handling provider at Vilnius Airport.
“Our cooperation with Finnair has developed steadily over the years, built on mutual trust and operational consistency,” said Vitalis Dudys, BGS
Group Head of Commerce. “We are pleased to extend this partnership and continue supporting Finnair’s operations in the Baltics with reliable ground handling and fuel services.”
Juha Taipalinen, vice president of procurement at Finnair, said the renewed agreements highlight the importance of stable local partnerships in ensuring smooth daily operations across the region.
“We are very satisfied with our long-term ground handling cooperation with BGS and extending our partnership into fuel supply services was a natural next step,” he said. “Reliable, safe and punctual operations are essential for delivering
high-quality service and ensuring customer satisfaction throughout the travel chain.”
The renewed agreements underscore BGS’s role as a regional ground handling and fuel services provider, supporting airline operations across multiple Baltic hubs while maintaining long-term partnerships with network carriers such as Finnair.
BGS
Airforwarders Association
Executive Director
Brandon Fried to Retire
Brandon Fried will retire as executive director of the Airforwarders Association (AfA) in December, concluding a 21-year tenure with the organization. The association has launched a search for his successor and expects to name a replacement later this year.
Fried joined the AfA board of directors in 2001 and was appointed executive director in 2005. During his leadership, the association expanded to more than 225 corporate members and strengthened its role as an advocate for air cargo forwarders.
Based in Washington, D.C., Fried served as a leading voice on cargo security, airport infrastructure, aviation safety, and customs policy. He worked closely with federal agencies including the Transportation Security Administration and U.S. Customs and Border Protection, and contributed to multiple federal advisory committees focused on aviation security and trade.
Throughout his career, Fried actively supported the air logistics community, fostering collaboration among forwarders, airlines, airports, and trucking providers. Prior to joining the AfA, he founded and operated the Washington office of Adcom Worldwide and later advised air cargo companies on strategy and management.
Swissport Launches Cabin Care Services in Sydney to Strengthen Turnaround Efficiency
Swissport has introduced Cabin Care by Swissport at Sydney International Airport, expanding its service portfolio in Australia and reinforcing its integrated aircraft turnaround capabilities. The service provides cabin cleaning and presentation services designed to complement Swissport’s existing ground handling operations and deliver a coordinated turnaround solution for airline customers.
Cabin Care integrates interior cleaning, fleet presentation, toilet and water servicing, and rapid turnaround cleans with Swissport’s Operations Control Centre and workforce planning systems to improve coordination and help airlines minimize aircraft ground time.
“Cabin Care represents a significant step in Swissport’s strategy to offer fully integrated aircraft turnaround solutions in Australia,” said Anthony Filacouridis, CEO Australia at Swissport. “By combining cabin presentation with our operational expertise, we are enhancing
turnaround reliability, improving passenger experience, and embedding sustainability into everyday operations.”
Sustainability is a core component of the Cabin Care program, which aligns with Swissport’s broader environmental initiatives, including increased use of electric ground equipment.
Swissport currently provides aviation services to 32 airlines across 16 airports in Australia and New Zealand, alongside operating air cargo warehouses and executive lounges throughout the region.
Menzies Aviation Expands Refugee Hiring and Humanitarian Support Through UNHCR Partnership
Menzies Aviation has entered into a global partnership with UK for UNHCR to strengthen support for refugees through coordinated fundraising efforts and hiring initiatives.
This partnership will support UNHCR humanitarian programs worldwide through corporate contributions
and employee-led fundraising, helping fund emergency response efforts as well as initiatives focused on protection, education and economic opportunities for displaced people.
The agreement has included refugee hiring programs across several regions since 2024. In 2025, Menzies worked with UNHCR’s local integration program in Guadalajara, Mexico, hosting a recruitment event that resulted in more than 35 job offers. The company has since hired 47 refugees in the city and provides accommodation and transportation support to help ease workforce integration.
MENZIES AVIATION
Cyngn Expands Autonomous Tug Operations Across Large Industrial Sites With Potential Lessons for Airports
Cyngn Inc. reports growing adoption of its DriveMod Tugger platform as customers deploy autonomous vehicles across multiple buildings and outdoor transit routes, a model that mirrors many of the transport challenges found in airport and air cargo environments.
The company said DriveMod is increasingly used to move materials between warehouses, production areas and distribution zones within large campuses that often exceed 200,000 square feet. Those point-topoint movements are similar to the tug and tractor routes used daily on the ramp to connect cargo terminals, hangars and ground service facilities.
As airport operators and ground handlers explore automation to address labor shortages and safety concerns, these industrial deployments offer a preview of how autonomous towing could function in aviation settings. Cyngn said the system is designed to reduce bottlenecks, create more predictable workflows and allow organizations to
redeploy staff to higher-value tasks.
“Customers are increasingly looking for autonomy that fits into their entire operation, not just a single aisle or point solution,” said Marty Petraitis, Cyngn vice president of sales. As facilities grow larger and more interconnected, he said reliable vehicle movement across an entire site becomes a key driver of efficiency.
While current deployments focus on manufacturing and logistics environments, the use case aligns with growing industry efforts to automate baggage and cargo movements across airport ramps and cargo terminals.
CYNGN
Electric GSE Adoption Moves Ahead Despite Shifting U.S. Polic y
BY JENNY LESCOHIER
Amajor shift in U.S. environmental policy is reshaping the national conversation around electri cation. In February, the Environmental Protection Agency eliminated the 2009 Greenhouse Gas Endangerment Finding and repealed federal greenhouse gas emission standards for vehicles and engines, removing one of the regulatory foundations that had supported electri cation initiatives for more than a decade.
Airports, airlines and ground handlers continue advancing electric GSE fleets driven by operational performance, economics and evolving technology
For the aviation ground support industry, the move raises an obvious question: Will the push toward electric eets slow down?
So far, the answer appears to be no.
Interviews with equipment manufacturers, battery developers and charging technology providers suggest that while policy signals may be changing, the underlying momentum behind electric ground support equipment remains strong. In many cases, electri cation is increasingly being driven not by regulation, but by operational performance, maintenance savings and long-term eet economics.
What began as a sustainability initiative is rapidly becoming a practical eet management decision.
Alberto Rocha of ITW GSE said recent federal policy changes have not halted market momentum. He pointed to ongoing activity in states such as California, Washington and New York as evidence that electri cation continues to move ahead even as national signals shift.
“This is not going to stop,” Rocha said. “It might have slowed down, but there is still a lot of interest, and it is inevitable.”
Electrification beyond policy
Even before the recent policy changes, many airports and ground handlers had already begun planning long-term electri cation strategies. Those investments, combined with improvements in battery technology and equipment design, mean the industry’s transition is now being driven as much by operational realities as by environmental mandates.
