CA2240042A1 - Passenger loading bridge for small aircraft and method of aligning same - Google Patents
Passenger loading bridge for small aircraft and method of aligning same Download PDFInfo
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- CA2240042A1 CA2240042A1 CA002240042A CA2240042A CA2240042A1 CA 2240042 A1 CA2240042 A1 CA 2240042A1 CA 002240042 A CA002240042 A CA 002240042A CA 2240042 A CA2240042 A CA 2240042A CA 2240042 A1 CA2240042 A1 CA 2240042A1
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- walkway
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- passenger loading
- bridge
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- 238000000034 method Methods 0.000 title claims abstract description 11
- 238000003032 molecular docking Methods 0.000 claims description 10
- 238000004891 communication Methods 0.000 claims description 4
- 230000000712 assembly Effects 0.000 abstract description 2
- 238000000429 assembly Methods 0.000 abstract description 2
- 238000010276 construction Methods 0.000 description 1
- 230000008878 coupling Effects 0.000 description 1
- 238000010168 coupling process Methods 0.000 description 1
- 238000005859 coupling reaction Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002955 isolation Methods 0.000 description 1
- 230000013011 mating Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64F—GROUND OR AIRCRAFT-CARRIER-DECK INSTALLATIONS SPECIALLY ADAPTED FOR USE IN CONNECTION WITH AIRCRAFT; DESIGNING, MANUFACTURING, ASSEMBLING, CLEANING, MAINTAINING OR REPAIRING AIRCRAFT, NOT OTHERWISE PROVIDED FOR; HANDLING, TRANSPORTING, TESTING OR INSPECTING AIRCRAFT COMPONENTS, NOT OTHERWISE PROVIDED FOR
- B64F1/00—Ground or aircraft-carrier-deck installations
- B64F1/30—Ground or aircraft-carrier-deck installations for embarking or disembarking passengers
- B64F1/305—Bridges extending between terminal building and aircraft, e.g. telescopic, vertically adjustable
- B64F1/3055—Bridges extending between terminal building and aircraft, e.g. telescopic, vertically adjustable with hinged head interface between aircraft and passenger bridge
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- Engineering & Computer Science (AREA)
- Architecture (AREA)
- Civil Engineering (AREA)
- Structural Engineering (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Bridges Or Land Bridges (AREA)
Abstract
The present invention relates to a passenger loading bridge, in particular an extensible loading bridge having two extensible sections for positioning the loading bridge and for fine alignment with the entry door of an aircraft. The present invention has found that the use of two stages of movement to position the gate of the loading bridge at the aircraft doorway results in efficient and accurate placement, without risk of damage to the aircraft. A first extension movement adapts the length of the bridge to the distance to the plane. This length must closely approximate the distance without risking over-extension which would damage the aircraft, propellers, etc. A second stage of extension then aligns the door without risk to the aircraft or ground personnel. This method is preferably carried out by a loading bridge having two separate telescopic extension assemblies: a first for adapting the length of the bridge, and a second for positioning the aircraft interface section relative to the aircraft door. Advantageously, separate wheeled supports are provided to extend telescopic walkway sections, and to pivot the extended walkway about an arcuate path. Movement separated between separate wheeled supports is more simply and accurately controlled.
Description
Doc. 12M-3 CA Patent Passenger Loading Bridge for Small Aircraft and Method of ~ligr ing Same Field of the Invention The invention relates generally to a passenger loading bridge, in particular an extensible loading bridge having two extensible sections for positioning the loading s bridge and for fine alignment with the entry door.
Background of the Invention Passenger loading bridges have gained world-wide acceptance for the safety and convenience they afford passengers. Most major air terminals are provided with gates, gangways or passenger loading bridges which extend from the second level of the 0 terminal to a parked aircraft. Frequently, these bridges are relatively immobile since aircraft can park close to the terminal and be moved away by tugs or tractors.
Commonly, passenger loading bridges have been directed to standard size passenger and cargo aircraft and consequently, have been relatively large in size and height. They have not generally been practicable for use with small aircraft such as, those 5 employed in feeder lines to smaller or outlying communities. Accordingly, passengers typically have had to walk from the terminal over airport tarmac and thence up a stairway in order to enter a small aircraft. This exposes passengers to inclement weather and hazards such as propellers, cables, and fuelling hoses. It is not desirable to subject passengers to inclement weather or to potentially dangerous ramp conditions. Also, 20 aircraft operations are significantly slowed by allowing passengers onto the tarmac. For safety reasons, aircraft and equipment remain stationary while passengers are on the tarmac. Security is a concern because passengers can board incorrect aircraft or tamper with other craft. In order to increase security, it is a common practice to board only one aircraft from the tarmac at any time. With passenger loading bridges in place, luggage is 25 loaded, aircraft tests are executed, other aircraft are taxied, and so on while passengers board the aircraft. Other aircraft are capable of being boarded simultaneously when sufficient gates exist. It is therefore desirable to provide a passenger loading bridge for use at these smaller air terminals to enhance the safety and comfort of passengers.
