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to see that the great majority of aircraft
produced and on order today are narrowbody
Boeing 737s and Airbus A320s or
their derivatives. These are single-aisle aircraft
available in stretched configurations.
Passengerssi tting near the back of
these aircraft must wait for all those ahead
before they can deplane. The enplaning
and deplaning time is the main factor in
how long it takes before the aircraft can be
cleaned and replenished for it to carry on
to its next destination. It is for this reason
that 01Ws are generating great interest
worldwide as a means of reducing this time.
Experience shows that enplaning-and
deplaning times can be cut by more than
narrowbody aircraft such as Boeing 737s
and Airbus A320s. Dewbridge Airport
Systemsh as recognizedt he requirement
for an over-the-wing (OTW) dual bridge
and is the only North American passenger
boarding bridge supplier manufacturing
such a product.
The technique of bridging to the rear
door of an aircraft is hot new as there are
many designs on paper dating back to the
1960s. However it is the recent paradigm
shift in the aviation industry that is driving
the need for this technology today,
focused on narrowbody aircraft. In Europe
OTWs have been employed in small num-
PASSENGERT ERMINALW ORLD September 2003 43
BOARDING BRIDGES
half because OTWs are automated and
connect to the aircraft door more quickly
than standard bridges. It has been demonstrated
by airlines using their dual OTWs
that turnaround times at the gate can be
reduced by at least five to 10 minutes,
which translates into a very fast payback
for the airlines. It must be noted, however,
that other ramp services such as refuelling
and baggage handling have to step up to
the challenge to take full advantage of the
reduced time facilitated by the OTW.
be lower than the height of the wing,
whi{;hprevents push back of the aircraft.
The OTW therefore requires a generatordriven
secondary lift system to elevate
the bridge high enough to clear the wing
during push back.
The OTWmust be designed to work
with a mix of aircraft at airports where the
gate is not exclusive to one airline and one
aircraft type. It must not interfere with the
parking position of widebody and regional
jets and in this regard should be designed
so that it can be lifted high and out of the
way of aircraft such as the Boeing 777.
The OTW must operate with Boeing 737-
200 through 737-900 aircraft, including
those with new-generation winglets, as
well as Airbus A319/320 and 321 aircraft.
Becausew ing heights abovet he apron
vary between aircraft models and manufacturers,
t he design employsa tunnel system
with a pivoting joint to provide adequate
clearance for a given rotunda height.
With the pivoting structure, the slopes of
the bridge tunnels can be minimized by
adjusting the slope of the first tunnel in
relation to the second. A further advantage
of the pivoting tunnel system is the ability
to perform auto-level functions using the
second tunnel lift system rather than lifting
and lowering the entire bridge.
OTWs offer a tremendous cost-saving
opponunity for airlines. The technology is
real and safe, but the planning required is
more complicated and requires greater
consideration of aircraft parking layouts
and movement of ramp equipment around
the aircraft. Larger and more foundations
are required and the elevations are critical
to ensure appropriate bridge slopes. The
bottom line is that airports and airlines
considering this new technology should
approach manufacturers early in the planning
stage for input and assistance.
where it would otherwise make contact
with the aircraft wing.
The operation of an OTW must be
fully automatic so that only one bridge
operator is required. This operator will
maneuver the forward bridge manually
while the rear OTW, once activated,
locates the rear door and docks to the
bridge without need of operator assistance.
In this regard, because there is no
operator on .the bridge while it is docking,
the bridge must employ many sensors to
determine position and provide feedback
to the control system to ensure a smooth
and safe docking operation. These sensors
must also scan the aircraft fuselage to
correct for an aircraft that is parked off
the stop-line or is not well aligned with
the lead-in line.
It is also imperative that the control
system for the OTW be separate and inde-
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