Across the ramp ecosystem, operators are evaluating electric equipment in terms of reliability, maintenance costs, infrastructure requirements and total lifecycle value.
Demand expands across equipment categories
Interest in electric GSE has continued to grow across the industry, particularly as OEMs expand the availability of electric options across more equipment categories.
Stephanie Rajzbaum of TCR Group said customer demand for electric equipment has increased signi cantly in the years following the Covid-19 pandemic. Early adoption focused largely on smaller equipment such as baggage tractors and belt loaders. More recently, operators have begun evaluating electri cation for heavier equipment categories including pushbacks, loaders and airport buses.
Rajzbaum attributed that shift to improvements in OEM product design, battery technology and the growing availability of charging infrastructure.
“The expanding interest across equipment categories suggests the industry is beginning to move beyond isolated pilot projects and toward broader eet electri cation strategies,” said Rajzbaum.
OEMs have responded accordingly. Mallaghan now offers electric versions across its entire equipment portfolio, including passenger stairs,
Lithium ion batteries can accept faster charging rates without generating excessive heat, improving equipment uptime.
Oshkosh AeroTech has introduced several technologies aimed at reducing reliance on fixed infrastructure.
catering trucks, service vehicles and maintenance lifts.
Joe Grif th, Chief Commercial Ofcer at Mallaghan, said the company’s approach re ects both customer demand and the operational advantages electric equipment can provide.
“It makes sense to go electric,” Grif th said. “It makes sense to adopt this technology. You just probably won’t see quite as many pieces by 2030 as some of the earlier estimates suggested.”
Nick Heemskerk, vice president of global product development and engineering at Oshkosh AeroTech, said demand for electric GSE has remained strong over the past two years and continues into 2026 across multiple regions.
“We’re pleased to offer many electric solutions to meet customer needs including aircraft tractors, loaders, container transporters and mobile charging,” Heemskerk said. “Adoption has been strong across multiple regions.”
Infrastructure still the biggest hurdle
Despite growing interest, infrastructure remains the single largest obstacle slowing broader adoption of electric eets. Airport ramps are already crowded and power constrained environments. Expanding charging infrastructure often requires new electrical distribution networks, additional substations or signi cant utility upgrades.
“I think everybody says
the same thing,” Grif th said. “Infrastructure is the roadblock to implementation.”
Rajzbaum echoed that sentiment, noting that airports face the challenge of supporting sustainable growth while managing increasingly busy operations within limited ramp space.
Many airports are dealing with grid capacity constraints, incomplete electrical distribution systems and long lead times for installing new charging infrastructure. These limitations can delay electri cation projects even when operators are ready to adopt electric equipment.
Rocha said that challenge is especially acute on the airside, where adding electrical capacity can require major investment. In some cases, airports have had to consider building new substations just to support expanded charging infrastructure.
To work around those constraints, ITW GSE has focused on technologies that make better use of existing power. Rocha said the company’s EcoGate approach allows gate equipment and chargers to
Wireless charging, like WiTricity’s 900-watt MR1 system, can support opportunity charging throughout the day.
Mallaghan offers electric versions across its entire equipment portfolio.
MALLAGHAN
Wireless systems allow vehicles to recharge automatically when parked over charging pads, eliminating cables and reducing the risk of equipment damage caused by operators forgetting to disconnect charging connectors.
Joe Benz,
WiTricity
communicate, measure available power and intelligently share it, helping operators add charging capability without fully rebuilding their electrical infrastructure.
That logic has led to new products such as ITW GSE’s Power Share Box, which can create charging points by leveraging existing gate power, and a rapid charger designed to support multiple types of GSE.
For ground handling companies, the challenge can be even more complex. Unlike airlines, which often control specific gates, handlers frequently operate under contracts that shift their gate assignments.
Jerry Crump, GSE Sales Director at battery provider Green Cubes, noted that handlers may rely on charging infrastructure in one location only to lose access when contracts change,
creating additional uncertainty when planning electrification strategies.
Suppliers are increasingly developing solutions designed to work within these constraints.
Oshkosh AeroTech has introduced several technologies aimed at reducing reliance on fixed infrastructure. The company’s AmpCart towable charging platform allows equipment to be charged anywhere on
Lithium ion phosphate batteries offer several advantages compared with traditional lead-acid systems, including faster charging, higher usable capacity and better compatibility with opportunity charging.
Jerry Crump, GSE Sales Director, Green Cubes
the ramp without installing permanent charging stations. Its AmpTek load-sharing technology can distribute power between gate equipment and chargers to maximize the use of existing electrical capacity.
“Each customer is in a different place on their electric journey,” Heemskerk said. “It really comes back to the goals, operations and speci c needs of each unique customer.”
Charging strategies continue to evolve
Charging technology is also evolving as the industry searches for solutions that can operate effectively within existing airport environments.
Joe Benz, CEO of WiTricity, a developer of wireless charging systems for electric ground support equipment, said airports are still in the early stages of evaluating wireless charging technologies for GSE eets. Wireless systems allow vehicles to recharge automatically when parked over charging pads, eliminating cables and reducing the
risk of equipment damage caused by operators forgetting to disconnect charging connectors.
While adoption remains limited today, interest is growing as operators look for ways to simplify charging operations and improve safety on the ramp.
Wireless systems can also support opportunity charging throughout the day, which could eventually allow operators to deploy smaller batteries while maintaining operational readiness.
For now, however, many airports are still determining their broader electri cation strategies before committing to speci c charging technologies.
Rocha said one of the biggest opportunities may lie in smarter power management rather than simply adding more infrastructure. In his view, many gate systems were designed around maximum theoretical power demand rather than typical real-world use, leaving room to route existing electricity more
ef ciently between gate equipment and vehicle charging.
Battery technology improves performance
Advances in battery technology are also helping make electric eets more practical for demanding ramp environments.
Crump at Green Cubes said lithium ion phosphate batteries offer several advantages compared with traditional lead-acid systems, including faster charging, higher usable capacity and better compatibility with opportunity charging.
Because lithium-ion batteries can accept higher charging rates without generating excessive heat, equipment can return to service more quickly and spend less time of ine during charging cycles.
Although lithium ion battery technology has only been widely adopted in GSE over the past several years, data from other industries such as material handling suggests lithium-ion batteries may last
This is the Oshkosh Aerotech AmpCart towable charging platform.
twice as long as traditional leadacid systems.
Battery management systems are also becoming more sophisticated. Modern systems monitor voltage, temperature and current to ensure batteries operate within safe limits while providing detailed performance data.
That information can be integrated with telematics platforms to track battery health, charging behavior and equipment utilization across an entire fleet.