Doc. 12M-3 CA Patent Commonly, smaller air termin~l~ are only ground level structures at which aircraft park a fixed distance from the terminal building. There frequently are no tugs available.
This fixed distance is required to enable the aircraft to "power out" or move away from the building under its own power without ~l~m:~gin~ the building with a jet or propeller 5 blast, or a physical collision between the aircraft and the terminal. This distance is greatest with a Boeing 727-200 aircraft, which is the largest aircraft normally serving these smaller terminals. A loading bridge must be easily adjustable to the different distances during airport operation in order to service a number of different aircraft.
Therefore, there has continued to be a need for a highly adjustable and enclosed0 passenger or cargo loading/unloading bridge that can be advantageously utilized with such small aircraft.
Large variation in the loading height of different common commuter aircraft, also requires a loading bridge able to be adjusted over a wide range of heights. Currently available loading gates cannot be lowered sufficiently to service smaller aircraft. It would be advantageous to provide a passenger loading bridge that is capable of mating with an airport at ground level and with small and large commuter aircraft.
In U.S. Patent 4,161,049 issued to Saunders et al. on July 17, 1979, a passenger20 loading bridge for a ground level terminal is disclosed. Saunders provides a fixed length walkway which swings about a ground level rotunda. In order to accommodate smallaircraft, a stairway from the rotunda to the walkway is provided. The stairway permits an end of the walkway proximate the terminal to be raised to or above the minimum height of the supports for raising and lowering the end of the walkway proximate an aircraft and 25 therefor allows the walkway to mate with aircraft entrances that are disposed in line with the minimum support height. The use of stairs to elevate the bridge is undesirable because of limited access for the physically disabled and other liabilities associated with stairs. Further, Saunders provides an extensible cab portion for aligning the door of the aircraft to the loading bridge. However, the length of the bridge is not adjustable. As a Doc. 12M-3 CA Patent result all aircraft must be parked at the maximum distance from the terminal. Nosignificant adjustment to the placement of the cab of the loading bridge is possible.
When coupling available passenger loading bridges to aircraft such as jumbo jets, 5 a significant clearance exists between the engines and the aircraft entrance. Also, as the entrance to a jumbo jet is displaced from the ground by a considerable distance, collisions with personnel, baggage, or vehicles on the ground is unlikely. In contrast, the entrance for a Dash 8 is less than 4 feet from the ground. An aircraft interface approaching the entrance is susceptible to ~l~m~ging vehicles and hurting people. Also, because a small o aircraft has significantly less clearance between the propellers and the entrance than jumbo jets, current passenger loading bridges require several people to guide them into an engaged position. It would be advantageous to provide a passenger loading bridge that reduces a likelihood of ~l~m~gin~ an aircraft and increases personnel safety.
A typical loading bridge as disclosed in U.S. patent No. 3,462,784 to Seipos, for large aircraft includes a number of telescoping sections. The assembly is pivotally supported by the terminal at a first end. At the plane eng~ging end a wheeled gantry supports the bridge at variable heights. The wheels are driven and steerable to extend the bridge sections as necessary and to swing the gate to the correct position. Seipos has 20 found that the use of multiple wheels to support the assembly results in difficulties in coortlin~ting the wheels to achieve the swing movements and extension-retractionmovements necessary to position the end of the loader at the airplane door. The lack of accurate control over the gantry movement is termed ".~n~king". Snaking a loader into position can result in damage to the airplane or the loader, and also results in lost time.
25 Seipos discloses a linkage to tie the movement of all wheels together. However, when steering the wheels in tandem or even only one drive wheel, ~n~king can result. The necessity to reposition the wheels from extension movement to swing movement means that the wheels are not always in a known orientation. Some driving movement is necessary to determine and to correct or steer the wheels. Steering or corrective Doc. 12M-3 CA Patent movement results in a compromise to the accuracy of the gate positioning at the aircraft.
As discussed above, particularly with smaller aircraft where the distance between the door and propellers is quite small, any inaccuracy in positioning the loading bridge is likely to result in costly damage to the aircraft. It is desired to provide a variably adjustable loading bridge which can be positioned accurately, in a timely fashion without the guidance of numerous personnel.
It is necessary to be able to position a loading bridge quickly and accurately over widely varying distances and heights, without risk of (l~m~ging aircraft or injuring ground personnel.
Summary of the Invention The present invention has found that the use of two stages of movement to position the gate of the loading bridge at the aircraft doorway results in efficient and accurate placement, without risk of damage. A first extension movement adapts the length of the bridge to the distance to the plane. This length must closely approximate the distance without risking over-extension which would damage the aircraft, propellers, etc. A second stage of extension then aligns the door without risk to the aircraft or ground personnel. This method is preferably carried out by a loading bridge having two separate telescopic extension assemblies: a first for adapting the length of the bridge, and 20 a second for positioning the aircraft interface section relative to the aircraft door.
Accordingly the present invention comprises a passenger loading bridge for conducting passengers or cargo from an airport t~rrnin~l to an aircraft entry door of an aircraft comprising:
an extensible walkway communicating at one end with the airport terminal and having an aircraft eng~ging end at an opposite end;
drive means for extending the walkway to a desired length;
an extensible aircraft interface section coupled to the walkway at the aircraft eng~ging end;
means for directing at least the aircraft interface section adjacent the aircraft; and Doc. 12M-3 CA Patent extension drive means for extending and retracting the aircraft interface section to align a communicating port of the interface section with the aircraft entry door.
A preferred method according to the present invention comprises a method of docking a passenger loading bridge to align a communicating port of a passenger loading bridge with an aircraft entry door comprising the steps of:
determinin~ a distance to the aircraft entry door;
extending the walkway at a first rate to a length equal to the determined distance o less a standard increment;
positioning an aircraft eng~ging end of the walkway adjacent the aircraft;
extending a communicating port at the aircraft eng;~ging end of the walkway at asecond rate to align with the aircraft entry door.
s In a further preferred embodiment the present invention comprises an extendable loading bridge supported for pivotal movement about a first end for communication with an airport terminal comprising:
a walkway including at least two telescopically extendable sections;
a rotunda supporting a first end of the walkway for pivotal movement about a substantially vertical axis, the rotunda further including an entryway for communication with the airport terminal;
a moveable support means for supporting an opposite end of the walkway including a first drive means for extending the telescopic sections of the walkway in a radial 2s path;
a second drive means for pivoting the opposite end of the walkway about the rotunda in a arcuate path.
Advantageously the loading bridge according to the present invention can be extended in an area away from plane servicing activity, prior to being pivoted into place.
Final extension for alignment correction is then made by the extendable interface section Doc. 12M-3 CA Patent without moving the drive wheels. This reduces danger to ground crew and equipment in the area.
In addition advantageously extending the loading bridge according to the presents invention in two stages at first a coarse adjustment rate and finally a fine adjustment, the bridge can be placed efficiently without risk to equipment or personnel.
Further it is an advantage of the present invention to utilize two separate drive means for radial and arcuate movement resulting in accurate placement of the aircraft lo interface.
Further advantages will be al~pa~elll to persons of skill in the art from the detailed description with reference to the following drawings which illustrate preferred embodiments of the invention by way of example only. Like numerals are used throughout to refer to like elements.
Brief Description of Figures Figure 1 is a plan view of a preferred embodiment of the present invention illustrated in a fully extended position;
20 Figure 2 is a side view of the embodiment of Figure 1;
Figure 3 is a side view of an alternative embodiment according to the present invention in a fully raised position;
Figure 4 is a reverse side view of the embodiment of Figure 3 in a fully lowered position;
and 2s Figure 5 is a plan view of the wheeled gantry in isolation.
Detailed Description of Preferred Embodiments The loading bridge according to the present invention is shown generally at 10 in 30 Figure 1. The bridge 10 is supported at a terminal end 31 by a rotunda 20. The rotunda 20 communicates with the airport terminal (not shown) through a simple passageway, or Doc. 12M-3 CA Patent an additional walkway of desired length (not shown). The rotunda 20 is fixed andsupports the terminal end 31 of the enclosed bridge walkway 30 for hinged movement about a horizontal axis for height adjustment, and also for pivotal movement about a vertical axis through the rotunda 20. The rotunda 20 may be supported on a raised 5 platform as shown, or may be directly at the ground level. Rotation may be about a central axis or an eccentric axis. The rotunda 20 remains enclosed by flexible curtains during movement of the passenger loading bridge 10 maintaining protection from the elements. Walkway 30 includes two telescopic sections 32,34 which provide an expansion of approximately 20 feet. If more expansion is necessary additional 0 telescoping sections may be added.
Adjacent an aircraft eng~ging end 33 the walkway 30 is supported by a wheeled gantry support means 40. The wheeled gantry 40 is powered to drive the aircraft eng~ging end 33 through the arc shown, while the t~rrnin~l end 31 pivots about the 15 rotunda 20. The wheeled gantry 40 also includes standards 42 to either side of the walkway 30 comprising mechanical screw jack lifts for raising and lowering the height of the aircraft engaging end 33 of the bridge 10. Other means such as hydraulic drive can be used to raise the bridge 10. The mechanical lifts 42 are preferred as they provide braking in the event of drive failure. Standards 42 are angled with their uppermost ends inclined 20 toward the aircraft en~gin~ end 33. This angle reduces lateral drag on the tires as the bridge 10 is raised to prevent excessive wear. As better seen in Figure 5, the wheels 44 of the gantry 40 are arranged in angled pairs along radial axles to follow a radial arc path The wheels 44 are supported by axles 46 disposed above the frame 48. The placement of the wheels 44 above the gantry frame 48 allows a simple rectangular frame construction 25 and permits the aircraft interface section 60 to be lowered to a level nearer the ground.