These capabilities are helping operators move toward more predictive maintenance strategies based on real-time equipment data.
Operational benefits extend beyond sustainability Even as policy momentum changes, suppliers say electrification continues to offer clear operational advantages.
Electric equipment typically requires less maintenance than diesel equipment because electric motors contain fewer moving parts and eliminate many routine service requirements.
Heemskerk said total cost of ownership remains one of the most important considerations for customers evaluating electric fleets.
“Electric equipment or moving to an electric fleet is generally not just about environmental impact,” he said. “It has to make financial sense.”
Although electric equipment can carry higher upfront costs, those expenses are often offset through lower maintenance costs and the elimination of fuel expenses over the life of the equipment.
Rocha also emphasized the operating expense advantage of electric equipment, arguing that maintenance savings remain one of the strongest long-term drivers of adoption. In addition to lower fuel
use, he pointed to reduced wear on components and improved reliability as important benefits for airlines and ground handlers, where equipment downtime directly affects operations.
“Reliability is the most important part for an airline,” Rocha said, noting that every piece of equipment out of service carries an operational cost.
Electric systems also offer operational benefits related to safety and control. Griffith noted that electronic motor control systems make it easier to integrate advanced safety technologies into ramp equipment.
As airlines invest heavily in upgraded aircraft interiors and passenger experiences, some operators are also paying closer attention to the visual and environmental impact of ramp operations.
“You don’t want to see an antiquated piece of GSE out there belching black smoke,” Griffith said.
regularly converts existing diesel equipment to electric power as part of refurbishment programs, allowing operators to extend equipment life while aligning with sustainability goals.
Suppliers also expect data systems, telematics and eventually autonomous equipment to play a growing role in managing electric fleets.
Rocha said electrification will also help enable greater automation on the ramp. He expects more equipment around the aircraft to become battery-powered over time, with autonomous
A pragmatic path toward 2030
Looking ahead, suppliers expect electrification to continue expanding, though not necessarily at the pace some earlier projections suggested.
Rajzbaum said electric equipment is likely to become the standard for many daily ramp operations by 2030, while conventional equipment may remain in service for specialized applications or contingency situations.
Charging infrastructure will likely evolve into hybrid systems combining fixed installations with mobile or flexible charging solutions.
Retrofit programs may also play a role in accelerating adoption.
Heemskerk said Oshkosh AeroTech
vehicles increasingly entering airport operations as charging, control systems and digital fleet management mature.
Electrification may no longer be driven by a single national policy framework. Instead, the transition is increasingly being shaped by airport infrastructure, fleet economics and operational realities on the ramp.
In that environment, adoption may move unevenly from one airport to another. But few suppliers believe the industry is turning back.
For many operators, the question is no longer whether electrification will happen. It is how to implement it in a way that works within the unique constraints of each airport.
Shown here is Oshkosh AeroTech’s AmpTek load-sharing technology.
South America’s Aviation Growth Tests Ground Handling Capacity
Strong demand in Brazil and the rapid expansion of low-cost carriers are increasing operational pressure
BY MARIO PIEROBON
South America’s aviation sector is experiencing sustained growth driven by strong domestic demand, particularly in Brazil, and the continued expansion of low-cost carriers across the region. The growth is placing increasing pressure on ground handling infrastructure and operations, particularly at major hubs where apron space, equipment availability, and workforce capacity are struggling to keep pace with rising traf c volumes.
As the region continues its post-pandemic recovery and airlines expand eets and networks, ground handling providers face competing demands. Operators
must maintain safety and service standards while navigating cost pressures created by competitive contracting dynamics.
Ground handling capacity stretched by changing dynamics
Ricardo Miguel, President of ABESATA, and Dany Oliveira, ABESATA consultant and managing director at Aitomic Growth, point to strong traf c growth across the region. Citing IATA data, they note that Latin America closed 2025 with air passenger demand signi cantly above the global average, driven largely by domestic growth in Brazil and resilient international traf c.
“Brazil was the strongest domestic market globally in 2025, with domestic revenue passenger kilometers growing 11.1% year over year, well above global domestic growth of 2.4%,” they say. “This highlights Brazil as a key driver of regional demand.”
That growth has been supported by post-pandemic traf c recovery, expanding airline networks, and new airport concession investments that are gradually improving infrastructure. However, Miguel and Oliveira note that infrastructure development does not always keep pace with peak demand.
The pressure is most visible at major hubs where traf c growth is concentrated.
Aerial view of Governor André Franco Montoro International Airport in Sao Paolo, Brazil – a country that is a key driver of regional demand.
“Apron availability, gate and ramp space, cargo flows, and staff stability can become limiting factors,” they say. “Even when airports invest, ground operations can still be constrained by process bottlenecks and the speed at which ramp infrastructure, equipment, and skilled labor can scale together.”
The rapid growth of low-cost carriers has also reshaped operational expectations across the region. While low-cost carriers account for roughly 20% of international capacity in Latin America, compared with about 45% in Europe, their growth in Argentina, Brazil and Chile is outpacing that of traditional airlines and altering the contractual environment for ground handlers.
Low-cost carriers rely on highly utilized single-type fleets and short turnaround times to maintain competitive cost structures. Miguel and Oliveira point to Brazilian carrier GOL, which has achieved punctuality rates above 84% while expanding rapidly in the domestic market.
“The LCC model relies on high aircraft utilization and very short turnarounds, which pushes ground handling contracts toward more stringent service level agreements and higher delay penalties,” they say. “This reduces operating margins and increases scheduling volatility, creating sharper peaks and troughs that strain fixed resources.”
Those pressures can make it more difficult for operators to
invest in training, technology, and modern equipment unless contracts recognize and share those costs.
Industry stakeholders increasingly warn that certain contractual structures shift financial risk to operators through extended payment terms, restrictive escalation clauses, and limited liability frameworks.
“These dynamics can trigger a race to the bottom that undermines the ability to invest in modernization,” Miguel and Oliveira say. “Many experts advocate for value-based partnerships in which performance, safety, and sustainability are funded as operational capabilities rather than treated as free add-ons.”
COUNTER-STEERING. BEFORE RISK BECOMES DAMAGE.
Active protection against oversteering.
Mototok’s i-NPS (intelligent Nose Gear Protection System) continuously measures the forces acting on the nose gear — permanently active.
Through active counter-steering, i-NPS independently regulates the speed of the left and right drive motors, correcting steering dynamics and preventing oversteering before critical overload thresholds are reached.
→No delayed reaction.
→No uncontrolled stress peaks.
→No structural shock loads.
→Every intervention is logged.
→Every correction documented.
→Full operational traceability.
Mototok. The only tug with an active counter-steering nose gear protection system.
Regional Report: South America
Achieving consistent standards across South America is complex because multinational ground handling operations must comply with different national regulations and oversight practices.
Standardization efforts are ongoing but complex
In Brazil, ABESATA’s CRES program is often cited as an example of an industry-driven quality framework designed to differentiate operators not only on regulatory compliance but also on financial strength, operational capability, workforce qualifications and governance maturity.
Miguel and Oliveira say the model could help inspire similar initiatives across the region.
“The most common ramp events include collisions between ground support equipment and aircraft, personnel injuries such as falls or manual handling accidents, and foreign object debris-related incidents,” they say.
Several structural factors contribute to those risks, including economic pressure, workforce turnover, fatigue, training variability, and tightly compressed turnaround schedules.
“When these factors combine, the risk of accidents increases even when procedures are already in place,” they say.
Achieving consistent standards across South America remains complex because multinational ground handling operations must comply with different national regulations, oversight practices, and levels of operational maturity.
“The gap between regulatory frameworks on paper and operational reality on the ramp can be significant, even within the same country,” Miguel and Oliveira say.
Regulators and industry organizations are working to close that gap. Industry groups including ASA World are supporting the implementation of dedicated ICAO standards and recommended practices designed to establish a more harmonized global framework for ground handling operations.
They also highlight the adoption of Amendment 18 to ICAO Annex 14 (Volume I), which strengthens safety oversight for ground and apron handling services by recognizing them as a fundamental component of airport operations.
AI and electric GSE are making an impact Technology adoption is also evolving across the region, though unevenly.
Miguel and Oliveira say the use of artificial intelligence in ground operations is increasing but remains concentrated at major hubs and among large global ground handling groups that deploy platforms developed at the corporate level.
Common applications include resource allocation systems, turnaround milestone monitoring,
predictive maintenance initiatives, and tools that improve visibility across the passenger journey.
“The barriers to wider adoption are less technological than economic and structural,” they say. “Reduced margins, pricing pressure, and contractual terms can limit the financial resilience required to invest in digital infrastructure and training.”
When ground handling services are purchased largely as commodity contracts, they add, operators often struggle to justify the investment required to implement data-driven operational platforms.
The electrification of ground support equipment is progressing under similar conditions.
Miguel and Oliveira say the transition to electric GSE is advancing more quickly at major hubs, where operational scale and infrastructure investment make deployment more practical. At smaller airports, however, adoption remains more challenging without financial incentives or shared investment models.
“Operators cannot absorb the capital expenditure alone,” they say.
Successful electrification programs require sufficient electrical distribution capacity, supportive pricing structures, and
complementary systems such as ground power units and preconditioned air where applicable.
They note that electricity pricing and airline contracts must allow for realistic cost recovery in order for electri cation investments to remain nancially viable.
Clear and harmonized guidelines for safe operations, training, and maintenance practices are also essential to ensure sustainability initiatives do not outpace safety governance.
“The direction is clear,” Miguel and Oliveira say. “The issue is pace, and that pace will depend on the alignment of infrastructure investment, regulatory incentives, and contract pricing that re ects the true cost of sustainable, technology-driven operations.”
Growth leads to pressure
South America’s aviation growth, led by Brazil’s strong domestic market and the rapid expansion of low-cost carriers, is placing sustained pressure on ground handling capacity at major hubs.
The operational model favored by low-cost carriers – high aircraft utilization, short turnaround times, and strict service level agreements – has intensi ed cost pressures on ground handling providers.
At the same time, regional initiatives such as Brazil’s ABESATA CRES program and the adoption of ICAO Amendment 18 to Annex 14 are working to strengthen safety oversight and operational maturity.
Arti cial intelligence and electric ground support equipment are
gaining traction at larger airports, but structural barriers including pricing pressure, infrastructure limitations, and limited nancing options continue to slow adoption elsewhere.
Across the region, progress will depend on aligning infrastructure investment, regulatory incentives, and contract pricing with the real costs of modern, technology-enabled ground operations.
Dr. Mario Pierobon provides solutions in the areas of documentation, training and consulting to organizations operating in safety-sensitive industries. He has conducted a doctoral research project investigating aircraft ground handling safety. He may be reached at mariopierobon@alphaomega.dev.
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Technology Assists in the Growing Complexity of Today’s Cargo Operations
Shipment types are diversifying, ULD tracking is improving and AI is supporting load planning and equipment management
BY MARIO PIEROBON
Cargo handling operations encompass a broad range of activities shaped by aircraft type, cargo characteristics and operational complexity. From narrow-body bulk loading to wide-body unit load device (ULD) management, ground handlers face distinct equipment requirements, training protocols and safety considerations.
As cargo shipment types grow and diversify, particularly with the expansion of dangerous goods and time-critical pharmaceuticals, operational pressures on ground handling teams continue to intensify.
Narrow-body and widebody operations
Steven Polmans, Senior Vice President of Global Cargo at Swissport,
points out that cargo handling differs signi cantly in how cargo is built, loaded and inspected.
“Many narrow-body operations involve a higher percentage of bulk cargo, narrower compartment geometries, faster turnaround cycles with more stops per day, and smaller, more frequent shipments. Widebody operations, by contrast, focus on ULD-based work ows such as assembly quality, ULD maintenance, contour accuracy and stowage compliance,” he says.
“For cargo handlers, this translates into different equipment requirements, including main deck loaders versus belt loaders, distinct training programs, different acceptance and inspection protocols, and different warehouse infrastructure.”
For freighters and wide-body aircraft, ULDs are critical to the entire loading operation, according to Polmans.
“Without serviceable ULDs, pallets, nets and containers, cargo cannot be built, held or loaded compliantly. Aircraft cargo loading systems are designed around ULD interfaces, and IATA de nes ULDs as removable aircraft parts subject to civil aviation requirements. An airworthy ULD must be structurally capable of retaining cargo and protecting the aircraft structure and systems during ight,” he says.
“This makes ULD management a dual challenge. From an availability and inventory perspective, operators and airlines must maintain the right mix of ULD types in the
Cargo Handling
correct locations. From a safety and airworthiness standpoint, ULDs must be treated as an integral part of aircraft operations. Their integrity directly affects cargo loading performance and aircraft safety.”
Ricardo Miguel, President of ABESATA, and Dany Oliveira, ABESATA Consultant and Managing Director at Aitomic Growth, note that for ground handling operators managing mixed fleets, this variability creates recurring challenges.
“One challenge is ground support equipment (GSE) complexity and cost, as the use of both belt and high-loader systems increases capital investment and makes daily allocation more difficult,” they say. “Training and process requirements
also increase, as teams must be proficient in both bulk and ULD workflows. Any gaps can raise the risk of loading errors, delays or safety incidents.”