Further, the gantry configuration allows for large gantry wheels 44 without raising the minimum height substantially. Since the gantry frame 48 extends beyond the sides of the bridge 10, the gantry 40 is positioned behind the aircraft interface section 60 by a sufficient distance to clear any steps, railings, and propellers of supported aircraft in order 30 to prevent any potential collision with the gantry wheels which could cause damage.
Doc. 12M-3 CA Patent Additional support is provided by radial wheels 50. Gantry wheels 44 may be raised, as shown in Figure 2, leaving the bridge supported on radial wheels 50. Radial wheels 50 are positioned substantially perpendicular to gantry wheels 44. Separate drive to the radial wheels 50 is used to telescopically extend or retract the length of the 5 walkway 30. Once a desired length is achieved, the gantry wheels 44 are again lowered to support the bridge 10. Separating extension drive from rotational drive allows the end of the bridge to be rotated into very closely accurate position without introducing error which might risk collision. When the drives are unified in a steerable gantry, ~n~king can occur which introduces error in the extension or positioning, and further slows the 0 docking operation.
At the aircraft en~ging end 33 an aircraft interface section 60 is telescopically supported within the walkway structure 30. This telescoping section 62 permits an additional 8 feet of extension of the bridge 10 for accurate alignment of the aircraft interface section 60 and the aircraft entry door, without further positioning of the major supports 40 and 50. In addition the communicating port 64 which aligns with the aircraft entry door (not shown) is pivotally adjustable about rotational section 66 to make final alignrnent adjustment, as shown in Figure 1. Preferably pivotal alignment of thecommunicating port 64 is made prior to the final extension of telescoping section 62. In 20 this way very little clearance is needed to position the communicating port 64 at the aircraft entry door, reducing the risk of contacting the propeller. A canopy 68 is extended and deformed to conform to the outer shape of the aircraft to provide a weather seal. Two separate actuators are needed to extend the canopy and change the radius of curvature to accommodate aircraft which vary considerably in dimensions.
2s Final adjustment movements of the rotational section 66 and telescoping section 62 occur above ground level. Thus once the rough placement of the bridge is madecollision of the bridge drive with other servicing operations is no longer a risk, and additional servicing can continue while final docking is completed. Controls for the 30 passenger loading bridge 10 are located within the aircraft interface section 60 proximate Doc. 12M-3 CA Patent the bumper 69 to allow for accurate docking. Windows in the interface section 60provide the operator a clear view of engines or propellers and the aircraft fuselage.
In operation an arriving aircraft is identified to determine height requirements and 5 expected docking distance. The gantry 40 is fully lowered and the wheels 44 are lifted to place the bridge 10 on the radial wheels 50. Drive to the radial wheels 50 extends the telescoping sections 32,34 of the walkway 30 to a length equal to the distance to the entry door or slightly less. Conveniently a standard adjustment increment well within the expansion range of the interface section 60, is used to reduce the extension of the o walkway 30. The gantry wheels 44 are again lowered to support the bridge again raising it offradial wheels 50. The aircraft eng~gin~ end 33 is raised on standards 42 to the correct height for the aircraft. Drive to the gantry wheels 44 rotates the aircraft en~;~ging end 33 about the rotunda 20 until the interface section 60 is adjacent the aircraft. Angular adjustment to the alignment of the aircraft is made by rotating the communicating port 64 about rotation section 66. Then a final extension from the telescoping section 62 advances to position the communicating port 64 at the aircraft entry door.
Figure 3 illustrates an alternative embodiment of the invention at full height position. Figure 4 illustrates the same embodiment at its lowest position.
Numerous other embodiment of the invention will be apparent to persons skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Background of the Invention Passenger loading bridges have gained world-wide acceptance for the safety and convenience they afford passengers. Most major air terminals are provided with gates, gangways or passenger loading bridges which extend from the second level of the 0 terminal to a parked aircraft. Frequently, these bridges are relatively immobile since aircraft can park close to the terminal and be moved away by tugs or tractors.
Commonly, passenger loading bridges have been directed to standard size passenger and cargo aircraft and consequently, have been relatively large in size and height. They have not generally been practicable for use with small aircraft such as, those 5 employed in feeder lines to smaller or outlying communities. Accordingly, passengers typically have had to walk from the terminal over airport tarmac and thence up a stairway in order to enter a small aircraft. This exposes passengers to inclement weather and hazards such as propellers, cables, and fuelling hoses. It is not desirable to subject passengers to inclement weather or to potentially dangerous ramp conditions. Also, 20 aircraft operations are significantly slowed by allowing passengers onto the tarmac. For safety reasons, aircraft and equipment remain stationary while passengers are on the tarmac. Security is a concern because passengers can board incorrect aircraft or tamper with other craft. In order to increase security, it is a common practice to board only one aircraft from the tarmac at any time. With passenger loading bridges in place, luggage is 25 loaded, aircraft tests are executed, other aircraft are taxied, and so on while passengers board the aircraft. Other aircraft are capable of being boarded simultaneously when sufficient gates exist. It is therefore desirable to provide a passenger loading bridge for use at these smaller air terminals to enhance the safety and comfort of passengers.
Doc. 12M-3 CA Patent Commonly, smaller air termin~l~ are only ground level structures at which aircraft park a fixed distance from the terminal building. There frequently are no tugs available.
This fixed distance is required to enable the aircraft to "power out" or move away from the building under its own power without ~l~m:~gin~ the building with a jet or propeller 5 blast, or a physical collision between the aircraft and the terminal. This distance is greatest with a Boeing 727-200 aircraft, which is the largest aircraft normally serving these smaller terminals. A loading bridge must be easily adjustable to the different distances during airport operation in order to service a number of different aircraft.
Therefore, there has continued to be a need for a highly adjustable and enclosed0 passenger or cargo loading/unloading bridge that can be advantageously utilized with such small aircraft.
Large variation in the loading height of different common commuter aircraft, also requires a loading bridge able to be adjusted over a wide range of heights. Currently available loading gates cannot be lowered sufficiently to service smaller aircraft. It would be advantageous to provide a passenger loading bridge that is capable of mating with an airport at ground level and with small and large commuter aircraft.
In U.S. Patent 4,161,049 issued to Saunders et al. on July 17, 1979, a passenger20 loading bridge for a ground level terminal is disclosed. Saunders provides a fixed length walkway which swings about a ground level rotunda. In order to accommodate smallaircraft, a stairway from the rotunda to the walkway is provided. The stairway permits an end of the walkway proximate the terminal to be raised to or above the minimum height of the supports for raising and lowering the end of the walkway proximate an aircraft and 25 therefor allows the walkway to mate with aircraft entrances that are disposed in line with the minimum support height. The use of stairs to elevate the bridge is undesirable because of limited access for the physically disabled and other liabilities associated with stairs. Further, Saunders provides an extensible cab portion for aligning the door of the aircraft to the loading bridge. However, the length of the bridge is not adjustable. As a Doc. 12M-3 CA Patent result all aircraft must be parked at the maximum distance from the terminal. Nosignificant adjustment to the placement of the cab of the loading bridge is possible.
When coupling available passenger loading bridges to aircraft such as jumbo jets, 5 a significant clearance exists between the engines and the aircraft entrance. Also, as the entrance to a jumbo jet is displaced from the ground by a considerable distance, collisions with personnel, baggage, or vehicles on the ground is unlikely. In contrast, the entrance for a Dash 8 is less than 4 feet from the ground. An aircraft interface approaching the entrance is susceptible to ~l~m~ging vehicles and hurting people. Also, because a small o aircraft has significantly less clearance between the propellers and the entrance than jumbo jets, current passenger loading bridges require several people to guide them into an engaged position. It would be advantageous to provide a passenger loading bridge that reduces a likelihood of ~l~m~gin~ an aircraft and increases personnel safety.
A typical loading bridge as disclosed in U.S. patent No. 3,462,784 to Seipos, for large aircraft includes a number of telescoping sections. The assembly is pivotally supported by the terminal at a first end. At the plane eng~ging end a wheeled gantry supports the bridge at variable heights. The wheels are driven and steerable to extend the bridge sections as necessary and to swing the gate to the correct position. Seipos has 20 found that the use of multiple wheels to support the assembly results in difficulties in coortlin~ting the wheels to achieve the swing movements and extension-retractionmovements necessary to position the end of the loader at the airplane door. The lack of accurate control over the gantry movement is termed ".~n~king". Snaking a loader into position can result in damage to the airplane or the loader, and also results in lost time.
25 Seipos discloses a linkage to tie the movement of all wheels together. However, when steering the wheels in tandem or even only one drive wheel, ~n~king can result. The necessity to reposition the wheels from extension movement to swing movement means that the wheels are not always in a known orientation. Some driving movement is necessary to determine and to correct or steer the wheels. Steering or corrective Doc. 12M-3 CA Patent movement results in a compromise to the accuracy of the gate positioning at the aircraft.
As discussed above, particularly with smaller aircraft where the distance between the door and propellers is quite small, any inaccuracy in positioning the loading bridge is likely to result in costly damage to the aircraft. It is desired to provide a variably adjustable loading bridge which can be positioned accurately, in a timely fashion without the guidance of numerous personnel.
It is necessary to be able to position a loading bridge quickly and accurately over widely varying distances and heights, without risk of (l~m~ging aircraft or injuring ground personnel.
Summary of the Invention The present invention has found that the use of two stages of movement to position the gate of the loading bridge at the aircraft doorway results in efficient and accurate placement, without risk of damage. A first extension movement adapts the length of the bridge to the distance to the plane. This length must closely approximate the distance without risking over-extension which would damage the aircraft, propellers, etc. A second stage of extension then aligns the door without risk to the aircraft or ground personnel. This method is preferably carried out by a loading bridge having two separate telescopic extension assemblies: a first for adapting the length of the bridge, and 20 a second for positioning the aircraft interface section relative to the aircraft door.