Infrastructure constraints can also play a role.
“Wide-body aircraft require more ramp space for stands, doors and staging areas. During peak periods, this can create truck queues and ramp congestion if landside and airside flows are not properly coordinated,” they add.
ULD management is also an important efficiency driver because ULDs standardize how cargo is built, moved and loaded, supporting faster aircraft turnaround, improved volume utilization and smoother
integration between trucks and warehouse operations.
However, the industry still lacks end-to-end visibility.
“ULD data often resides in separate systems across airlines, cargo handlers and leasing pools, and tracking still relies heavily on manual processes and basic scanning,” Miguel and Oliveira explain. “The result is avoidable losses, damage and unused inventory, which ultimately translates into higher costs and lower operational reliability.”
One of the most significant improvements currently underway is the move toward continuous tracking of both empty and loaded ULDs across airport environments, Polmans says.
“Many large ULD management service providers, airlines and airports are now investing in tracking infrastructure, including radio frequency identification (RFID), Bluetooth and Internet of Things (IoT) systems, to enable real-time visibility into the location and status of ULDs,” he explains.
“Continuous tracking improves inventory optimization while also enhancing equipment monitoring, accountability and operational predictability.”
Hot topics
Polmans observes that the formal dangerous goods (DG) process itself is highly structured and robust.
“Acceptance checklists, documentation requirements, segregation rules, storage protocols and periodic training are well established and closely monitored across the industry. When a shipment is correctly declared as dangerous goods, the system functions effectively,” he says.
However, Miguel and Oliveira note that risks associated with the growth of dangerous goods, particularly
lithium batteries, often arise not from missing regulations but from inconsistent implementation across a fragmented operational chain.
“There are systemic gaps that frequently emerge, including training consistency,” they say. “Minimum dangerous goods competency levels are not always standardized across locations and employers. Ramp teams often handle cargo for multiple airlines and freight forwarders according to different procedures, increasing the risk of misinterpretation and process deviations.”
Challenges also arise when dangerous goods are misdeclared, inadequately described or intentionally concealed, Polmans adds.
“Lithium batteries embedded in consumer electronics, spare parts, consolidated e-commerce shipments or return flows pose a growing challenge for regulators and operators, particularly in high-volume cross-border environments,” he says.
“For this reason, screening, data intelligence and shipper accountability are becoming increasingly important, not as additional layers but as a necessary evolution to protect
aircraft, crews, ground personnel and airport infrastructure. Safety remains the cornerstone of all operations.”
Documentation and declaration errors remain a critical vulnerability, according to Miguel and Oliveira.
“When classification is incorrect or deliberately avoided, handlers
work carried out in complex airport environments, Polmans adds.
“The most skilled operators place safety at the heart of their corporate culture, not as a compliance exercise but as a daily operating principle.
At Swissport, safety is the basis for achieving performance,” he says.
The most skilled operators place safety at the heart of their corporate culture, not as a compliance exercise but as a daily operating principle.”
Steven Polmans, Senior Vice President of Global Cargo, Swissport
can be exposed to preventable fire risks, although the primary responsibility lies upstream in the shipping chain,” they say.
They also note that operational pressures can introduce risk.
“When staffing is limited and traffic peaks are high, shortcuts can emerge in segregation, acceptance checks and storage controls, precisely where dangerous goods and pharmaceutical shipments require the highest level of discipline.”
Cargo and ramp handling is physically demanding and time-sensitive
Miguel and Oliveira note that experienced operators are beginning to move from general awareness to measurement when addressing fatigue and scheduling risks.
“They are linking accident and near-miss data with shift patterns, duty cycles and workload peaks, then using that information to redesign shifts associated with higher-risk periods, such as compressed operational waves, extended night shifts or excessive overtime,” they explain.
“The goal is to reduce the combination of time pressure, fatigue and low
Cargo Handling
experience density, which is a known contributor to ramp incidents.”
In 2022, ABESATA launched the Certi cation of Ramp Equipment and Services (CRES) program in Brazil.
“This voluntary framework, validated by the national civil aviation authority ANAC, aims to improve governance and operational maturity while strengthening safety,” Miguel and Oliveira say.
Technological developments
Several practical areas of cargo handling already apply arti cial intelligence, according to Polmans.
“These include decision support for load planning, weight and balance quality control and predictive maintenance for ground support equipment,” he says.
“In cases where measurable improvements have been reported, the most signi cant results are typically related to ight roster visibility platforms that combine AI and computer vision with operational data to improve real-time decision-making.”
However, Polmans notes that widespread AI adoption depends heavily on reliable operational data.
“Before AI-based demand forecasting can become widely reliable for
ground operators, several foundational elements must be in place. These include consistent timestamps, digital task milestones, resource availability data and accurate operational records rather than planned schedules. Without this foundation, AI ampli es noise rather than providing insight.”
Miguel and Oliveira add that AI is beginning to move from innovation toward operational deployment in cargo handling environments.
“In load planning, AI-assisted optimization can evaluate far more load combinations than manual processes, improving decisions related to space utilization, constraint compliance and operational feasibility, especially for complex ights and irregular cargo mixes,” they say.
“For weight and balance management, AI tools can reduce human error by improving input consistency, agging anomalies and supporting faster recalculation when loads change late in the process.”
Predictive maintenance is another promising application.
“Machine learning models can analyze maintenance histories and equipment telemetry to anticipate failures and schedule maintenance before disruptions occur,” they explain.
Broader adoption, however, depends on strong data governance and workforce readiness.
“Operators require reliable, nearreal-time data from operational systems, supported by governance frameworks that address missing or inconsistent records,” they say.
“Teams must also be trained to oversee and troubleshoot digital tools, while leadership must be able to operationalize insights without
compromising security or compliance. Cybersecurity awareness is equally important, as connected systems introduce new vulnerabilities.”
They conclude AI can improve operational speed and reliability only when combined with clean data, disciplined processes and a workforce capable of applying the technology under real operational pressure.
Balancing efficiency and safety
Effective cargo handling requires balancing operational ef ciency with rigorous safety standards across increasingly complex work ows.
Differences between narrow-body and wide-body aircraft drive distinct equipment, training and process requirements, while ULD management remains a critical ef ciency factor constrained by limited end-toend visibility.
Dangerous goods compliance continues to depend heavily on accurate upstream declaration, while fatigue management, shift design and safety culture are receiving greater attention as operators move toward more data-driven oversight.
AI applications in load planning, weight and balance veri cation and predictive maintenance show clear operational promise, but widespread adoption depends on establishing reliable data infrastructure, clear governance frameworks and a workforce capable of safely integrating these technologies into daily operations.