Accordingly the present invention comprises a passenger loading bridge for conducting passengers or cargo from an airport t~rrnin~l to an aircraft entry door of an aircraft comprising:
an extensible walkway communicating at one end with the airport terminal and having an aircraft eng~ging end at an opposite end;
drive means for extending the walkway to a desired length;
an extensible aircraft interface section coupled to the walkway at the aircraft eng~ging end;
means for directing at least the aircraft interface section adjacent the aircraft; and Doc. 12M-3 CA Patent extension drive means for extending and retracting the aircraft interface section to align a communicating port of the interface section with the aircraft entry door.
A preferred method according to the present invention comprises a method of docking a passenger loading bridge to align a communicating port of a passenger loading bridge with an aircraft entry door comprising the steps of:
determinin~ a distance to the aircraft entry door;
extending the walkway at a first rate to a length equal to the determined distance o less a standard increment;
positioning an aircraft eng~ging end of the walkway adjacent the aircraft;
extending a communicating port at the aircraft eng;~ging end of the walkway at asecond rate to align with the aircraft entry door.
s In a further preferred embodiment the present invention comprises an extendable loading bridge supported for pivotal movement about a first end for communication with an airport terminal comprising:
a walkway including at least two telescopically extendable sections;
a rotunda supporting a first end of the walkway for pivotal movement about a substantially vertical axis, the rotunda further including an entryway for communication with the airport terminal;
a moveable support means for supporting an opposite end of the walkway including a first drive means for extending the telescopic sections of the walkway in a radial 2s path;
a second drive means for pivoting the opposite end of the walkway about the rotunda in a arcuate path.
Advantageously the loading bridge according to the present invention can be extended in an area away from plane servicing activity, prior to being pivoted into place.
Final extension for alignment correction is then made by the extendable interface section Doc. 12M-3 CA Patent without moving the drive wheels. This reduces danger to ground crew and equipment in the area.
In addition advantageously extending the loading bridge according to the presents invention in two stages at first a coarse adjustment rate and finally a fine adjustment, the bridge can be placed efficiently without risk to equipment or personnel.
Further it is an advantage of the present invention to utilize two separate drive means for radial and arcuate movement resulting in accurate placement of the aircraft lo interface.
Further advantages will be al~pa~elll to persons of skill in the art from the detailed description with reference to the following drawings which illustrate preferred embodiments of the invention by way of example only. Like numerals are used throughout to refer to like elements.
Brief Description of Figures Figure 1 is a plan view of a preferred embodiment of the present invention illustrated in a fully extended position;
20 Figure 2 is a side view of the embodiment of Figure 1;
Figure 3 is a side view of an alternative embodiment according to the present invention in a fully raised position;
Figure 4 is a reverse side view of the embodiment of Figure 3 in a fully lowered position;
and 2s Figure 5 is a plan view of the wheeled gantry in isolation.
Detailed Description of Preferred Embodiments The loading bridge according to the present invention is shown generally at 10 in 30 Figure 1. The bridge 10 is supported at a terminal end 31 by a rotunda 20. The rotunda 20 communicates with the airport terminal (not shown) through a simple passageway, or Doc. 12M-3 CA Patent an additional walkway of desired length (not shown). The rotunda 20 is fixed andsupports the terminal end 31 of the enclosed bridge walkway 30 for hinged movement about a horizontal axis for height adjustment, and also for pivotal movement about a vertical axis through the rotunda 20. The rotunda 20 may be supported on a raised 5 platform as shown, or may be directly at the ground level. Rotation may be about a central axis or an eccentric axis. The rotunda 20 remains enclosed by flexible curtains during movement of the passenger loading bridge 10 maintaining protection from the elements. Walkway 30 includes two telescopic sections 32,34 which provide an expansion of approximately 20 feet. If more expansion is necessary additional 0 telescoping sections may be added.
Adjacent an aircraft eng~ging end 33 the walkway 30 is supported by a wheeled gantry support means 40. The wheeled gantry 40 is powered to drive the aircraft eng~ging end 33 through the arc shown, while the t~rrnin~l end 31 pivots about the 15 rotunda 20. The wheeled gantry 40 also includes standards 42 to either side of the walkway 30 comprising mechanical screw jack lifts for raising and lowering the height of the aircraft engaging end 33 of the bridge 10. Other means such as hydraulic drive can be used to raise the bridge 10. The mechanical lifts 42 are preferred as they provide braking in the event of drive failure. Standards 42 are angled with their uppermost ends inclined 20 toward the aircraft en~gin~ end 33. This angle reduces lateral drag on the tires as the bridge 10 is raised to prevent excessive wear. As better seen in Figure 5, the wheels 44 of the gantry 40 are arranged in angled pairs along radial axles to follow a radial arc path The wheels 44 are supported by axles 46 disposed above the frame 48. The placement of the wheels 44 above the gantry frame 48 allows a simple rectangular frame construction 25 and permits the aircraft interface section 60 to be lowered to a level nearer the ground.