Dr. Mario Pierobon provides solutions in the areas of documentation, training and consulting to organizations operating in safety-sensitive industries. He has conducted a doctoral research project investigating aircraft ground handling safety. He may be reached at mariopierobon@alphaomega.dev.
Airport operations are evolving. Sustainability mandates are tightening, operational costs continue to climb, and labor challenges are forcing eet managers to rethink how they move people and cargo throughout airport environments. The result isn’t just a shift to electric; it’s a fundamental reassessment of what ground support equipment (GSE) actually needs to do.
Most airport ground operations happen at speeds well below 25 mph, over short distances, within tightly controlled areas. This environment makes low-speed vehicles (LSVs) a more ef cient option – in operations and costs – when compared to fullsized trucks and oversized tractors. By matching vehicle capability to actual operational use cases, airports will also enhance safety and reduce infrastructure demands without sacri cing performance. This isn’t a future concept. In fact, many airports are making these changes today across baggage handling, maintenance operations and crew transportation.
Working with today’s infrastructure
Going electric is an opportunity to optimize eets in size as well as in power. For example, an internal combustion engine (ICE) powered pick-up truck doesn’t need to be
replaced with a full-sized electric pick-up truck. Lower cost, right-sized electric alternatives like sustainable low-speed electric vehicles or industrial electric trucks are available and deployable today.
Because these platforms are smaller and more ef cient, they require far less power to operate. Many can easily charge overnight on standard 120-volt or 240-volt outlets. This allows airports to begin electrifying operations using existing electrical infrastructure, making adoption straightforward and cost-effective.
For airports operating combustion-powered equipment that still has useful life, repowering provides another viable and easy path to electri cation. Waev’s Tiger Repower conversion kit, for example, enables operators to convert existing baggage tractors to lithium-ion electric drivetrains in as little as two days. By upcycling legacy equipment with modern electric technology, airports can achieve zero emissions, extend eet life, and improve safety without replacing entire units or building new charging infrastructure.
Performance that matches
real operations
Electric drivetrains are purpose-built for the kind of work that de nes airport ground operations. Unlike ICE, which operate inef ciently at
low speeds and during frequent stops, electric motors deliver instant torque from a standstill. That means smooth, controlled acceleration for towing baggage carts, shuttling crews, or moving equipment across congested operational areas.
Low-speed electric GSE delivers capabilities that meet or exceed traditional combustion equipment. Electric baggage and cargo tractors, such as lithium-ion Tiger tow tractors, can tow more than 60,000 pounds with ranges of up to 75 miles on a single charge. The familiar controls and proven top drive tractor design mean minimal training requirements for crews transitioning from combustion tractors.
Other right-sized electric platforms extend that capability across daily operations. All-electric burden carriers have proven themselves across baggage handling and maintenance operations. With load capacities of 3,000 pounds and towing capabilities up to 15,000 pounds, a burden carrier like the Taylor-Dunn Bigfoot XL can haul more than a standard pickup truck while maintaining a tight turning radius for narrow service roads and crowded operational areas.
Low-speed vehicles designed for crew and passenger transport offer similar versatility. Available in two-, four-, and six-passenger con gurations, LSVs can replace golf carts,
sedans and vans with purpose-built electric alternatives that match airport speed limits while improving safety. They also include threepoint seat belts, backup cameras, turn signals and optional enclosed cabs with HVAC.
Electric baggage and cargo tractors, such as lithium-ion Tiger tow tractors, can tow more than 60,000 pounds with ranges of up to 75 miles on a single charge.
Lithium-ion electrification also enables smart vehicle technology that wasn’t practical with combustion engines. Features like anti-rollover systems, programmable speed controls, brake interlock, and onboard diagnostics improve safety and simplify fleet management.
Efficiency right from the start
The financial case for electric GSE shows up immediately, not years down the road. Electric powertrains eliminate oil changes, fuel filters, spark plugs, exhaust systems, and all the routine service tasks that come with internal combustion engines.
The numbers back this up. Operators using electric baggage tractors, for example, can see cost reductions of $10 to $15 per operational hour. Scale that across maintenance trucks, security vehicles and crew shuttles, and the savings add up fast.
Lithium-ion batteries make the case even stronger. They deliver at
least 3,000 charge cycles and maintain full efficiency as the charge depletes. They also last up to five times longer than flooded lead-acid or AGM batteries and need zero maintenance, which means lower total cost of ownership and fewer replacements over time. For burden carriers alone, lithium-ion options can deliver more than $10,000 in battery lifetime savings. Using the wrong vehicle drives hidden costs. Oversized equipment means unnecessary acquisition expense, higher energy use and more complex maintenance – all without delivering real operational benefit. Purpose-built electric GSE cuts those inefficiencies by matching capability to actual use. The result is lower total cost of ownership, better uptime, and a more reliable fleet.
Going from assessment to action on fleet readiness
The path to electrification often begins with challenging assumptions about what’s possible. Fleet readiness assessments help identify immediate opportunities that might otherwise be overlooked.
For example, five airports in the mountains above Denver were initially deemed unsuitable for electric GSE due to infrastructure and climate concerns. After on-site infrastructure analysis and fleet inspections, four of the five were cleared for immediate eGSE introduction using existing infrastructure. The fifth is now incorporating eGSE charging into an upcoming expansion project. These assessments examine which equipment can be repowered,
what should be replaced, and how existing electrical infrastructure can support the transition – turning “we can’t do this” into actionable deployment plans.
Smaller, smarter and electric for the future
The next generation of ground support equipment isn’t about adopting the largest vehicles or the fastest charging systems. It’s about selecting platforms that align with how airports actually operate – controlled speeds, short distances, tight spaces and demanding duty cycles.
The technology is proven. The cost case is clear. And the infrastructure needed may not be as concerning as many think. What needs to change now is how airport operators are thinking about fleet composition itself, moving away from one-sizefits-all combustion fleets toward purpose-built electric platforms that match the work being done.
This shift meets today’s sustainability mandates while cutting operational costs and reducing emissions – future-proofing operations for the next decade and beyond. Right-sized electric fleets are more cost effective, easier to scale, simpler to maintain and more adaptable as operational demands change. Airports making this transition now are building the foundation for sustained performance in an industry that’s only getting more complex.
Gerry Hoadley is Director of GSE Sales/Development at Waev Inc., working with industry-leading electric and utility vehicle solutions for aviation and airport operations across domestic and international markets. Waev’s product portfolio includes Tiger Tractors (including Li-Ion Repower Kits), Taylor-Dunn industrial EVs, GEM low-speed electric vehicles, and Fusion industrial carts.
WAEV INC.
Smarter Electric Machines Transform Aircraft Movement
Electrification, digital fleet management tools and more compact designs are changing how aircraft are positioned and maneuvered
BY JENNY LESCOHIER
Pushback tractors, towing vehicles and compact aircraft tugs are evolving quickly as airports and ground handlers modernize ramp operations.
Electrification, digital fleet management tools and more compact equipment designs are reshaping how aircraft are positioned at gates, maneuvered in hangars and moved across increasingly busy airfields.
At the same time, manufacturers are prioritizing safety, maneuverability and ease of operation. Towbarless systems, remote-controlled tugs and connected equipment platforms are helping operators reduce operational complexity, improve precision during aircraft movements and gain greater visibility into equipment performance across their fleets.
Electrification moves to the forefront
Electrification continues to reshape the ground support landscape, and pushback and towing equipment are no exception. Many
manufacturers now design electric models as the primary platform rather than a niche alternative.
Oshkosh AeroTech’s redesigned LEKTRO 88i towbarless electric tow vehicle reflects this shift. Built to move aircraft with a maximum takeoff weight up to 120,000 pounds, the tractor is designed for pushback and towing operations involving regional jets, turboprops and business aircraft.
Oshkosh AeroTech’s LEKTRO 88i towbarless electric tow vehicle is designed to move regional jets and turboprops.
Goldhofer’s ATLAS 2 towbarless tractor is for modern gate operations.
OSHKOSH AEROTECH
Equipment Focus: Pushbacks, Tractors & Tugs
Electric LEKTRO models provide zero-emission operation and reduced maintenance requirements, while hybrid diesel-electric charging options are also available for operators with limited charging infrastructure. The latest generation also integrates digital monitoring and connectivity tools designed to support more intelligent eet management.
Textron GSE is also expanding its electric equipment lineup, with a focus on helping operators transition to electri cation at their own pace. The company’s Endurance high-voltage tractor is designed for baggage and light cargo towing applications, offering the performance bene ts of high-voltage electric power while remaining adaptable to different charging environments.
To address infrastructure challenges that many airports still face, Textron introduced an adapter that allows the Endurance tractor to charge through standard 80-volt charging systems. The approach allows operators to deploy electric equipment even if high-voltage charging infrastructure is not yet fully available on the ramp, easing the transition toward more sustainable ground support eets.
Towbarless systems improve efficiency and safety
Towbarless technology continues to gain traction as operators seek ways to reduce equipment complexity and minimize the potential for operational errors.
The Goldhofer ATLAS 2 towbarless tractor is designed speci cally for modern gate operations, eliminating the need for a towbar while allowing aircraft to be moved directly between gates or repositioned across the apron.
Removing the towbar simpli es operations and reduces the risk of misalignment or improper connection, which can lead to aircraft damage. The ATLAS 2 also operates as a fully electric platform, supporting both operational ef ciency and environmental goals.
Similarly, the LEKTRO 88 platform uses a patented strap-and-cradle system to secure an aircraft’s nose gear without the need for traditional towbar equipment. The design reduces wear on landing gear while simplifying the capture process compared with some towbarless systems. These types of systems are increasingly attractive for ground handlers seeking to improve operational consistency and reduce ramp incidents.
Precision maneuverability for hangars and tight ramps
As airports and maintenance facilities work to maximize limited space, maneuverability has become a de ning design priority for many towing solutions.
Mototok’s Spacer 8600 NG remote-controlled electric pushback tug exempli es this trend. Designed for multi-aircraft compatibility, the unit allows operators to maneuver aircraft precisely using a handheld remote control, enabling safe single-person operation in both ramp and maintenance environments.
The compact design makes it particularly useful in hangars and maintenance facilities where precise positioning is essential.
TEXTRON GSE
Textron’s Endurance tractor features an 80-volt charging adapter.
AMIGO MOBILITY
Amigo Mobility’s AeroTow tugs are aimed at smaller operators seeking simplicity.
Mototok’s Spacer 200 model is also gaining traction among MRO operators because its small footprint allows widebody aircraft to be moved in and out of hangars while maximizing available space.
Remote-controlled tugs can also help address workforce challenges by allowing a single operator to perform tasks that previously required larger teams.
Intelligent equipment and connected fleets
Beyond powertrains and mechanical design, manufacturers are increasingly incorporating digital connectivity and fleet intelligence into pushback equipment.
Oshkosh AeroTech’s LEKTRO 88i integrates the company’s iOPS intelligent monitoring system, allowing operators to collect real-time operational data from ground support equipment fleets.
The platform enables remote diagnostics, telematics monitoring and geofencing capabilities while providing insights that help reduce downtime and improve fleet utilization. Enhanced control features, including slowed turning modes and accelerated winch-out capabilities, are enabled through modern PLC control systems integrated into the vehicle.
These technologies reflect a broader push toward connected ground support fleets that provide actionable operational data for airport operators and ground handlers.
Smaller electric tugs expand options for light aircraft
At the smaller end of the towing spectrum, electric tugs designed for general aviation and business aviation
KEY TRENDS SHAPING THE MACHINES THAT MOVE AIRCRAFT
Pushback tractors, towing vehicles and aircraft tugs are evolving alongside broader changes in ramp operations. Manufacturers are focusing on several key technology trends as airports modernize ground support equipment fleets.
Electrification
Electric powertrains are becoming increasingly common across aircraft movement equipment. Electric tractors and tugs reduce emissions, lower maintenance requirements and operate more quietly than diesel-powered vehicles. Many operators are adopting electric equipment as part of broader airport sustainability initiatives.
Towbarless operations
Towbarless tractors eliminate the need for separate towbar equipment by capturing the aircraft’s nose gear directly. This simplifies pushback procedures, reduces connection errors and can speed aircraft movements during busy turnaround periods.
Precision maneuverability
Compact designs, improved steering systems and remote-control operation allow operators to maneuver aircraft more precisely in tight spaces such as hangars and congested ramp areas.
Connected equipment
Telematics platforms are increasingly integrated into GSE fleets, providing operators with real-time data on equipment location, usage and maintenance needs. These systems help ground handlers optimize fleet utilization and reduce downtime.
Equipment Focus: Pushbacks, Tractors & Tugs
operators continue to expand the range of available solutions.
Amigo Mobility’s AeroTow T2 electric aircraft tug is designed for towing aircraft up to 15,000 pounds, including taildraggers and medium twinengine aircraft.
The unit uses a universal cradle and lift system to simplify aircraft capture while offering adjustable speed control and ergonomic operator handling. With a price point below $6,000, the tug is aimed at smaller operators seeking a simple and cost-effective towing solution.