Further, the gantry configuration allows for large gantry wheels 44 without raising the minimum height substantially. Since the gantry frame 48 extends beyond the sides of the bridge 10, the gantry 40 is positioned behind the aircraft interface section 60 by a sufficient distance to clear any steps, railings, and propellers of supported aircraft in order 30 to prevent any potential collision with the gantry wheels which could cause damage.
Doc. 12M-3 CA Patent Additional support is provided by radial wheels 50. Gantry wheels 44 may be raised, as shown in Figure 2, leaving the bridge supported on radial wheels 50. Radial wheels 50 are positioned substantially perpendicular to gantry wheels 44. Separate drive to the radial wheels 50 is used to telescopically extend or retract the length of the 5 walkway 30. Once a desired length is achieved, the gantry wheels 44 are again lowered to support the bridge 10. Separating extension drive from rotational drive allows the end of the bridge to be rotated into very closely accurate position without introducing error which might risk collision. When the drives are unified in a steerable gantry, ~n~king can occur which introduces error in the extension or positioning, and further slows the 0 docking operation.
At the aircraft en~ging end 33 an aircraft interface section 60 is telescopically supported within the walkway structure 30. This telescoping section 62 permits an additional 8 feet of extension of the bridge 10 for accurate alignment of the aircraft interface section 60 and the aircraft entry door, without further positioning of the major supports 40 and 50. In addition the communicating port 64 which aligns with the aircraft entry door (not shown) is pivotally adjustable about rotational section 66 to make final alignrnent adjustment, as shown in Figure 1. Preferably pivotal alignment of thecommunicating port 64 is made prior to the final extension of telescoping section 62. In 20 this way very little clearance is needed to position the communicating port 64 at the aircraft entry door, reducing the risk of contacting the propeller. A canopy 68 is extended and deformed to conform to the outer shape of the aircraft to provide a weather seal. Two separate actuators are needed to extend the canopy and change the radius of curvature to accommodate aircraft which vary considerably in dimensions.
2s Final adjustment movements of the rotational section 66 and telescoping section 62 occur above ground level. Thus once the rough placement of the bridge is madecollision of the bridge drive with other servicing operations is no longer a risk, and additional servicing can continue while final docking is completed. Controls for the 30 passenger loading bridge 10 are located within the aircraft interface section 60 proximate Doc. 12M-3 CA Patent the bumper 69 to allow for accurate docking. Windows in the interface section 60provide the operator a clear view of engines or propellers and the aircraft fuselage.
In operation an arriving aircraft is identified to determine height requirements and 5 expected docking distance. The gantry 40 is fully lowered and the wheels 44 are lifted to place the bridge 10 on the radial wheels 50. Drive to the radial wheels 50 extends the telescoping sections 32,34 of the walkway 30 to a length equal to the distance to the entry door or slightly less. Conveniently a standard adjustment increment well within the expansion range of the interface section 60, is used to reduce the extension of the o walkway 30. The gantry wheels 44 are again lowered to support the bridge again raising it offradial wheels 50. The aircraft eng~gin~ end 33 is raised on standards 42 to the correct height for the aircraft. Drive to the gantry wheels 44 rotates the aircraft en~;~ging end 33 about the rotunda 20 until the interface section 60 is adjacent the aircraft. Angular adjustment to the alignment of the aircraft is made by rotating the communicating port 64 about rotation section 66. Then a final extension from the telescoping section 62 advances to position the communicating port 64 at the aircraft entry door.
Figure 3 illustrates an alternative embodiment of the invention at full height position. Figure 4 illustrates the same embodiment at its lowest position.
Numerous other embodiment of the invention will be apparent to persons skilled in the art without departing from the spirit and scope of the invention as defined in the appended claims.
Claims (18)
1. A passenger loading bridge for conducting passengers or cargo from an airportterminal to an aircraft entry door of an aircraft comprising:
an extensible walkway for communicating at one end with the airport terminal and having an aircraft engaging end at an opposite end;
drive means for extending the walkway to a desired length;
an extensible aircraft interface section coupled to the walkway at the aircraft engaging end;
means for directing at least the aircraft interface section adjacent the aircraft; and extension drive means for extending and retracting the aircraft interface section to align a communicating port of the interface section with the aircraft entry door.
an extensible walkway for communicating at one end with the airport terminal and having an aircraft engaging end at an opposite end;
drive means for extending the walkway to a desired length;
an extensible aircraft interface section coupled to the walkway at the aircraft engaging end;
means for directing at least the aircraft interface section adjacent the aircraft; and extension drive means for extending and retracting the aircraft interface section to align a communicating port of the interface section with the aircraft entry door.
2. A passenger loading bridge as defined in claim 1, wherein the walkway comprises a longer section having a greater extension length than the aircraft interface section.
3. A passenger loading bridge as defined in claim 2, wherein the walkway is extensible at a faster rate than the aircraft interface section.