A new generation of ramp equipment
Across the industry, pushback tractors and aircraft tugs are evolving beyond their traditional role as purely mechanical equipment.
Electrification, intelligent monitoring systems and precision maneuverability are becoming defining features of the next generation of towing solutions. At the same time, manufacturers are prioritizing designs that simplify operation, reduce maintenance demands, and improve safety on increasingly busy airport ramps.
As airports continue investing in sustainability and operational efficiency, pushback tractors and towing vehicles are likely to remain a key focus for innovation in ground support equipment.
Spotlight Interview
Senior Vice President, Safety and AI, Samsara
Artificial intelligence is increasingly shaping how aviation ground operations manage safety, efficiency and risk. To better understand how AI-enabled systems are being applied on the ramp today and where the technology is headed next, Ground Support Worldwide spoke with Johan Land, Senior Vice President, Safety and AI at Samsara. Land shared insight into how AI-driven cameras and telematics are helping ground teams reduce incidents, coach safer behaviors and gain new visibility into day-today operations.
GSW: For readers who might not be familiar with Samsara, please explain what the company does and your role within it?
Land: At Samsara, our focus is on helping organizations that run physical operations operate more safely and more efficiently. We do that through a combination of connected devices and artificial intelligence, particularly AI that runs on cameras installed on vehicles and equipment. A major part of our work centers on safety. We install cameras on vehicles and use AI to identify risky
Using AI to Reduce Risk on the Ramp
BY JENNY LESCOHIER
behaviors and alert drivers in real time, which helps organizations significantly reduce crashes and incidents. Customers have seen reductions of up to 72%. Beyond safety, we also support telematics, asset tracking, fuel monitoring, theft prevention and broader operational visibility.
In my role, I oversee product and engineering for safety and AI. That includes how we design the technology, how we train the AI models, and how we work with customers to ensure the systems actually drive behavior change and measurable improvement.
What originally drew Samsara to physical operations, and how did aviation become part of that focus?
Our founders come from deep technology backgrounds, and early on they asked a simple question: where can technology have the biggest realworld impact? They quickly realized that physical operations represent a huge part of the economy, but historically they have not benefited from the same level of innovation as purely digital industries.
Aviation is a natural fit within that mission. The ramp environment is complex, fast-paced and safety critical. There are many moving parts, tight timelines and very real consequences when something goes wrong. That combination makes aviation ground operations an area where better visibility and earlier intervention can have outsized impact.
What makes the aviation ramp environment particularly suited to AI-based safety tools?
When you stand on the ramp and watch operations unfold, it can look chaotic from the outside, yet everything comes together remarkably well. That complexity is exactly where AI can help.
We install cameras on ground support equipment, and those cameras observe what is happening in real time. The AI looks for behaviors and conditions that historically lead to incidents.
By detecting those early indicators, we can alert operators immediately and help organizations address problems before they turn into delays or costly incidents.
From an operator’s perspective, what does the technology actually feel like in daily use?
The experience is intentionally simple. If an operator engages in a risky behavior, such as using a mobile phone while driving a piece of ground equipment, the system provides an audible or visual alert reminding them to stop. That real-time feedback is critical because it allows self-correction in the moment.
Depending on how the organization configures the program, those events can also be uploaded to the cloud and reviewed by supervisors. That gives leaders a clear picture of what is happening across the operation, where risks are concentrated, and how
Johan Land
Spotlight Interview
Samsara installs cameras on vehicles, using AI to identify risky behaviors and alert drivers in real time, which helps organizations significantly reduce crashes and incidents. Customers have seen reductions of up to 72%.
behaviors are trending over time. Many customers use the data to recognize and reward safe performance, run incentive programs and reinforce best practices.
Samsara is not the only company offering camera-based systems. What differentiates your approach?
Cameras alone are not enough. If you simply record video, you create an overwhelming amount of data that no one has time to review. The real value comes from the AI layer that understands what matters and what does not.
We invest heavily in training AI models that can accurately detect the behaviors that actually contribute to risk. That allows supervisors to focus their attention where it will have the greatest impact.
The second differentiator is behavior change. We provide tools that help drivers self-coach, review events on their own devices, track improvement over time, and even engage with gamified elements like streaks and rewards. For individuals who need additional support, we also provide structured coaching workflows for supervisors.
Many employees initially worry about being monitored. How do organizations address that concern?
Initial resistance is common. Many operators worry the technology will be used to punish them. What typically changes that perception is transparency and program design.
When an incident occurs and
the footage shows that the operator handled the situation correctly, the camera becomes a form of protection rather than surveillance. It provides objective context. Over time, employees see that the system recognizes good behavior, not just mistakes.
Organizations that succeed with this technology emphasize positive reinforcement, clear communication and fairness. When drivers are praised for safe driving and rewarded for improvement, acceptance grows quickly.
How is the AI itself trained to recognize risk in such a specialized environment?
It starts with studying incidents and near misses. We analyze what crashes and equipment damage actually look like and identify the behaviors that tend to precede them. Those behaviors become the signals the AI is trained to detect.
Equally important is working closely with customers. We spend time embedded in their operations, observing workflows, understanding constraints and aligning on goals. That collaboration ensures the system reflects real-world conditions, not assumptions.
When AI and operational knowledge come together, results can happen quickly. In some cases, customers have seen reductions of around 60% in incident-related behaviors within 18 weeks.
Looking ahead, where do you see AI making its next impact in ground handling?
Collision prevention is just the beginning. There are many operational events on the ramp that are not classified as accidents but still drive cost, delays, and wear on aircraft and equipment.
Examples include bumping aircraft during loading, applying too much force during pushback, or misalignments that lead to damage over time. Cameras and AI can be trained to detect these patterns as well, giving supervisors visibility into issues that were previously difficult to quantify.
The long-term vision is an environment where most human-error-related incidents are preventable. AI will continue to get better at identifying risk early and guiding both operators and leaders toward safer, more consistent performance.
Any final thoughts you would like to share with ground operations leaders?
AI-based safety systems are no longer experimental. The results are measurable and significant. When implemented thoughtfully, they improve safety, reduce costs and support the people doing the work every day.
For aviation ground operations, the opportunity is not just to reduce incidents, but to raise the overall standard of performance across the ramp.
ELECTRIC POWER. PROVEN PERFORMANCE.
At Oshkosh AeroTech we design industry-leading eGSE solutions backed by decades of engineering expertise and performance. Used by ramp and ground crews around the world, our electric solutions include tow tractors, loaders, mobile charging, intelligent load sharing – among others. Coupled with our intelligent fleet management systems and global customer care network, our electric technology helps promote uptime, maintenance and efficiency – keeping the aviation industry moving forward. oshkoshaerotech.com
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