4. A passenger loading bridge as defined in claim 3, wherein drive means for extending the walkway comprises a wheeled support secured to the walkway and driven for movement extending and retracting the extensible walkway.
5. A passenger loading bridge as defined in claim 4, wherein the wheeled support is adapted for linear movement.
6. A passenger loading bridge as defined in claim 5, wherein means for directing at least the aircraft interface section adjacent the aircraft comprise means for arcuate movement.
7. A passenger loading bridge as defined in claim 6, wherein the means for arcuate movement comprise a pivotal support means for pivotal movement about a substantially vertical axis and wheeled support adapted for arcuate movement.
8. A passenger loading bridge as defined in claim 7, wherein the pivotal support means comprises a rotunda for supporting one end of the walkway communicating with theairport terminal.
9. A passenger loading bridge as defined in claim 8, wherein the wheeled supportadapted for arcuate movement and the wheeled support adapted for linear movementcomprise independently operable support means.
10. A passenger loading bridge as defined in claim 9, further comprising means for rotating the communicating port of the interface section to improve alignment with the aircraft entry door.
11. A method of docking a passenger loading bridge to align a communicating port of a passenger loading bridge with an aircraft entry door comprising the steps of:
determining a distance to the aircraft entry door;
extending the walkway at a first rate to a length equal to the determined distance less a standard increment;
positioning an aircraft engaging end of the walkway adjacent the aircraft;
extending a communicating port at the aircraft engaging end of the walkway at a second rate to align with the aircraft entry door.
determining a distance to the aircraft entry door;
extending the walkway at a first rate to a length equal to the determined distance less a standard increment;
positioning an aircraft engaging end of the walkway adjacent the aircraft;
extending a communicating port at the aircraft engaging end of the walkway at a second rate to align with the aircraft entry door.
12. A method of docking a passenger loading bridge as defined in claim 11, wherein positioning an aircraft engaging end comprises pivoting at least a portion of the loading bridge about a substantially vertical axis.
13. A method of docking a passenger loading bridge as defined in claim 12, wherein extending the walkway at a first rate comprises driving a first wheeled support for advancing the extensible walkway in a linear direction.
14. A method of docking a passenger loading bridge as defined in claim 13, wherein positioning an aircraft engaging end comprises driving a second wheeled support in an arcuate path for pivoting at least a portion of the loading bridge about a substantially vertical axis.
15. A method of docking a passenger loading bridge as defined in claim 14, wherein extending an aircraft interface section comprises advancing the aircraft interface section telescopically supported by the aircraft engaging end of the walkway.
16. An extendable loading bridge supported for pivotal movement about a first end for communication with an airport terminal comprising:
a walkway including at least two telescopically extendable sections;
a rotunda supporting a first end of the walkway for pivotal movement about a substantially vertical axis, the rotunda further including an entryway for communication with the airport terminal;
a moveable support means for supporting an opposite end of the walkway including a first drive means for extending the telescopic sections of the walkway in a radial path;
a second drive means for pivoting the opposite end of the walkway about the rotunda in a arcuate path.
a walkway including at least two telescopically extendable sections;
a rotunda supporting a first end of the walkway for pivotal movement about a substantially vertical axis, the rotunda further including an entryway for communication with the airport terminal;
a moveable support means for supporting an opposite end of the walkway including a first drive means for extending the telescopic sections of the walkway in a radial path;
a second drive means for pivoting the opposite end of the walkway about the rotunda in a arcuate path.
17. The extendable loading bridge as defined in claim 16 further including means for raising and lowering the height of the opposite end of the walkway, and support at the first end for pivotal movement about a substantially horizontal axis.
18. The extendable loading bridge as defined in claim 17, further including additional extension means for extending a communicating port in alignment with an entry door of an aircraft having independent extension drive means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002240042A CA2240042A1 (en) | 1997-06-10 | 1998-06-09 | Passenger loading bridge for small aircraft and method of aligning same |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2207499 CA2207499A1 (en) | 1997-06-10 | 1997-06-10 | Passenger loading bridge for small aircraft and method of aligning same |
| CA2,207,499 | 1997-06-10 | ||
| CA002240042A CA2240042A1 (en) | 1997-06-10 | 1998-06-09 | Passenger loading bridge for small aircraft and method of aligning same |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2240042A1 true CA2240042A1 (en) | 1998-12-10 |
Family
ID=25679415
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002240042A Abandoned CA2240042A1 (en) | 1997-06-10 | 1998-06-09 | Passenger loading bridge for small aircraft and method of aligning same |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2240042A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20210253271A1 (en) * | 2018-06-27 | 2021-08-19 | thyssenkrupp Airport Solutions, S.A. | Method of automated undocking a passenger boarding bridge from an aircraft |
-
1998
- 1998-06-09 CA CA002240042A patent/CA2240042A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20210253271A1 (en) * | 2018-06-27 | 2021-08-19 | thyssenkrupp Airport Solutions, S.A. | Method of automated undocking a passenger boarding bridge from an aircraft |
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